December 2017 by Anne Dobbins

December 2017

www.inflightusa.com

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.

DECEMBER

3 3—6 5 9 10 16

16 — 17 17

27 31

Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Massey, MD: Open Hangar Party & Fly-In, 11 a.m., Massey Aerodrome MD1, (410) 928-5270, www.eaa.org. Q Las Vegas, NV: ICAS Convention, Paris Las Vegas, (703) 779-8510, mcmanamay@airshows.aero. Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Shafter, CA: Christmas Open House with Santa Claus, 10 a.m. to 2 p.m., Minter Field Air Museum, Shafter Airport, (661) 393-0291 (msg). Q Denver, CO: Holidays at the Hangar, noon to 4 p.m., Wings over the Rockies Air & Space Museum, (303) 360-5360. 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. Q Palm Springs, CA: Open Cockpit - P-40 Warhawk, 10:30 a.m. to 12:30 p.m., Palm Springs Air Museum, (760) 778-6262. Q Palm Springs, CA: Props & Hops Craft Beer Festival, noon to 5 p.m., Palm Springs Air Museum, (760) 778-6262. Q San Carlos, CA: Nano Drone Workshop, 1 p.m. to 3:30 p.m., Hiller Aviation Museum, San Carlos Airport, (650) 654-0200. Q Chino, CA: New Year’s Eve Dinner Show & Swing Party, 7:30 p.m., Planes of Fame Air Museum, (909) 597-7576.

JANUARY

6 20

20 — 21 21

24 — 27

Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Chino, CA: Living History Flying Day, 10 a.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 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 Sebring, FL: US. Sport Aviation Expo, Sebring Airport, (863) 3141313, www.sportaviationexpo.com.

FEBRUARY

6 16 — 18 17

17 — 18 18

MARCH

Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Costa Mesa, CA: American Aviation Historical Society Annual Meeting, www.aahs-online.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 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 Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Riverside, CA: Airshow 2018, 9 a.m. to 4 p.m., Riverside Airport, (951) 826-5311, www.riversideairshow.com.

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In Flight USA Celebrating 34 Years

COVER STORY

JENNA DOLAN, LTCOL., USMCR, FIRST WOMEN ON A SEA HARRIER

December 2017

EVER STRAP

By Art Nalls

magine as a parent, your child finally gets their driver’s license and asks to take the family cruiser out for a spin with some friends, for the first time. Are you nervous? Maybe just a bit. Then, imagine that the family cruiser is the World’s Only Civilian Harrier Jump-Jet, it only has one seat, and the spin around the block will easily use a couple hundred gallons of jet fuel, and is widely considered one of the most-difficult airplanes to handle safely. Are you nervous, now? Well, not to worry if the person you gave the keys to just happens to be one of the “baddest” Marine Corps pilots around. She’s got about 1,000 hours in Harriers, and was the first female to pilot a Harrier in combat, and is a Weapons and Tactics Instructor. She’s definitely got the right stuff and can handle a tactical jet with the best of them. You can’t get much more pre-qualified than that. Meet Jenna Dolan, LtCol., USMCR. She has a resume most male pilots would

Jenna Dolan, LtCol., USMCR

envy. A 1996 graduate of the U.S. Naval Academy, Jenna chose the Marine Corps, and aviation on top of that. Being a Marine is much the same for men and women. All Marine officers attend The Basic School, at Quantico, Virginia to learn how to be infantry officers. This comes before any other training or any other follow-on job assignment. She had to train right alongside her male counterparts, with few if any concessions made

(Courtesy Art Nalls Aviation)

for gender. You want to be a Marine? Earn it! Jenna most certainly did. She attended Naval Aviator pilot training and was the first woman to fly Harriers in a tactical squadron. That speaks volumes to her ability. After she had established herself within her gun squadron, she was selected to attend the Marine Aviation Weapons and Tactics Squadon-1, otherwise known as MAWTS-1. This is Marine equivalent to

Capt. J.M. Dolan “Dookie” in the cockpit. (Courtesy Art Nalls Aviation)

the Navy’s Top Gun and the USAF Fighter Weapons School. It’s a big deal to get selected. Jenna was quickly moving to the top of the aviator heap. But she left active duty to pursue a civilian career and build a family. Those are important, too. She maintained her commission in the Marine Reserves, but flying wasn’t part of that. A chance meeting at Oshkosh in 2010 changed all that. She saw the SHAR in Aeroshell Square and marched over to introduce herself. Continued on Page 12

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TABLE Volume 34, Number 4

CONTENTS

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

December 2017

ON THE COVER COVER STORY

PHOTO FINISH

FIRST WOMAN TO EVER STRAP ON A SEA HARRIER

WORLD’S BEST AVIATOR SUNGLASSES GOING MAINSTREAM

By Art Nalls Story starts on Page 4

(Photos Courtesy Sheyden Eyewear) Story on Page 49

JENNA DOLAN, LTCOL., USMCR

Cover Photo by Lloyd Gill

NEWS AOPA’s 2018 Fly-Ins: Gateways For Exploration ................................8 FAA To Update “Obsolete” Rotorcraft Certification Rules ..............11 National Aviation Hall Of Fame Enshrinement 2017 ........................21 Lancair Welcomes First Mako Owner To New Builder’s Center......22 EAA Homebuilt Aircraft Council Gets New Chairman ....................24 Embry-Riddle Team Seeks to Save Lives During Emergencies ....26 Welcome To A Step Into The Future: Drone Update ........................34 Cirrus Aircraft On Display At U.S. Sport Aviation Expo ..................35 CAF Announces “12 Planes Of Christmas” Campaign ..................36 Textron Announces University Partners For Top Hawk Program ..43 Hartzell Propeller’s 4th Year As Tech Partner With Red Bull ..........44

COLUMNS FEATURES Editorial: From Reminiscing to Rant By Ed Downs ..................................................................6 The Navy Leads the Way at the Ft. Worth Air Show By Nick Viggiano ..........................................................14 A Shift in Thinking for Screening Air Traffic Controllers By Gene Anderson ........................................................20 Finding Strength in Wings and Overcoming Fear By Annamarie Buonocore ..............................................32 2017 NAS Jacksonville Air Show Highlights Birthplace of Blue Angels By Mike Heilman and Ed Wells ........................................33 Texas Teacher, Students Praise AOPA Aviation Curriculum By David Tulis, AOPA ....................................................46

Flying Into Writing: Helpful Controllers By Eric McCarthy ............................................................17 Flying With Faber: Exploring the Fuji Mainland By Stuart J. Faber ............................................................29 Safe Landings: Weather: You’re Prepared or Not........40 Homebuilder’s Workshop: The Brick and the Thistle By Ed Wischmeyer ..........................................................42 The Pylon Place: Air Race 1 – Thailand By Marilyn Dash ..............................................................45

DEPARTMENTS Calendar of Events ..........................................................3 Letters to the Editor ......................................................26 Classifieds ......................................................................48 Index of Advertisers ......................................................50

In Flight USA Celebrating 34 Years

FROM REMINISCING

Editorial

1981 Turbo Saratoga SP

1969 Piper Arrow

5565 TTAF. 550 SMOH. Immaculate Turbo Saratoga SP, recent paint and stunning interior, clean airplane with great history and attentive care. Air conditioning, 550 hours on an outstanding overhaul, capable Garmin and King avionics and maintenance by Fresno Jet Center. The aircraft is being sold on behalf of an estate. The aircraft has had the same attentive owner and been Northern California based since 1984. .................$189,000

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. ... $58,900

2003 Lancair Columbia 300

1999 Socata TB-21

1145 SNEW. This beautiful Columbia 300 was purchased new in 2003 by the first and only owner. Based in Bend, OR since new. This is the same airport where the plane was manufactured, and the depth of local knowledge in type is beyond reproach. The airplane has been maintained since new by Lancair factory certified mechanics, and for the last several years by Steve Hanson, a former Lancair factory certified mechanic ........................$179,900

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...................$174,900

Steve Feldman • Sales Manager (650) 394-7610 • steve@airplanesusa.com San Carlos Airport • 620 Airport Way • San Carlos, California 94070 AirplanesUSA of Chicago

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December 2017

By Ed Downs

et’s start with a disclaimer. The following thoughts are those of this writer, based upon more than 60 years of flying, both professionally and privately. The team at In Flight USA has been tolerant of my opinions in the past, and have extend that tolerance for this month’s rant. Why the disclaimer? Mainly because even I am somewhat surprised by the path of thought that followed receipt of a promotional announcement sent to In Flight USA by an advertising firm representing the Santa Ynez Valley, an idyllic stretch of California located just to the north of Santa Barbara. The press release invited readers to visit this scenic valley for the Christmas season, enjoying the various holiday celebrations of small towns like Solvang, Los Olives, Buellton and Los Alamos. The entire area is rich in Hispanic history and traditions, but it is the town of Solvang that brings back fond memories. Founded in the early 20th century by Danish immigrants, and having all the architecture and charm of a Danish village (real deal, not a theme park), Solvang is the perfect place to kick off the Christmas season. But it’s not just the charm, endless bakeries and restaurants, coupled with old European shopping that enters this writers mind when thinking of Solvang. The entire Santa Ynez Valley is served by a wonderful airport, aptly named “Santa Ynez Airport.” While founded privately in the 1940’s, Santa Ynez Airport soon became the property of Santa Barbara County, and it has flourished. Starting will only a 2,000-foot runway, but later lengthened to 2,800 feet, this pilot first flew into Santa Ynez Airport in the early 1960’s, rented a 1958 Chevy for $5 and drove to Vandenburg AFB for an open house, showing off the new space launch facility under construction. It was this trip that led to my personal discovery of Solvang. Under the tutelage of Santa Barbara County, the fleet of “58” Chevy’s survived up through the late 1980’s and Solvang became a regular point of fun for this writer and my family. My little Grumman and, later, TriPacer made many visits to Santa Ynez Airport, a short flight from my home base in the San Fernando Valley. A short “Chey” drive into Solvang allowed me to reconnect with my heritage, originating from 17th century Holland, through Nova Scotia, Canada and later hooking up with Brits in Salem, Mass. Yep, my

RANT

gang was part of the “witch trials” and later, main players in James A. Michener’s book, Hawaii. To be sure, that little airport and the towns around it are worth reminiscing about. Santa Ynez Airport is a fine example of what a county government and elected board of Airport Supervisors can do when aviation knowledgeable people truly understand how an airport can connect a region to the world. But this is where my mind began to drift. How many other airports are remembered for fine management, willing to actively improve an airport’s resources and promote what it has to offer? Some community airports do come to mind, but in general, this writer has seen a decline in small airport services over the last 25 years. To be sure, the economic downturn in general aviation that began in the mid to late 80’s has had a lot to do with that, as FBO’s and flight schools struggle to remain profitable. Promotional dollars are hard to find, advertising budgets are cut, and small aviation businesses tend to “shelter in place,” waiting for the storm to pass. Many aviation businesses seem unaware of what the big retailers and marketers have known for years; when times are tough, you need to get out and make noise, brag about what you have to offer and aggressively compete. But Santa Ynez Airport has flourished, with good FBO services, new hangars, excellent fuel sales and increased services, plus an active tourist trade. One must not look at just the business on the airport, but also at airport management. Often part of a city or county bureaucracy, a community airport can become a victim of disinterested civil service employees who know little to nothing about private and business flying. Smaller communities, especially in middle America, tend to understand the value of their airports. These townships recognize that a community airport is a link to a much larger world, and marketplace. But small communities are often under financed and staffed by volunteers that are not aviators. Frequently falling under the jurisdiction of a “City Manager,” not the Mayor’s office or County Commission, airport management becomes simply a bean counting enterprise. In other words, leasing tiedown and hangar space and taking a percentage of fuel sales. It seems almost genetic, that accountants are terrible at extroverted promotional activities. Perhaps Charles Dickens had it right, Continued on Page 9

2017 AIRSHOW SEASON ANOTHER YEAR OF FIRSTS FOR THE CAF RED TAIL SQUADRON

December 2017

The Commemorative Air Force (CAF) Red Tail Squadron, America’s tribute to the Tuskegee Airmen, recently wrapped up their 2017 airshow season with the RISE ABOVE: Red Tail tour participating in 30 events from February to November. The year marked an evolution in the educational outreach of the CAF Red Tail Squadron’s important inspirational message, and the group looks forward to a productive winter at the CAF National Airbase in Dallas before heading out for a full 2018 season of events. August marked the launch of the new CAF dome theater program in conjunction with the CAF Education team and national CAF RISE ABOVE education initiative. The original film “Rise Above” celebrating the Tuskegee Airmen, shown in the RISE ABOVE Traveling Exhibit mobile movie theater, can now also be featured inside a portable, cost-effective, inflatable dome theater. For the first time, this inspirational message of the Tuskegee Airmen can reach far beyond the CAF Red Tail Squadron’s annual tour to multiple films shown throughout the country at multiple events during the year. It’s an upgrade to the group’s educational outreach structure that allows for significantly greater opportunities to tell the story of the Tuskegee Airmen. In October, the Virtual Museum was added to their online educational resources to shine a fresh light on the experience of the Tuskegee Airmen. This easily accessible gallery is curated by the CAF Red Tail Squadron but populated with photos and information of items significant to the Tuskegee Airmen provided by supporters that also have an interest in honoring the legacy of these remarkable American figures to ensure their story is not forgotten. The addition of the Virtual Museum further defines redtail.org as the complete resource for all things related to the unique kind of inspiration that comes from learning about the Tuskegee Airmen. This year, the CAF Red Tail Squadron also expanded their robust support offerings for events that have booked the RISE ABOVE Traveling Exhibit and or P-51C Mustang Tuskegee Airmen. This community outreach proto-

www.inflightusa.com

(Courtesy CAF Red Tail Squadron) col includes visits to local schools and other community venues before the show or event and pre-event marketing support for airshow producers and event planners, including professional social media tools. The Squadron is developing a deeper impact with the communities it visits by helping promote the host event while broadcasting the message of the Tuskegee Airmen to an even wider audience. Also, the CAF Red Tail Squadron was recognized by the Experimental Aircraft Association with the AirVenture Oshkosh 2017 Service Award for their creative and compelling presence at the event’s KidVenture program. In addition to the RISE ABOVE Traveling Exhibit as a centerpiece of this family-friendly attraction, the CAF Red Tail Squadron brought special guest Tuskegee Airman Harry Stewart to greet and interact with kids at the event, resulting in record attendance numbers. “We take pride in the positive impact we have on the communities we serve,” said Kristi Younkin, CAF Red Tail Squadron logistics coordinator for the RISE ABOVE Traveling Exhibit and P-51C Mustang Tuskegee Airmen. “We maintain a rigorous event schedule to ensure we bring the message of the Tuskegee Airmen to as many new places as possible, and the more we can engage these communities the greater our potential for honoring these important American heroes and inspiring people to rise above their own obstacles.” Contact Younkin at logistics@redtail.org or (479) 228-4520 to book the CAF Red Tail Squadron for your event. The 2018 schedule is filling up fast, but some spots are still available and reservations can now be made for events in 2019. Learn more at redtail.org.

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BasicMed is Here to Stay Since BasicMed took effect on May 1, more than 23,000 pilots are now qualified to fly under the new alternative to third class medical certification. This new process is the most significant shift in third class medical reform since the early 1960s. In its first six months, BasicMed has achieved some major milestones. Already expanded across borders, pilots can now fly under the new FAA medical approval in the Bahamas. The Civil Air Patrol also began accepting BasicMed pilots this summer and we are continuing to work with leadership across the globe to recognize BasicMed or similar medical alternatives in their countries. In the next few years, BasicMed is expected to reach hundreds of thousands of pilots. We continue to develop resources to help more pilots transition over to BasicMed. At the AOPA headquarters, our aviation and medical certification specialists in the Pilot Information Center continue to field hundreds of calls from members interested in learning more about BasicMed and its benefits. If you still have questions regarding BasicMed, you can reach the AOPA Pilot Information Center at 888-462-3976, Monday through Friday, 8:30 a.m. to 6 p.m. Eastern. As time goes on and more doctors and AMEs familiarize themselves with the BasicMed exam, we believe the numbers will continue to skyrocket. If you’ve had a positive experience with the BasicMed process and have a doctor you’d like to recommend to AOPA and other pilots, please send us their information through www.aopa.org/submit-doctors. AOPA will be following up with each doctor for their approval to share their information when the Pilot Information Center receives a request to connect a pilot with a BasicMed friendly doctor.

Mark R. Baker President & CEO, AOPA

*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`

By Mark Baker

AOPA President & CEO s you can imagine, I spend a lot of time at airports, both as a pilot and a passenger, and you can probably guess which I prefer. On a recent trip, while making my way through Ronald Reagan Washington National Airport, I walked past the historic terminal where, later this year, AOPA will honor one aviator with an award in the name of the late, great, Bob Hoover. Arguably the most influential aviator of all time, Hoover started as a GA pilot and understood what it meant to fight for the freedom to fly. As pilots, we all get to experience something surreal when we take to the air,

BLAME IT ALL ON MY ROOTS In Flight USA Celebrating 34 Years

‘Privatization’ will Shut Out the Little Guy

but many forget where it all began. Nearly all pilots started out flying small single engine pistons, and, like Hoover, have taken their passion to the next level. A critical foundation of our aviation system is that everyone has equal access to the sky, from a Cessna 150 to a Boeing 777. Unfortunately, the current state of aviation politics reads as an all-out battle over the skies, with the airlines in pursuit of control, under the guise of “privatization.” If handing over our ATC system to the airlines and special interests were to become law, there is no doubt that funding would be directed to the major hubs, leaving the lifeblood of aviation, the smaller GA airports, with the crumbs. With millions of dollars being spent on campaigns to convince consumers that

our airspace system is antiquated, the airlines falsely blame ATC for delayed flights and the FAA for slow progress on modernization. In reality, 50 percent of delays in our system are caused by the airlines and another 30 percent are caused by weather – none of which the proposal in Congress today would address. Moreover, the airlines have not equipped at least 75 percent of their fleets with modern technology such as Automatic Dependent Surveillance -Broadcast (ADS-B) and Data Communications (DataComm), to make flying more efficient – and then they point fingers at everyone except themselves. Modernization efforts have already led to significant improvements within our air traffic system. The ongoing technology upgrades, known as NextGen, are

AOPA’S 2018 FLY-INS: GATEWAYS

By Alyssa J. Cobb

FOR

New Locations Boast Unique Cultures, Activities

Beaverhead Rock is one of many landmarks along the Lewis and Clark National Historic Trail. (Photo courtesy of the National Park Service and AOPA)

Missoula International Airport, Missoula, Montana: Located in the

AOPA's 2018 Fly-In locations include Missoula, Montana; Santa Fe, New Mexico; Carbondale, Illinois; and Gulf Shores, Alabama. (Image courtesy AOPA) Rocky Mountains of western Montana, Missoula boasts breathtaking scenery, unlimited outdoor activities, a rich arts and culture scene, breweries and wineries, shopping, and more. In other words, this city of less than 70,000 people has something to offer for pilots and their friends and families. Outside Magazine previously listed Missoula in its Best Towns section as the next big thing. Missoula is an ideal flight for pilots in Washington, Oregon, Idaho, Montana, Wyoming, North and South Dakota, and Nebraska. And it’s conveniently located for daytrip flights to Yellowstone National Park, Glacier National Park, the Bitterroot Valley, and the Blackfoot Valley. This is one fly-in location where you should consider taking the entire family and planning a summer vacation just before or after the event!

already helping to increase efficiency. NextGen capabilities are responsible for saving major air carriers that have equipped their fleets with the necessary technology millions of dollars in fuel costs. As a member of the NextGen Advisory Committee (NAC), I have seen this firsthand. As a GA pilot, I never take the freedom to fly for granted and urge you to do the same. I believe if we remain steadfast in this fight for modernization and not socalled privatization, we’ll continue down an already successful path to new heights and new experiences. And if we’re lucky, Bob Hoover will be looking over us, proud that we didn’t give up the fight to protect all that general aviation has to offer.

EXPLORATION

AOPA

OPA’s 2018 Fly-In locations are gateways to explore the mountain Northwest, high desert mountains, a cutting-edge center for the automobile and aviation industries in the Midwest, and a relaxed beach town along the Gulf Coast – all great family vacation destinations, all strategically located within an easy flight of tens of thousands of AOPA members. The popular two-day events will kick off June 15 and 16 in Missoula, Montana, then head to Santa Fe, New Mexico, Sept. 14 and 15; Carbondale, Illinois, Oct. 5 and 6; and Gulf Shores, Alabama, Oct. 26 and 27, AOPA President Mark Baker announced recently. “We really want to take our regional fly-ins where our members love to fly,” said Baker. “AOPA has never hosted a major aviation event at any of these locations, but they offer exceptional flying adventures for pilots and their families, and that’s what these fly-ins are all about.”

December 2017

Santa Fe, New Mexico, is home of the Jet Warbird Training Center. The area offers beautiful mountain views. (Photo Courtesy AOPA) Santa Fe Municipal Airport, Santa Fe, New Mexico: Along the southern stretch of the Rocky Mountains, Santa Fe offers majestic views of the desert mountains, particularly at sunset. At an elevation of 6,348 feet, the airport’s 8,300- and 6,300-foot-long runways will give pilots an opportunity to safely experience highdensity-altitude operations. It’s centrally located for pilots to fly in from

California, Nevada, Utah, Colorado, Arizona, New Mexico, Texas, Oklahoma, and Kansas. The airport is home to Jet Warbird Training Center, where pilots can take lessons in an Aero L-29 Delfin, Aero L-39 Albatros, Mikoyan-Gurevich MiG-15, Lockheed T-33 T-Bird Shooting Star, and Fouga Magister, with company founder and pilot Larry Salganek. Santa Fe is rich in arts, culture, shopping, and dining. National Geographic awarded the town No. 1 Sense of Place in its World Legacy Awards; AARP dubbed Santa Fe one of the top 10 cities for art lovers; and Conde Nast Traveler gave it Reader’s Choice for Best Shopping Cities in the World.

Sun gazers gather at Southern Illinois Airport in Carbondale to view the total solar eclipse Aug. 21, 2017. (AOPA Photo)

Southern Illinois Airport, Carbondale, Illinois: The Carbondale airport is no stranger to large aviation events after pulling off a weekend packed with pilots clamoring to view the total solar eclipse at its longest point of duration Aug. 21. Home to Southern Illinois University’s Transportation Education Center, the airport showcases the latest technology for the automotive industry and includes Continued on Page 10

December 2017

www.inflightusa.com

Editorial: From Reminiscing

Continued from Page 6 portraying the accounting world as a “bah, humbug” environment. I immediately apologize to all those dedicated business professionals who wear lampshades at the Christmas party and do “butt shots” on the office photocopier. But as a publisher that talks with a lot of civic airport managers every year with thoughts about airport promotions (did you know In Flight USA offers free column space for airport news), it is sometimes discouraging to see the lack interest many bureaucrats have in truly supporting their community airport. I am sure this hits a familiar note with many readers, but are you doing anything about it? Do you have a local pilot’s association? Have you formed an airport “booster club” of any kind? Have you given your airport management a copy of In Flight USA and suggested they call us for free promotional space? Or, do you, the reader, just sit around and “admire the problem.” How about you contacting us, and together we can “hand prop” a few solutions together. Okay, we have talked about small community airports, but what about GA airports in large cities, the ones that are almost always under siege by militant anti-aviation groups. This is where the real politics steps in, coupled with big money, land developers, and outright corruption. Santa Ynez is perhaps one of the best examples of excellent county airport management. But there is another “Santa” airport, Santa Monica, California, that is an example of what can happen when apparent political corruption, power politics, land development, increased tax opportunities and self-interest enter the picture. Whereas small communities often lack the resources to properly support their airports, large cities see long standing airports as land that can be turned into condos or commercial developments, resulting in an increased tax base for more city spending, plus a few bucks into the political hopers. Elected officials that should be thinking of the community as a whole, become focused on securing more public money to spend and/or lining their own pockets. Yes, this

is why this editorial comes with an opinion disclaimer. While the anti-airport forces in Santa Monica claimed safety and noise as the primary reason for closing their historic airport, the real reasons have to do with billions of dollars worth of high-density condo development and business structures. Many acres of ecofriendly open land (rear in LA) will be lost. Hypocritically, the very class of people the extreme left leaning community of Santa Monica claims to abhor, the elite rich, are likely to be the only winners in this land grab. Santa Monica Airport simply became cannon fodder in a war to make millionaires in to billionaires. Regrettably, many airports residing in large city areas face similar situations, as municipal airport management has little or no interest in aviation or what their local airport brings to the community. Once again, it is up to the local users of an airport to form up and take aggressive action, meaning both pilots and FBO’s. It is up to the aviation community to ask politicians running for office questions about their views regarding local airport issues, and proactively campaign against those opposed to aviation. In Flight USA stands ready to help pro-airport forces with free PR and discounted ad rates. We invite pilots, FBO’s, flight schools and other aviation interest to contacts us for help. We also invite community airport managers, some of whom may not like the opinions expressed in this editorial, to contact us. A lot of communities are doing an excellent job running their airports, and the In Flight USA team wants to hear and publish your story. So there, from reminiscing to rant, but let’s take it down a note. Back to Santa Ynez and Solvang. Let’s see, from LA it was an easy flight of just about an hour in the typical C-172 type bird. Now, from Oklahoma … in a Zenith 601A … southern route …. visit my son in the Van Nuys area … two days should do it. Then it is on to Solvang for a breakfast of aebleskivers (Goggle it!). Believe me, add a few aebleskivers to your Christmas morning and the “Merry” part will take care of itself!

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AOPA’s 2018 Fly-Ins

Continued from Page 8 three large labs for testing alternative fuels, advanced emissions controls, electrical controls, engines, and brakes; as well as labs for automotive transmission, engine, fabrication, and two- and fourwheel drive dynamometers. For anyone who is into cars, this building’s behindthe-scenes look at how they come together is a must-see. As part of AOPA’s larger effort to encourage young people in aviation, many of Southern Illinois University’s flight students will be volunteering during the event. The school’s Flying Salukis are a competitive force in the National Intercollegiate Flying Association championships, landing in the top three for the seventh year in a row in 2017. For outdoorists, Carbondale is located near Shawnee National Forest and the Crab Orchard National Wildlife Refuge. Carbondale is an easy flight from many points in Wisconsin, Iowa, Missouri, Arkansas, northern Mississippi and Alabama, Tennessee, Kentucky, Indiana, Ohio, and Michigan. Jack Edwards Airport, Gulf Shores,

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Sandpiper on the shores of Bon Secour National Wildlife Refuge. (Photo courtesy of the U.S. Fish and Wildlife Service and AOPA) Alabama: Relax on the beach, spot bottle-nose dolphins on a dolphin cruse, take in Gulf Shores and Orange Beach fishing charters, and check out nearby golf courses while you are in town for AOPA’s Fly-In. For a fun food-tasting experience, follow tour itineraries for area specialties such as gumbo, oysters, shrimp, and key lime pie. Plus enjoy the rich U.S. Naval influence at nearby Pensacola, Florida, just 33 miles away. In addition to watching U.S. Navy pilots train, hope for a glance of the U.S. Navy Blue Angels practicing, or visit the National Naval Aviation Museum. Pilots in Alabama, Florida, Georgia, North and South Carolina, Tennessee, Arkansas, Louisiana, and Mississippi will enjoy a relatively short, scenic flight to the Gulf Coast event.

AOPA’s two-day fly-ins will continue with in-depth workshops on Fridays before the main Saturday event. The allday intensive workshops, which included ground school for IFR proficiency, owner-performed maintenance, overwater and mountain flying techniques and survival skills, and aviation adventures in 2017 proved wildly popular with members. “We are working on a new slate of workshops for 2018 that will offer handson experiences for pilots to improve their aviation knowledge, safety, and skills,” said Chris Eads, AOPA director of outreach and events. On Friday evening, fly-in attendees can participate in the Barnstormers Party, peruse the exhibit hall, and walk through the aircraft display. The main fly-in events continue Saturday, with a pancake breakfast, free seminars, lunch, an exhibit hall and AOPA Village, aircraft display, and Pilot Town Hall with AOPA President Mark Baker. AOPA plans to expand its fly-out and excursion opportunities, which members have enjoyed during the past fly-in seasons. Since AOPA launched the regional fly-ins in 2014, the association has hosted 18 events in 14 states: Texas, Indiana, Massachusetts, Washington, California, Maryland, Georgia, Minnesota, Colorado, Tennessee, North Carolina, Michigan, Arizona, and Oklahoma. Two more events in two more states, Connecticut and Florida, are still to come in 2017. The association has connected with more than 45,000 pilots where they fly. More than 5,500 AOPA members and aviation enthusiasts have volunteered over the past three years to help make the events run smoothly for attendees. “When we set out to host the regional fly-ins in 2014, the idea was to be within a few hundred miles of each of our members within a four- or five-year period,” Baker said. “We are getting close to our members, only a short flight for most based on all of the locations we’ve been to so far. “We love getting to meet our members where they are and enjoying a couple of days of aviation with them.” For more information about AOPA’s Fly-ins visit www.aopa.org.

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FAA TO UPDATE 'OBSOLETE' ROTORCRAFT CERTIFICATION RULES

December 2017

By AOPA Staff

The FAA has filed a notice of its intention to revise regulations dating to the 1960s that govern the certification of rotorcraft, noting that some technological advances “have rendered the regulations obsolete.” The agency will accept public comments on its notice of proposed rulemaking (https://www.federalregister.gov/document s/2017/11/01/2017-23360/normal-andtransport-category-rotorcraft-certification) until Jan. 30, 2018. The regulations in question – the certification provisions of Part 27, Airworthiness Standards: Normal Category Rotorcraft; and Part 29, Airworthiness Standards: Transport Category Rotorcraft – no longer address “the extensive applica-

Bell Helicopter unveiled the FCX-001, its first concept aircraft, at Heli-Expo 2017. (Mike Collins).

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tion of advancing technologies to rotorcraft,” the FAA said. The agency currently deals with the gaps in regulatory coverage by issuing “reoccurring special conditions, equivalent level of safety findings (ELOS), and means of compliance (MOC) issue papers. This proposed rule would address these problem areas by updating those standards that cause unnecessary burdens in cost and time to both the FAA and the rotorcraft industry,” states the regulatory filing published Nov. 1. It notes, “In some cases, advancements in technology have rendered the regulations obsolete.” The FAA intends to use the same methods now in place for assuring compliance, “and there would be a reduced burden through clarification of the safety requirements for the installed systems.” The FAA highlighted technological advances in several design areas including flight-control automation as areas in need of revision. “The rotorcraft autopilot systems of previous years controlled only altitude, attitude, and heading. The more advanced autopilot systems also control airspeed, vertical speed, and hover,” it

said, acknowledging that changes in the marketplace suggest that the flight-control automation trend will continue. The proposed rule also would incorporate safety recommendations issued in 2014 by the National Transportation Safety Board on compliance methods “used to certificate in-service lithium-ion battery aircraft installations” for rotorcraft. The NTSB recommendations also called for developing new safety-practices poli-

cies including establishment of a panel of technical experts to advise on compliance. Members who wish to comment on the proposed revisions identified by docket number FAA-2017-0990 may do so by Jan. 30, 2018 online (see website above) or by mail to Docket Operations, M-30; U.S. Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room W12140, West Building Ground Floor, Washington, DC 20590-0001. 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 ..................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.

In Flight USA Celebrating 34 Years

Cover Story: Jenna Dolan Continued from Page 4

“I’ve flown these,” she said to Art Nalls. Nalls, immediately skeptical, started quizzing her on the Harrier lingo. She passed with flying colors. One can’t easily fake the lingo quiz. So, they invited her to an airshow to see how she fit with the team. She even got a few flights in the L39 to see how she could fly. She confessed she had never flown an airplane without a Head Up Display (HUD) but the L39 is all steam gages. She adapted just fine. And that’s the way things went for several years. She received her type rating in the L39 – passing with high marks and praise from the evaluator – and had been flying backup for several seasons. But she hadn’t got the chance to get behind the controls of the single-seat SHAR. The plan was for their two-seat Harrier trainer (TMk-8) to be the trainer. That’s what it is used for and it is specifically designed for that mission. But the trainer is lagging way behind schedule and still hasn’t flown. “Using the single-seater for her was always a backup plan,” said Art Nalls the current Harrier pilot. He and his wife, Patricia, own Nalls Aviation and have been operating the Sea Harrier for 10 years. “Jenna is a steller pilot, and I’m

sure she can do just fine, but there are some gottcha’s with this version of Harrier, that aren’t in the AV-8B model she flew. There are differences and some are not so forgiving. It would be far better to show them to her in advance, rather than have her stumble upon them by herself,” Nalls said. Nalls also stated a shortage of mission-critical spares, most importantly a Gas Turbine Starter (GTS) for starting the Rolls Royce Pegasus main engine, as the real reason not to use the SHAR for training. With no spares on hand, a blown GTS would put the airplane in down status, until one could be found. He simply could not afford to waste any flights that didn’t produce valuable revenue for the business. But the priorities changed a bit when they concluded their 10th airshow season. With no further demonstrations scheduled until next season, and with three fully functional starters recently procured in the UK, why not put Jenna in the cockpit and let her take it for a spin? The opportunity came after the last airshow of the season at the recent Culpeper, VA airshow Oct. 14th. When Nalls finished his routine, the jet would be hers. The weather forecast was good, the jet was performing perfectly, they had plenty of airshow fuel on hand, and plenty of runway.

December 2017

So Jenna was told in advance to study the procedures and get plenty of cockpit time – including the complicated strap-in procedure to be ready for her Fam 1 at the end of the show. She last flew a Harrier more than 12 years ago in 2005, and that was a different version. With the show over, Nalls and crew chief Rich Gill assisted her with the strap in procedure. The harness is not at all like she used in the Marines. This is a German harness and a Stencil ejection seat from an Alpha jet. Plus, the straps were adjusted to fit Nalls’s rotund physique, (we’re trying to be kind) rather than Jenna’s tiny frame. There was lots of adjustment required! With Nalls communicating directly to her via their plug-in intercom system, he talked her through any last-minute questions and made sure the engine was safely started. It’s a much different start panel from the AV-8B, as is the rest of the civilian cockpit. Plus, the fuel control is ancient technology, when compared to the Digital Engine Control (DECS) in the AV-8B. She must use all her senses and judgment to manipulate the throttle as necessary to get a successful start. Nothing is automatic. A small crowd gathered to watch the first woman to drive a Sea Harrier – ever. Once through the start and post start

Art Nalls gives some last minutes advice to Capt. Jenna Dolan. (Courtesy Art Nalls Aviation) checks, Nalls and Joe Anderson, the other current SHAR pilot, guided her through the post-start checks. Anderson is a retired Marine Corps Major General and a former Harrier test pilot. He flew his first Harrier flights without a two-seat trainer. Just get in it and go. But the accident rates were staggering. Together, Anderson and Nalls represent more than Continued on Page 13

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Cover Story: Jenna Dolan 2015 QUEST KODIAK 100

Practice makes perfect as Jenna puts the L-39 through its paces for an upcoming airshow. (Courtesy Art Nalls Aviation) Continued from Page 12 4,000 hours of Harrier time and 10 years in this particular airplane, on the radio to back her up if needed. In a few minutes, Jenna was started and completing her post-start checks. Arm the ejection seat and she was ready for taxi. Taxiing out of the chocks also requires some caution. Besides pointing 1,000 pounds of thrust at idle toward whatever is behind you, turn too sharp and the tiny outrigger tires could roll off the rim. One more learning point for Jenna – keep your turns a bit wide. The outriggers were moved inboard on the AV-8B, for just this reason. Once on the runway and getting comfortable in the cockpit, she was talked through the engine clearing and warm-up procedures and set up to the check engine acceleration times. Nalls and Anderson followed in their borrowed ‘paddles’ truck. The AV-8B uses a Digital Engine Control (DECS). The engine acceleration times and temperatures are continuously controlled by this small computer and always spot on. However the SHAR has a hydro-mechanical, early generation fuel control. It is very sensitive to fuel density, which is affected by temperature. Each throttle acceleration must be timed with a stopwatch to ensure the engine is performing within strict limitations. Temperatures must also be watched like a hawk, and the throttle manipulated to keep everything working as it should. Mistakes can be costly, if not corrected immediately. Also, the brakes will not hold the airplane, beyond 55 percent RPM. So there is no way to check the top end RPM’s without traveling down the runway at what is soon a high rate of speed. You can only check the lower end acceleration times and top end RPM once you’re on the roll. Once her timed accelerations from 27 percent to 55 percent were within lim-

its, Nalls cleared her to slam full power. This was a key learning point. The SHAR is lighter than most modern Harriers she is used to flying. It has no external fuel tanks or weapons systems. It’s a sports car compared to a pickup truck and accelerates like nothing else. For a normal takeoff run with airshow fuel, the Harrier accelerates from zero to 100 mph in just a few seconds. Earlier this year, Nalls easily beat an 800-HP Mustang dragster in a standing start race. Jenna needs to be prepared for the kick in the butt when she slams that throttle forward. Also, forgetting to release the brakes will have no affect on acceleration, but will result in two, expensive blown main tires. This part has to be right! She did the first of several modified takeoff runs and came to a safe stop, without burning the brakes. Nalls and Anderson followed beside her as much as they could on the taxi way in their pickup. She outran them easily. Her mission complete, she taxied the SHAR back to the line and a cheering crowd. She just became the first women to ever strap on a Sea Harrier. “This was just a baby step,” said Nalls. “We would have liked to get her airborne, but we’ll need special authorization from the FAA to take that next step. The next time, she’ll feel more at home. This was a very good first FAM and put most of those jitters to rest.” The team debriefed several minor learning points. They were mostly simple learning points that were an oversight. But at least she got it moving and accelerated to about 80 knots before stopping. Next time would be the real deal. Next year the Culpeper Airfest has “Women in Aviation” as its main theme. Team SHAR hopes to have Jenna Dolan at the controls when the Sea Harrier does its demonstration. Congratulations to Jenna Dolan!

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he U.S. Navy had strong presents at the 2017 Bell Helicopter Fort Worth Alliance Air Show on Oct. 28-29. The Blue Angles headlined the airshow and the Navy’s Virtual Reality 18wheel vehicle, named the Nimitz was there to recruit and entertain show goers. The Ft. Worth Air Show is a worldclass airshow, with the highlights including the U.S. Air Force Heritage Flight, Sean D. Tucker and Team Oracle, T-28 Trojan Demo Team-The Trojan Phlyers, Gene Soucy and his Showcat, and the headline act the Blue Angles. The Heritage Flight is current fighter/attack aircraft flying with World War II, Korea and Vietnam era fighters to honor the men and women who have served and are currently serving, in the USAF. At this year’s show the flight was composed of an F-16 Fighting Falcon (Viper) and a North American P-51D Mustang. This year the P-51 Happy Jack’s Go Buggy performed with the Viper on Saturday and the Mustang Fragile but Agile flew with the F-16 on Sunday. Both days the Flight performed beautiful formation flying and photo passes, especially considering the dissimilar aircraft and a WWII piston fighter and a fourth generation jet fighter were involved. Sean D. Tucker and Team Oracle put on their usual outstanding aerobatic routine. Tucker is one of the best all-time air show pilots and has the awards to prove it. Here is just a sampling of his achievements: U.S. National Advanced Aerobatic Champion – 1988, Undefeated Champion of the Championship Airshow Pilots Association Challenge – 19982001, Named one of the 25 “Living

Heritage Flight F-16 & P-51 (Nick Viggiano)

Shockwave Jet Truck going by Blue Angle F-18. (Nick Viggiano)

Legends of Flight” by the National Air & Space Smithsonian – 2003, and the National Aviation Hall of Fame – 2008, just to name a few. Tucker’s aircraft is Oracle Challenger III biplane. It has a custom-built Lycoming AEIO-540 engine that turns a composite Hartzell three-blade propeller and produces more than 400 horsepower. It weighs only 1,200 pounds, and the tail on the airplane is modeled after the tail used on high-performance radio control airplanes. Gene Soucy performed his routine with his Showcat, a Grumman Ag Cat cropduster modified for the rigors of airshow aerobatics. With the sound of a Pratt & Whitney R-985-14B, producing 450-HP, and a copious amount of smoke, Soucy presents a vivid and audible experience. The Trojan Phlyers flew their TContinued on Page 16

December 2017

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In Flight USA Celebrating 34 Years

December 2017

The Navy Leads the Way at the Ft. Worth Air Show

Continued from Page 14 28Bs with their usual formation excellence. The T-28B, powered by the Wright Cyclone R-1820 engine with 1425 horsepower, allowed the crowd to experience the different sounds between the Wright Cyclone radial and Soucy’s Pratt & Whitney radial engine. The closing act was of course the United States Navy’s Flight Demonstration Squadron, the Blue Angles. With Cirrus Clouds on Saturday and Sunday having a cloudless sky, the Blues were able to perform their most popular version of their Flight Demo: The High Show. Both days they performed their Demo perfectly, from the Diamond Take-off, to my favorite, the Sneak Pass, to the final Delta Pitch Up Carrier Break to Land. While the Blues were the “Headline” act in the sky, one of the top attractions on the ground was the Navy’s Virtual Reality 18-wheel vehicle, Nimitz. When I arrived at the Navy Recruiting area Timorie Belk, Account Executive, Event Marketing for BursonMarsteller and Nolan Pennington, Public Affairs Officer Navy Recruiting District, Dallas greeted me. The Nimitz is the centerpiece and to the right are a few registration stations. This is where you submit

A group of teenagers in the virtual reality station Nimitz. (U.S. Navy photo by Mass Communication Specialist 1st Class Timothy Walter) info such as name and email and then you wheel and throttle system that replicate are issued “Dog Tags” which contain the sensation of piloting a SWCC Boat your info. (Special warfare combatant craft) while Inside the Nimitz I went through a extracting SEALs. Once finished, I video briefing. This is done by scanning moved to the debriefing station, where the dog tags you were issued at a video again I scanned my dog tags and received briefing station and being briefed on the feedback and a performance grade. We mission specifics. Then you proceed to will skip the grade part. the center of the Nimitz and strap on an When you exit the Nimitz on the left Oculus Rift headset and a piece of wearside, you will be in front of several able technology called a SubPac that perrecruiting stations. This is where interestcusses in real time to the sounds of the ed persons can discuss the variety of careers in the U.S. Navy. mission such as helicopter blades whirling and live mortar fire. Aeropace Escapes presented another Participants like myself navigate the exhibit, and there was a small sampling of mission using a cutting-edge steering ejection seats, flight helmets and a F-111

The Blue Angels take to the sky at the 2017 Ft. Worth Air Show. (Nick Viggiano)) ejection/escape pod. Aerospace Escapes is a collaboration between Chris Woodul and Philippe Tonduer. It is a combination of two collections, which features almost 100 ejection seats, 14 cockpit sections/simulators and hundreds of flight helmets, flight gear ensembles, etc. It is intended to highlight how human beings integrate into aerospace vehicles utilizing highly-engineered life support equipment and other technologies that allow humans to live and operate in as well as survive in extreme situations. This collection is based at Hicks Airfield in Fort Worth, Texas. With the seamless flying and many exhibits and vendors, the 2017 Ft. Worth Air Show was an outstanding success.

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61AR La tude: 36° 18.50 N Longitude: 92° 31.83W Field Eleva on: 450’ Asphalt Runway: 2800’ Turf Landing Area on each side of runway Traﬃc Pa ern: 1100 feet Private Boat Ramp Two County Airports within miles. Located minutes from Mtn. Home, seat of Baxter County. Recently voted #1 county in Arkansas.

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www.thevalleyairport.com Contact Glennis Sharp 870-430-5088

December 2017

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HELPFUL CONTROLLERS

Flying into Writing By Eric McCarthy

t must have been a slow day at Lemoore Naval Air Station (KNLC); it was mid-week and the MOAs were “cold” as we turned on-course at Avenal VOR (AVE) toward Tranquillity, Calif. (yes, I know it’s spelled wrong, but that’s how they spell it…). Tranquillity lies beneath the Lemoore A MOA, which begins at 5,000 feet and extends to 17,999 feet. As we began our descent from 8,500 feet to slide under a couple of their other MOAs, we contacted Lemoore to let them know of our plans and to see if they had the weather at Los Banos (KLSN), our first refueling point about 60 miles northwest of the Air Station. The controller requested that we report “on-station” and asked how long we’d be there, then left to find the weather. After searching for several minutes, the controller was unable to find it but helpfully offered to Google it! Sky clear, winds light and variable – gotta love technology – and helpful controllers! We reported over the site as instructed, made a few circuits over the target, completed our business, and departed for Los Banos. After an uneventful landing and a delicious lunch at one of Los Banos’ finest, the Black Bear Diner, we departed for the – three more sites: one large solar installation currently under construction and two smaller carport solar arrays at schools in Gilroy, Calif. Completing our first site, which included about 20 miles of roadway in addition to the development site itself, we turned northwest over the Diablo Range toward Gilroy, climbing to top the 3,800foot Laveaga Peak, the highest point in Merced County. Once clear of the mountains, we began our descent. Off to the south, I spotted Frank Christensen’s home and private 3,000-foot airport in Hollister. Recently inducted into the EAA International Aerobatic Club Hall of Fame, Christensen is best known for developing the legendary Christen Eagle II kit-built aerobatic biplane. Often acclaimed as the most complete homebuilt kit – so complete that the kits even come with a razor blade for opening the packaging – the Christen Eagle quickly became a favorite among “gentlemen aerobats” with its beautiful and distinctive paint schemes and delightful handling characteristics. Someday… Approaching the city of Gilroy, the “Garlic Capital of the World,” I did a double take as we passed near an unusual airport – Frazier Lake Airpark (1C9). What makes it unusual are its runways: one, runway 5/23, is a 2,500-foot by 100-

off-field landing options. Shortly after passing over Fillmore, we were cleared through the Class Bravo via the Coastal Route at 5,500 feet. I usually depart Fillmore to intercept the LAX VOR 323 radial at CHATY intersection, fly direct to LAX, then a slight left turn on the LAX 123 radial to exit the Coastal

Aerial view of Frazier Lake Airpark. (Eric McCarthy) foot turf field; but it’s the other that caught my eye: runway 5W/23W, a 3,000-foot by 60-foot water runway! I’ve never seen anything like that. We shot our sites in Gilroy and headed south, passing over Pinnacles National Park and into the Salinas Valley. Both King City’s (KKIC) aerobatic practice area and the Restricted Area R-2504 at Camp Roberts were “hot,” so we diverted about five miles east to avoid any conflict. We never saw any traffic (which was, of course, our purpose in detouring to the east) but King City/Mesa Del Rey airport is home for Sean Tucker’s busy Tutima Academy of Aviation Safety, where they offer aerobatic flight training as well as Pitts and Extra checkouts, another experience to add to my wish list! We had intended to land at Santa Barbara (KSBA), but our maneuvering over the photo sites took a little longer than anticipated, so we diverted to Santa Maria (KSMX) to refuel, just to be on the safe side. Twenty minutes later, we were back in the air headed to Fillmore VORTAC (FIM). Our direct route took us over some very inhospitable territory, with miles and miles of jagged mountains reaching up beneath us. In the future, I will definitely plan my route to go along the coast where there are more and better

Miles of mountainous terrain - next time, via the coast. (Eric McCarthy)

Route at FERMY intersection over San Pedro Bay. From there, we stay at 5,500 feet to get over John Wayne’s (KSNA) Class Charlie airspace, then it’s a straight shot down the coast to Palomar. The sun was setting as we passed Dana Point, and we touched down just before the end of civil twilight, runway lights aglow. Continued on Page 18

In Flight USA Celebrating 34 Years

Flying Into Writing

Continued from Page 17

Big Bear

Our mission this late September day was to photograph a site in Cathedral City, just a few miles south of the Palm Springs airport. It was another typically beautiful day in Southern California, and this would be a short mission for us. I was flying with my friend and aircraft owner, Rich.

When approaching the Coachella Valley from the west, there are two ways to get there: you can circle around Mount San Jacinto to the north by going through the often turbulent wind funnel known as the Banning Pass (there’s a reason all those windmills are there…), or you can fly through the Pinyon Pines “saddle” that lies a few miles south of the 10,800foot mountain. We opted for the latter. Departing Palomar (KCRQ) to the northeast, we began our climb to 7,500

December 2017

feet to clear both Palomar Mountain at 6,100 feet and the 5,500-foot pass at Pinyon Pines. It was a warm morning at the coast, and we’d be heading into the desert where it’s often 15-20 degrees warmer still, generating winds and turbulence where the air masses meet. All things considered, I’d usually like to have more ground clearance, but the forecast winds were light, and we would already have to chop the power and descend about 6,500 feet within about five miles

Approaching Bear Lake. (Eric McCarthy)

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Density altitude 8,380' at Big Bear (Eric McCarthy)

of clearing the pass, a precipitous descent. The ride was surprisingly smooth. We had a couple of minor bumps on the way down but nothing uncomfortable. I spotted our target site a few miles out; we were still too high, but by the time we got into position, we would be near our target altitude of about 1,000 feet AGL. It was quiet at Palm Springs International (KPSP), and the tower controllers readily accommodated our requests. A few turns later and we were done. We departed northwest, passing Bob Hope’s iconic mountainside home, then along Highway 111 at the base of Mount San Jacinto. We were at about 3,000 feet and just clearing Palm Springs’ airspace when we received the only turbulent “jolt” of the day – out of nowhere, we were hit with a “whack” that really caught our attention, straining our seatbelts and jostling our headsets. I quickly checked our airspeed to make sure we were below maneuvering Continued on Page 19

December 2017

www.inflightusa.com

Flying Into Writing

Bob Hope's desert home (Eric McCarthy)

Continued from Page 18 speed – we were. And just like that – as quickly as it had happened – it was over! The rest of our flight, even through the Banning Pass, was smooth. The imposing mountain towering above us just wanted to remind us that it was there… Our mission complete, we decided to extend our flight, enjoy the wonderful freedom of flight, and get lunch somewhere – the question was: where? I had eaten at Maniac Mike’s at Cable Airport (KCCB) once before and knew it to offer a good hamburger and an interesting airport, so that’s where we were headed, at least for the moment. An uncontrolled field, Cable is located in a busy area with both Brackett (KPOC) and Ontario International (KONT) within about five miles – not to mention San Bernardino International (KSBD), March Air Reserve Base (KRIV), Flabob (KRIR), Riverside (KRAL), and Chino (KCNO) all adding traffic to the mix – the frequency was busy! We’d be cutting across Ontario’s arrival corridor and Class C airspace to get to Cable – we began to question our choice of lunch destinations… The SoCal controllers were very helpful and accommodating, but when Rich suggested we head to Big Bear City (L35) for lunch, I jumped at it! We told the controller that we were changing our destination to Big Bear; he had been wrestling with a student pilot somewhere in the area, trying to turn her on course with limited success. He seemed quite happy to have us head away from the congestion ahead and suggested a right turn to the north, then immediately countered that with a left 270-degree turn for traffic. We complied and were soon climbing again to reach Big Bear’s pattern altitude of nearly 8,000 feet. Surrounded by mountains, I can imagine the “pucker factor” would be high during an instrument approach here. A delicious lunch from The Barnstorm Restaurant under our belts – thank you Mrs. Wagner! And we were ready to head home. It was a very pleasant 68 degrees as we approached runway 26 for departure, but at our elevation (6,752 feet), the density altitude was over 8,300

feet. Rich’s 172 has the 180hp Lycoming engine, and we were pretty light – just the two of us and an hour and a half worth of fuel burned off – but we still needed to be mindful of the aircraft’s performance. Rich was flying this leg, and he wisely lined up to take full advantage of Big Bear’s 5,850-foot runway. Advancing the throttle, we charged down the runway into a 10/gusting 14-

knot wind, reaching flying speed well before the halfway point. Rich coaxed the plane skyward, and we were off. Our climb wasn’t exactly “brisk,” but it was sufficient, clearing the end of the runway at a couple hundred feet altitude. By the time we reached Big Bear Lake a halfmile from the runway, we were close to 1,000 feet AGL. Once you reach the end of the lake, well, it’s all downhill from

19 there – literally! San Bernardino lies more than a mile below Big Bear, so it’s an easy glide at that point! An hour later, after flying through the Moreno and Temecula Valleys, Rich expertly guided us down a practice ILS to a smooth landing on runway 24 at Palomar. Good company, good food, and a fun day of flying – hard to beat that! Until next time – fly safe!

A SHIFT IN THINKING FOR SCREENING AIR TRAFFIC CONTROLLERS

In Flight USA Celebrating 34 Years

Planes of Fame Air Museum Over 150 Aircraft and Displays

See the P-38 Lightning Fly!

Living History Flying Day Saturday, January 6, 10 am The January 6th Living History Flying Day will feature the P-38 Lightning. A speaker panel of distinguished aviation experts and historians will give a presentation, followed by a flight demonstration of the featured aircraft. Living History Flying Days occur the first Saturday of each month at the Chino, CA location. (Schedule subject to change.)

Visit us:

Sun-Fri: 10-5 • Sat: 9-5 Closed Thanksgiving & Christmas

CHINO AIRPORT (KCNO) • 14998 Cal Aero Drive, Chino, CA 91710 Corner of Merrill and Cal Aero Drive Dr. Chino Airport

WWW.PLANESOFFAME.ORG

December 2017

By Gene Anderson

he University of California at San Diego is making a bold leap starting April 5, 2018. Air Traffic Control wannabes are going to get a total-immersion experience at the scope in a ten-week, ultra-realistic set of training scenarios as a four-unit college course. There will be no training prerequisites, but students will need visual acuity and an English, speech-recognition capable voice, plus a beefy PC at home. The focus is on fun (it masquerades as a game) and admittedly luring in the students with the illusion that air traffic control is a fundamentally achievable skill, artfully delivered by veteran controllers and pilots in the classroom. The class is based on Flag Mountain Software’s ATCpro (www.atc prosim.com) simulation software that runs on the Windows operating system. ATCpro is a highly functional representation of the Raytheon STARS scope in use at the TRACONs, complete with artificial intelligent aircraft and computer generated speech from the target aircraft on the scope. ATCpro requires higher end processors, graphics cards and monitors and sells for $60. It features five airports, but the course will only use the Seattle (S46) TRACON. The regimen of airspace, aircraft, Class B, transponders, navigation, weather, 800-plus pages of JO 7110.65W, Part 135 and all that is deferred for those students that want to read it on their own. This course and any other path to the FAA Academy in Oklahoma City is not guaranteed, but the students who want to pursue a career are given a roadmap for increasing their chances. The course is ready for signup at https://extension.ucsd.edu/courses-and-pro grams/specialized-air-traffic-control-atctraining-1 at a cost of $1,850. The course is required to pass academic standards for study and testing, so the syllabus has received a rigorous review to meet those standards. The course is an experiment, but of interest to those that are looking for an alternative to the FAA’s Collegiate Training Initiative (CTI). The CTI features about 30 colleges that deliver a robust education for candidate pilots and FAA careers. At the end of the day it turns out that education and tower experience doesn’t guarantee a spot at a TRACON where the minimum salaries exceed $150K. In fact the washout rate is reportedly higher than desired for those candidates competing for the best TRACON jobs. It is expected that some students will just knock the simulation out of the park.

Seattle Approach: Alaska eight-fifty-one turn right heading three four five descend to five thousand ASA 851: right to three four five down to five thousand Alaska eight fifty one Seattle Approach: Delta fifteen twenty nine reduce speed to two one zero knots DAL 1529: two ten on the speed Delta fifteen twenty nine

Those standout students will receive a personal letter of recommendation signed by the instructors. Recognition by the FAA is pending and can be considered a chicken/egg scenario, but in any case it will be an amazing ride as this experiment goes forward. Gene Anderson is the course architect, who is a multi-engine/instrument rated pilot and USAF veteran who made bombing charts during Vietnam. His background has been in DOD weapons and IT operations, but still teaches at UCSD and the University of Maryland. He worked with the Hollywood actor Cliff Robertson to write his memoirs and also created the website for Virginia Bader Fine Arts, renowned for gathering veteran pilots and selling amazing limited edition aviation art (www.vbader.com); yes, his office walls are max’d out.

NATIONAL AVIATION HALL OF FAME ENSHRINEMENT 2017: A LEAP OF FAITH AND AN INVITATION TO “COME WITH US”

December 2017

The National Aviation Hall of Fame (NAHF) reported last month that the move of their annual Enshrinement Dinner & Ceremony to Fort Worth, Texas was a smashing success. Additionally, the organization is already seeing interest in its newly launched Come With Us Capital Campaign. The NAHF, which began operations in Dayton, Ohio in 1962, has held its Enshrinement Dinner & Ceremony in Dayton for the last 54 years. In December 2016 the NAHF Board of Trustees took a historic vote to hold the 2017 Enshrinement outside the Dayton region. The Congressionally-chartered nonprofit took this leap of faith to increase national visibility, allowing it to better fulfill its mission. As a result, the Board saw an unprecedented increase in sponsorship and a surge in social media engagement, indicating a growing interest in the brand and the event itself. NAHF President-elect David Brixey explains, “Our Fort Worth Enshrinement event was successful on all accounts and fulfilled our goal of expanding the NAHF brand to a larger demographic. This event must be substantial so that our Inductees are honored and our guests are inspired. Our continuing mission is to create an event worthy of national acclaim while accepting our responsibility to ensure the permanence of this organization we are collectively entrusted to sustain.” On the Friday night preceding the Enshrinement, the NAHF launched its Come With Us Capital Campaign at a VIP Reception in Fort Worth. Newly-elected NAHF Board Chairman Michael Quiello shares, “The NAHF has a two-fold vision that will execute simultaneously. First, the Board seeks to create an endowment that permanently sustains the NAHF operationally, expands the NAHF brand and mission and improves the organization’s existing programs. Concurrently, the Learning Center, co-located within the National Museum of the United States Air Force, will be made into a cutting edge destination where the stories of NAHF Enshrinees are told in an innovative, interactive state-of-the-art facility.” Sixteen living Enshrinees, including Eileen Collins, Buzz Aldrin, Dick Rutan, Joe Engle, Bob Crippen, Tom Poberezny, Hoot Gibson and Sean Tucker, came out in force to support the Enshrinement event. They also stand ready to help support the Come With Us Campaign and subsequent improvements to the Daytonbased facility. NAHF Executive Director Amy Spowart reports, “Our Enshrinees are role models, American heroes each

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and every one. Their lives are captured and shared by the NAHF according to our mission: To motivate, to inspire and to encourage not only future generations, but all Americans of all ages.” Amid reports that NAHF leadership has considered moving the Learning Center out of Dayton, Chairman Quiello

assures, “That concept has never been considered by the Trustees and we are unsure of the motives behind the erroneous information.” The NAHF was founded in Dayton in 1962 and chartered by an Act of the U.S. Congress in 1964. Its mission is to honor America’s aerospace legends to inspire

future leaders, which it does through a 17,000 square-foot public Learning Center featuring interactive exhibits, a youth education program, other public outreach programs, its annual enshrinement ceremony and collaboration with like-minded organizations. For more information, visit http://www.nationalaviation.org.

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LANCAIR WELCOMES FIRST MAKO OWNER TO NEW TEXAS BUILDERS ASSISTANCE CENTER

In Flight USA Celebrating 34 Years

December 2017

Housed in a state-of-the-art facility, Lancair’s Builder Assistance Center provides a dedicated work environment for kit owners to complete critical aircraft assemblies or the entire aircraft. (Photo courtesy Lancair)

Lancair’s first production Mako customer was welcomed last month to the newly-launched Builder Assistance Center at the company’s Texas headquarters. Housed in a 10,000-square-foot climatecontrolled hangar, the Builder Assistance Center provides a dedicated work environment for Lancair kit owners to complete critical aircraft assemblies or the entire aircraft. Comprehensive in-house factory support, including customized jigs and fixtures, tools, supplies and expertise, allows aircraft buyers to shave months or even years off their aircraft build time. Available for Mako and Legacy aircraft, Lancair’s Builder Assistance Program is dedicated to helping buyers rapidly advance their aircraft to completion. In addition, the intensive one-onone process ensures that new owners are intimately familiar with their aircraft, helping them to enhance safety and minimize future maintenance expenses. Many owners have reported that the hands-on experience of the build process is immensely rewarding. One buyer/ builder remarked that it was “more fun than any vacation” and every bit as satisfying in its own way as actually flying the airplane. Taking full advantage of the flexibility of the Experimental – Amateur Built classification, Lancair offers purchasing options for every buyer, from home-build kits to ready-to-fly aircraft. Builder Assistance programs range from a basic 2-week program to full in-house “FlyAway” aircraft completion. The standard 2-week program comes with every Mako purchase and includes assistance in clos-

ing wings, tail and control surfaces and mating the fuselage halves. For buyers unable to participate at the Texas factory, builders’ assistance programs are available to coordinate construction with build centers in a variety of other locations. The “Fly-Away” option offers a customizable “full completion” path, with avionics, paint and interior services as well as flight training. Offering the fastest possible completion time, utilizing Lancair’s in-house build process and expertise, the “Fly-Away” program permits a new owner to fly their Mako home in as little as five to six months.

About the Mako:

Providing an exceptional value for a 4-place composite aircraft, the new Mako features many improvements, including dual gullwing cabin doors, auto-retracting nose gear and LED “scimitar” wingtips. The aircraft’s spacious 4-place cabin also features an optional center control stick, with throttles on both sidewalls, improving ergonomics and allowing piloting from either front seat. Other popular options include a new electric Freon air conditioning system, articulating seats, Lycoming engine options and a ballistic parachute recovery system. Serial Mako production is underway with 2018 production set at 12 per year / 1 per month. For more information, call 866LANCAIR (866-526-2247) or 830-4233005 or visit www.lancair.com.

Fax: 415-898-5155 www.tjair.com Email: tjair@tjair.com

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

The The Trinidad Trinidad Center Center 1981 MOONEY ROCKET 305

1965 PIPER CHEROKEE 180

1977 C-114 COMMANDER

This airplane is well-named! It is a "ROCKET" with amazing performance. This M20K with Rocket 305 conversion (305 horsepower!) has a Continental TSIO-520 NB engine. Cruise as fast as 175 kts at lower altitudes and 228 kts at FL240. Incredible rate of climb. Super autopilot/flight director. Strong 7/10 cosmetic condition. Always hangared. Complete logs. No FAA or NTSB reports of damage history...................PRICE JUST REDUCED!

Want an IFR ship that's easy to fly, economically priced, well maintained and pretty inside and out? If so, this is the plane for you. Jump in and go. Complete Logbooks. Entire lifetime in dry country California. Hangared. Includes Garmin 300 XL IFR GPS/Com w/ Indicator, STec 20 2-Axis Autopilot With Altitude hold, Garmin GTX 327 Transponder mode 'S' and more! Call us on this one!

Roomy & comfortable with new leather buckskin interior. Two doors. Great load-carrying. Super reliable Lycoming IO 540, 260 HP engine. Ruggedly built airframe.

1971 GRUMMAN/AMERICAN GENERAL AA1A

1992 SOCATA TB-20

Let us get you in the air

Call T.J.

Beautiful, capable, airplane that will take you a long way in comfort. Take in the views with the fabulous visibility, arrive swiftly at your destination and step out easily due to the gull wing doors. This plane is straight-forward in design, ruggedly built and is arguably the easiest to fly high-performance single. All that and 1220 lbs useful load!

The price of a Cessna 150, but so much more airplane. Light handling makes this clean and straight-forward aircraft a pleasure. On a nice day, fly with the cockpit open.

1970 AMERICAN CHAMPION 7GCAA CITABRIA

2005 TECNAM SIERRA

1946 PIPER J-3 CUB

Cute, fun, aerobatic ready. ONLY 7 hours SMOH. Icom ICA22 radio, Narco AT150 XPDR with Mode C. Accelerometer, Oil temp gauge and EGT.

This stylish sport plane is a joy to fly with responsive controls and great visibility.

Personal airplane of an A&P IA. Flown regularly 2X/month. 6000 hrs. TT Airframe; Standard instruments, Avionics/Radios;Ceconite/Stits coverings in excellent condtion Exterior; VFR FlightRules; Fresh annual with sale. A blast from the past... Call on this one!

1956 BEECHCRAFT G35 BONANZA

1947 GLOBE SWIFT

HANGAR FOR SALE

Super-fun sport plane. Bullet-proof Lycoming O-320 engine. Very nice interior. Refurbished 2005. 3-point restraint system..

Ludwig Building 80' x 80' x 27' hangar with 20' x 80' 14' lean-to office space. Fully built-out with toilet and kitchen area. Built to sustain 220 mph winds!! Located in Slidell, Louisiana at KASD airport. Call for details!

FILE PHOTO Pictures coming soon on our website. NDR. Economical and comfortable classic flyer at the price of an old Cherokee. High cruise speed 165 mph and stall at 48 mph. Bendix King KA 134 TSO Audio Panel, Remote 3-light Marker Beacon, Bendix King KT 76A Transponder w/ Mode C Bendix King KLX 135A Com/GPS, and more. An oldie but goodie...

All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyerâ&#x20AC;&#x2122;s responsibility to verify all information prior to purchase.

T. J. Neff

Phone: 415-898-5151

www.tjair.com

Email: tjair@tjair.com

EAA HOMEBUILT AIRCRAFT COUNCIL GETS NEW CHAIRMAN

In Flight USA Celebrating 34 Years

EAA Chairman and CEO Jack J. Pelton announced last month that Vic Syracuse, EAA 180848, of Locust Grove, Georgia, has been named the new chairman of EAA’s Homebuilt Aircraft Council. Syracuse is assuming the role from departing chairman Rick Weiss, EAA Lifetime 214428. “I would like to thank Rick for his dedicated service and leadership over the last nine years,” Pelton said. “Under Rick’s leadership, your council has been an important asset to EAA and to the entire homebuilt community.” EAA’s Homebuilt Aircraft Council ensures the organization’s continued focus on vital programs of benefit to current and future homebuilders. This council of EAA volunteer leaders represents homebuilders and provides direction for programs, services, and activities that add value for members who are dreaming of, building, buying, and flying homebuilt aircraft. Syracuse has a long history with EAA, not to mention extensive building experience, having completed 11 aircraft projects including a Just Aircraft SuperSTOL, a Prescott Pusher, two Kitfoxes, and multiple Van’s RVs. He is the East Coast representative for Van’s Aircraft, an FAA designated airworthiness representative (DAR) for amateurbuilt aircraft and an EAA technical counselor, flight advisor, and a Young Eagles pilot, not to mention the owner and oper-

December 2017

Vic Syracuse, EAA 180848, of Locust Grove, Georgia, has been named the new chairman of EAA’s Homebuilt Aircraft Council. (Photo courtesy EAA) ator of Base Leg Aviation. Syracuse is extremely excited about his new role. “I keep thinking somebody’s going to pinch me and wake me up,” he said. “We’ve got a lot of momentum going, and it’s a great group of people.” His personal goals for the council include trying to get more people involved in homebuilding. “We’ve got a segment of the population that isn’t career focused in aviation, and I question if we’re doing enough for them,” he said. “The kids are gone, and they make comments like, ‘Boy, I wish I’d have learned to fly.’ Next line is how expensive it is. … But they could build airplanes. Their kids could learn to fly. … And it becomes a good family kind of thing.” For more information about EAA or the EAA Homebuilt Aircraft Council visit eaa.org.

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What do you do when trying to match EAA AirVenture Oshkosh 2017’s air shows that included the Blue Angels, a history of bombers, and numerous other “wow” moments? Start with one highlight at a time. “This is the time of year when there are lots of ideas,” said Dennis Dunbar, who directs air operations for AirVenture. “We’re always looking for those amazing and cool things that happen only at Oshkosh. Some people come to us and we find others. And then we go to work.” As main feature planning matures for the 2018 fly-in, which will be held July 23-29, there are ideas that began with discussions during AirVenture 2017. Sometimes, those discussions go back

Plans are underway at EAA headquarters to make AirVenture 2018 better than last year. (Chris Miller/Courtesy EAA) further, but need a couple of years to bring together. For example, there are already preliminary plans well underway for AirVenture 2020. Continued on Page 28

December 2017

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Fear of Flying Clinic Ć&#x201A; ->Â&#x2DC; Ă&#x20AC;>Â&#x2DC;VÂ&#x2C6;Ă&#x192;VÂ&#x153; L>Ă&#x192;i` Â&#x2DC;Â&#x153;Â&#x2DC;Â&#x2021;ÂŤĂ&#x20AC;Â&#x153;wĂ&#x152; Â&#x153;Ă&#x20AC;}>Â&#x2DC;Â&#x2C6;Ă˘>Ă&#x152;Â&#x2C6;Â&#x153;Â&#x2DC; helping people soar since 1976. The Fear of Flying Clinic offers a one-of-a-kind opportunity for its clients to tackle their fears by attending either its one-day Workshop its Two-Weekend Clinic. Ă?ÂŤiĂ&#x20AC;Ă&#x152;Ă&#x192; iĂ&#x192;Ă&#x152;Â&#x2C6;Â&#x201C;>Ă&#x152;i Ă&#x152;Â&#x2026;>Ă&#x152; yĂ&#x17E;Â&#x2C6;Â&#x2DC;} ÂŤÂ&#x2026;Â&#x153;LÂ&#x2C6;>Ă&#x192; >vyÂ&#x2C6;VĂ&#x152; LiĂ&#x152;Ă&#x153;iiÂ&#x2DC; 20-30% of the population, and so disruptively that 1 in 8 Ć&#x201A;Â&#x201C;iĂ&#x20AC;Â&#x2C6;V>Â&#x2DC;Ă&#x192; `iÂ?Â&#x2C6;LiĂ&#x20AC;>Ă&#x152;iÂ?Ă&#x17E; >Ă&#x203A;Â&#x153;Â&#x2C6;`Ă&#x192; yĂ&#x17E;Â&#x2C6;Â&#x2DC;} >Â?Ă&#x152;Â&#x153;}iĂ&#x152;Â&#x2026;iĂ&#x20AC;Â° The Fear of Flying Clinic has helped thousands of people v>Vi Ă&#x152;Â&#x2026;iÂ&#x2C6;Ă&#x20AC; vi>Ă&#x20AC;Ă&#x192; >LÂ&#x153;Ă&#x2022;Ă&#x152; yĂ&#x17E;Â&#x2C6;Â&#x2DC;} LĂ&#x17E; Ă&#x2022;Ă&#x152;Â&#x2C6;Â?Â&#x2C6;Ă˘Â&#x2C6;Â&#x2DC;} Ă&#x152;Â&#x2026;i vÂ&#x153;Â?Â?Â&#x153;Ă&#x153;Â&#x2C6;Â&#x2DC;} approach: â&#x20AC;˘ Teaching cognitive behavior therapy techniques

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The program was wonderful, I was able to learn so much from the pilot and from the therapist about my fears. â&#x20AC;&#x201D; Jessica All the skills and knowledge I acquired from the Clinic really helped me. I feel better about myself and have already LiÂ&#x2DC;iwĂ&#x152;i` ÂŤĂ&#x20AC;Â&#x153;viĂ&#x192;Ă&#x192;Â&#x2C6;Â&#x153;Â&#x2DC;>Â?Â?Ă&#x17E; >Ă&#x192; > Ă&#x20AC;iĂ&#x192;Ă&#x2022;Â?Ă&#x152; Â&#x153;v LiÂ&#x2C6;Â&#x2DC;} >LÂ?i Ă&#x152;Â&#x153; yĂ&#x17E; >}>Â&#x2C6;Â&#x2DC;Â° â&#x20AC;&#x201D; Nelson The breathing exercises really Â&#x2026;iÂ?ÂŤi`Â° /Â&#x2026;i Ă&#x20AC;iĂ&#x192;Ă&#x152; Â&#x153;v Ă&#x152;Â&#x2026;i yÂ&#x2C6;}Â&#x2026;Ă&#x152; was uneventful for me and I even was able to get up and walk about the cabin a few times. You have no idea how big this is for me. Iâ&#x20AC;&#x2122;m not cured by any stretch, but me and my wife are eternally grateful. I got my freedom back again and itâ&#x20AC;&#x2122;s all thanks to the program. â&#x20AC;&#x201D; Rich

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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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The Truth About Lying

I want to thank a certain one of your writers for her honesty about lying, about how she cries and lies like a spoiled little girl to get what she wants. Ironically, her honesty only reinforced the stereotype of “The Lyin' B.” I was already suspicious of crying women because of the story in the Bible about Potiphar's wife. Now I'm even more suspicious. Particularly disgusting was that this writer had the hubris to describe the car rental employees in her story as “heartless.” (A Biblical term found at the end of Romans, Chapter 1 to describe those who hate God). She's the heartless one. How does she know that the people waiting ahead of her didn't have a more compelling need than her selfcentered desire to see the big astronomical event that took place a couple months ago?

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December 2017

New Things That Fly!

Drones, drones, and more drones, which translates to more calls from the media and others. I know what they know, sometimes more and some times less. My opinion is that they are here to stay and will do more good than bad. Now the calls are coming in about “Flying Cars.” From two seats to six land based and at home on the water. There is no doubt that we will have flying autos soon, very soon. Personally I can’t wait because that’s when the fun will begin. Next will be new airplanes based on the design of some favorite old ones to appeal to folks like me. Home-builds will grow with popularity. Over

Larry Shapiro

EMBRY-RIDDLE TEAM SEEKS TO PROTECT MORE LIVES DURING EMERGENCY EVACUATIONS

A consortium of universities, including Embry-Riddle Aeronautical University, is researching more efficient ways to evacuate during emergencies

Evacuations are becoming more common place whether it’s the exodus of millions of people during Hurricanes Irma and Katrina or the recent mass shootings in Texas and Las Vegas. How people react during an evacuation from hurricanes, aircraft accidents or active shooter incidents and terrorist attacks is being studied by a team of professors and students at Embry-Riddle Aeronautical University’s Daytona Beach campus. The research, funded through a fiveyear matching grant from the Department of Transportation University Transportation Center, is intended to lead to regulations or policies to reduce the amount of time it takes to evacuate and

protect more lives. “When a situation like this happens, the most important priority is to get people out safely,” said Dr. Dahai Liu, professor in the School of Graduate Studies in Embry-Riddle’s College of Aviation, and aviation lead investigator on the research. “There are some previous studies in this area, but it is very limited.” Mathematical models and simulation models are being developed by Embry-Riddle professors and students to investigate how people react to an emergency in closed environments, including airports, aircraft or other enclosed buildings. Embry-Riddle is part of a consortium of colleges and universities that Continued on Page 27

December 2017

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Embry-Riddle Team Continued from Page 26 research various transportation topics. On this particular research, Embry-Riddle is part of the Center for Advanced Transportation Mobility which includes collaboration with North Carolina A&T State University, the lead university for the project; Virginia Polytechnic Institute and State University (Virginia Tech); and the University of the District of Columbia – Community College. “We are looking at the human side of it. For example, what are the psychological behavioral changes when people experience panic situations,” Liu said. “Do they have a clear idea where to go and do they have a clear understanding of the situation? Hopefully, these model results can lead to practical implications and training strategies, and evacuation and management policies that can be applied in the real world.” The behavioral aspects are being studied along with the environmental factors such as the number of doors and floors in a particular structure and the size of the corridors. From the terrorist attacks of Sept. 11 to numerous airport and aircraft evacuations, understanding how people react during past emergencies can lead to better evacuation routes and plans as well as training strategies to implement ahead of an emergency. The results could also lead to structural considerations such as knowing how many people can safely evacuate certain venues during a given period of time and how many emergency exit doors are needed. “Often the chaos that presents from human behavior in the midst of an emergency affects the process of an evacuation,” said Dr. Sirish Namilae, assistant professor of Aerospace Engineering at the Embry-Riddle Daytona Beach Campus, who is working on the research with PhD student Pierrot Derjany. Namilae will use mathematical methods inspired from various other fields to tackle this problem. “We use molecular dynamics like social force models and queuing-based models to understand pedestrian movement under panic and come up with policy suggestions,” he added. While the team’s research is looking at pedestrian movement, Namilae said the methodologies can be expanded to include cars on a highway during hurricane evacuations. The research team reports that in 2015 there were 376 natural disasters worldwide resulting in the death of 22,765 people, many involving pedestrian evacuations. In a recent presentation, the team cited stampedes such as on Sept. 24, 2015 when more than 2,000 people died in Mina, Saudi Arabia in an overcrowding

incident during the Hajj pilgrimage, an annual five-day pilgrimage to Mecca. Reported as the deadliest day in Hajj history and one of the worst accidents in the world in decades, the stamped took place before the Jamaraat Bridge. The team has also been studying numerous airport and aircraft evacuations. For example, on Jan. 6, 2017, a shooting at the Fort LauderdaleHollywood International Airport resulted in five deaths and six people were wounded. A passenger who flew from Alaska to Florida with a gun in a checked bag opened fire in the baggage claim area. About 30 to 40 other people also sustained other injuries during the panic. A review of the incident cited inadequate plans to efficiently evacuate passengers in an emergency. On Oct. 28, 2016, an American Airlines Boeing 767’s right engine caught on fire as it was accelerating for takeoff and made an emergency evacuation on a runway at Chicago O’Hare International Airport. Flight 383 to Miami had 161 passengers and nine crewmembers who were evacuated via slides. Twenty people received different levels of injuries in the evacuation, which reports described as chaotic. “This project is important because an emergency is something that can easily happen in our life,” said Yixuan Cheng, a master of science in aeronautics major from China, who has been studying past evacuations and factors that impact human behavior. “The most important goal under an emergency is to protect lives. Studies about how to ensure successful evacuation when emergencies happen can contribute to this important goal.” Jie Chen, a master of science in aeronautics major also from China, is also studying various factors from previous evacuations and applying strategies to reduce evacuation times. “Airport operators can use the results as a benchmark to plan or reinforce the airport emergency plan,” Chen said. “By collecting and analyzing the airports’ evacuation time, the Federal Aviation Administration (FAA) can update the Airport Circular (AC) and guide the novel airport operators to prepare their AEPs in different emergent situations.” The team has built various computer models and a virtual airport to continue to experiment in the coming years and look at variables such as how age impacts how people may evacuate. Dr. Jennifer Thropp, assistant professor of Graduate Studies in the College of Aviation, is working on the psychological part of the studies and looking at facContinued on Page 28

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AirVenture 2018 Planning

Continued from Page 24 The International Council of Air Shows (ICAS) convention at Las Vegas in early December is also a key event, as the entire air show community is available for conversations and confirmations. An early schedule of performers is finalized shortly after that convention. Along with that, discussions with EAA’s various interest groups, including homebuilts, warbirds, vintage aircraft, ultralights, and others help form other highlight events for the week. There are also numerous anniversaries of various aircraft to consider. It offers owners of those aircraft to come together in one place and have their spotlight moment at Oshkosh. “There’s no place like Oshkosh,” said Dunbar, who plans and directs air shows throughout the country. “There is

so much going on and there are new things being added each year that you don’t see any place else.” Tickets for AirVenture 2018 are already on sale, with many people getting them as holiday gifts for the aviation nuts in their families. (Find tickets online at www.eaa.org) While the air shows are only one part of Oshkosh, they are a part that’s always highly anticipated. So how does one match the memorable 2017 fly-in? “That‘s definitely the question I’ve been asked most since last July,” Dunbar said. “It’s a wonderful challenge to have. But I’m confident that our members and visitors will be quite satisfied with what we’ve put together so far. I’m excited to release some details real soon and prove that 2018 will have plenty of those onlyat-Oshkosh moments.”

Embry-Riddle Team

Continued from Page 27 tors such as anxiety, stress, panic, information processing and social forces, including how families and other affiliated individuals move together. “There is significant variability in how individuals perceive and interpret information and consequently respond during urgent situations, and this variability can become multiplicative when mass-

es of evacuees interact,” Thropp said. The results of the research, Thropp said, could not only lead to plans for more efficient evacuations and enhanced first responder training, but lead to modifications in egress paths and architecture of future structures. For more information, visit EmbryRiddle University at www.erau.edu.

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December 2017

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Flying With Faber

EXPLORING THE FIJI MAINLAND

arly last summer, I hopped on an 11-hour flight from Los Angeles to Nandi, Fiji. Located in the South Pacific Ocean just west of the International Dateline, approximately 2,800 miles east of Australia and 1,600 miles north of New Zealand, Fiji is an archipelago of more than 330 islands, 100 of which are permanently inhabited. In a previous article, I rhapsodized over one of Fiji’s outer islands – Vomo. After several days on that island, we headed to Viti Levu, the main island in the Fiji archipelago, which the locals affectionately refer to as “The Mainland.” We boarded the Airbus A S355 Twin Squirrel Helicopter and took off from Vomo Island. This part of the ocean is peppered with small islands. During the 15-minute flight the water was so clear, we never lost sight of the ocean bottom from our 100-feet-above-sea- level flight. As we approached our interim stop at Tokoriki Island, the clear white sandy beach came into view. The waters were bustling with snorkelers who could merely step from the beach and head for the coral reefs. But first, a perfunctory history and geography lesson.

A Brief History

About 150 million years ago, volcanic activity erupted in the South Pacific. One auspicious result was the formation of the Fiji Islands. Historians tell us that Fiji was settled somewhere around 3500 BC. The Polynesians, people known for their seafaring skills, likely discovered the island. There is some evidence that the Melanesian culture also settled on the islands during the same period. Of course, as new settlers arrived, incessant warfare became the pastime. Some of the more popular local cuisines and war rations were derived from cannibalism. One guy, Ratu Udre, claims to have consumed over 800 people. Abel Tasman, the Dutch East India Company explorer after whom the Tasmanian Sea was named, stopped by Fiji in 1643. Other Europeans, consisting of missionaries, traders and whalers, followed in the 19th century. In 1874, the British added Fiji to its empire and developed the sugar plantations. Among other things, the British imported an epidemic of measles, which took the lives of over 40,000 Fijians.

Stuart J. Faber and Aunt Bea

Beautiful Tokoriki Beach.

Aerial View, Fiji Marriott Resort Momi Bay. (Courtesy Fiji Marriott)

In 1970, the British granted independence to Fiji. Democratic rule ensued, but was interrupted in the 1980s by two military coups. A series of new constitutions followed the coups and Fiji is now a republic. Additional coups emerged in 2000 and 2006. The courts overturned A 2009 coup. Whatever governmental configuration survives today seems beyond the comprehension of all but the most erudite political scientists. Suffice it to say that, as a tourist, I felt free, comfortable, secure and bereft of any governmental imposition on my travels. Locals appear happy and content. Today, the government is composed of a democratically elected parliament and a Prime Minister. Current population consists primarily of indigenous Fijians who migrated from Melanesia and Polynesia. Others are Indo-Fijians, descendants of Indian laborers brought to Fiji by British colonists in the 1800s. A small segment of the population consists of immigrants from Rotuma Island, Europe and China.

Geography and Climate

Viti Levu, the largest island in Fiji has a population of 600,000 people. Along with Vanua Levu, the second largest

(Courtesy Sheraton Hotel)

Momi Bay Marriott. (Courtesy Fiji Marriott)

island, these two account for 87 percent of the total population of 898,000. Fiji measures 90 miles long and 60 miles wide – similar, but slightly smaller in size than the state of New Jersey. Fiji covers about 75,000 square miles, 10 percent of which is land. The two main cities are Suva and Nandi. Suva, the primary seaport along the southeast shore of Viti Levu, is the capital. The warm, tropical marine climate produces hotter weather from November to April. Rainfall is frequent. Cyclones occur with some frequency. Fiji is endowed with dense forests, minerals and farmland. Fish populations are abundant. Natural resources include timber, fish, gold, copper, hydropower and offshore oil. Sugar cane production and tourism are huge components of the economy. In addition to Vomo Resort, I was impressed with the following two resorts. Sheraton Resort & Spa, Tokoriki Island, Fiji, 800/325-3535, www.sheraton tokorikiisland.com. About 20 miles off the mainland northwest of Nandi there is a magnificent mini-archipelago called the Mamanuca Islands. The movie Cast Away was filmed here. Within this group of islands, just a 15-minute helicopter or seaplane

jaunt from Nadi Airport or one hour by boat, is the secluded Sheraton Resort and Spa. This relaxing getaway, with its tropical island breezes, is ideal for water activities such as jet skiing, wind surfing, diving and snorkeling. Rooms range from modern, comfortable beachfront quarters to huge suites with their own plunge pools. For ultimate privacy, guest quarters are dispersed throughout the acreage. For greater seclusion, some of the recreation areas are divided into sections for adults and children. The Spa is peacefully nestled within the adults-only side of the island. A range of local Fijian style spa treatments from a deep massage to a bridal bliss can be enjoyed within this tranquil island setting. This resort is also dedicated to kids. The Lailai Kids Club guides children in the development of play, education and socializing skills. Activities supervised by an expert staff help kids sharpen healthy body building talents. Kids can create beautiful sand art or make flower bracelets and necklaces for their parents. They can explore rock formations and engage in both water and land sports. The resort has an excellent choice of restaurants. The Flying Fish offers a variety of menus throughout the day. Daily themed buffets display tempting selections from around the world including seafood, meats and pastas. The outdoor Reef Bistro is a vibrant café-style venue, serving tapas and pizza at lunchtime and transforming into a vibrant relaxed food and beverages venue in the evenings. If you are planning a wedding, there are few better spots than the Sheraton’s wedding lawn, which flows right to the beach. Beach activities include paddle boarding, scuba diving, snorkeling and jet skiing – or just hanging out at this immaculate beach. Fiji Marriott Resort Momi Bay www.marriott.com/hotels/travel/nanmcfiji-marriott-resort-momi-bay This five-star resort recently opened Continued on Page 30

In Flight USA Celebrating 34 Years

December 2017

Flying With Faber Continued from Page 29

Over-Water Lagoon Villa. (Courtesy Marriott Momi Bay)

Ocean Front Villa. (Courtesy Marriott Momi Bay)

Marriott’s Pizza-best in the pacific. (Stuart J. Faber)

along the clear blue waters of Momi Bay. Accommodations consist of stunningly designed rooms and suites in traditional buildings, plus a unique collection of over-water villas. The resort features an array of inviting facilities, including a magnificent infinity pool with sweeping views of the ocean, three restaurants, a fitness center and a spa. This resort offers the option of overwater villas with either ocean or lagoon views. Each villa has vaulted ceilings, sleek furniture, a living/sitting area and numerous USB outlets. Sizes range up to 646 square feet. Other guestrooms are housed in attractive two-story buildings. The Quan Spa is a gorgeous facility where you can relax and enjoy a body scrub, body wrap, footbath, a facial, mas-

sage or manicure. After being pampered, take a dip in the Spa’s private plunge pool. Guests can avail themselves of a variety of cuisines without ever leaving the resort. Goji Kitchen and bar offers all-day dining from traditional breakfasts to Asianfusion selections for lunch and dinner. The Fish Bar delivers fresh local seafood in a romantic atmosphere with grandiose sunset and ocean views. The Lagoon House & Bar is a poolside restaurant serving casual Mediterranean fare. Delightful beverages are served at the swim-up bar. Open all day, the Lagoon Lounge offers a taste of Fiji from dusk until dawn. Sip on a signature cocktail, a cup of tea or a freshly brewed coffee. For lighter selections, the Fiji Baking Company serves baked goods, sandwiches and salads. Indoor and outdoor activities include visits to the fitness center, swimming in one of the numerous pools (including adult and kid’s pools), whirlpool, boating, jet skiing, kayaking or table tennis. I especially enjoyed just roaming over the expansive acreage, meandering along the beach or stealing a glimpse of the wild horses trotting in the shallow tide. For meetings, there are seven attractive event rooms in more than 70,000 square feet of space. Take your spouse-to-be and get hitched with the seashore as a stunning backdrop. The resort offers several international cuisine-packed wedding plans. The resort can arrange off-site activities such as a zip line park, the Sabeto Hot Springs and Mud Baths, a golf course, hiking, skydiving or a visit to a Hindu Temple.

Sigatoka River Safari Tour

The second morning on the mainland, I awoke with excitement. I was about to embark on a tour along the Sigatoka River to visit an authentic Fijian agricultural village and mix with the Kaiviti people, the original Fijians. We boarded a colorful bus and were driven from the Momi Marriott to the quaint town of Sigatoka. Known as “Fiji’s Salad Bowl” for its impressive production of vegetables, the valleys around Sigatoka are dotted with small farms.

Sigatoka River Jet Boat. (Courtesy Sigotoka River Safaries)

We spent an hour browsing through the shops and sampling some of the local cuisine. We boarded another bus and headed to the Sigatoka River where the bright red jet boats awaited us. The trip up the river to the village was spectacular. We cruised by small family farms, villages, dense forests and rolling prairies. We observed native Fijians frolicking and working in the river. Some were fishing; others were swimming, bathing and playing.

children and parents joined in the ceremony. (Courtesy Stuart J. Faber)

Farm Scene.

(Stuart J. Faber)

Tranquil Sustaining Farmland. (Stuart J. Faber)

Native Fijian Farm.

(Stuart J. Faber)

We arrived at the compound, which consisted of about 50 families. We strolled through the pastures, the village and some of the homes. We gathered in a hall, sat on the floor and participated in a spiritual Fijian ceremony. The entire village joined in. The children were obedient and respectful of the adults. Mothers and fathers gently embraced their children. After the ceremony, we gathered in the dining room. The entire floor, covered in brightly colored tapestries, was transformed into the dining table. We all sat on the floor next to these tablecloths. Platters brimming with fruits, grains and vegetables, all grown in the village pastures, were spread before us. After lunch, our hosts took out their musical instruments and began to play. Soon, everyone rose, selected partners and we all began to dance. Within an hour, we

were surfeited and exhausted. We proceeded on the long hike to the boats. The ride back to the base was exciting. These jet boats are capable of great speeds and rip-roaring maneuvers. “Hold on,” shouted the captain as he cut the wheel sharply to the right. The boat banked to a steep angle like an airplane in a steep turn. Suddenly, we were in a 360degree cycle, then another in the opposite direction. Our bodies and clothing were soaked from head to toe. We returned to the dock and within a short time, the heat of the day completely dried us. Tired and happy, we boarded the bus back to town. Fiji is a country burgeoning with exciting, vigorous activities and where you can immerse yourself in the indigenous culture. You can retreat to exclusive luxury resorts. You can rent an entire island to yourself. You can visit vibrant villages and remote farmland. You can travel down rivers to visit locals as they have lived and flourished for centuries.

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In Flight USA Celebrating 34 Years

OVERCOMING FEAR

An Interview with Fear of Flying Clinic Director, Jeanne McElhatton

By Annamarie Buonocore

ere at In Flight USA, we have met many readers and individuals over the years who live for the freedom of flight. Many of them were excited to get their wings at a young age. Others took courses at the college or university level that prepared them for an exciting career in aviation. But at the end of the day, we have all heard the famous line... “Flying and public speaking are two of the world’s biggest fears.” While it may be difficult for many in our industry to understand, flying can be a debilitating fear for many. Some get motion sickness in the air while others think death is near at the slightest feeling of turbulence. Some hate looking down due to fear of heights while others cannot be crammed into a small coach seat for too long, making both window and aisle seats bad options. Many of In Flight’s readers would not be able to imagine a life without flight and the wonderful travel, educational, and pleasurable benefits it brings. Imagine not being able to visit friends and family out of state or not being able to attend a special event due to fear of flying. Thankfully for those who suffer from this phobia, there is a clinic in San Mateo, Calif., called the Fear of Flying Clinic. Close to both San Carlos Airport (SQL) and Palo Alto Airport (PAO), this wonderful organization with friendly professionals welcomes those with flying fear that ranges from mild to severe. Clinic Director, Jeanne McElhatton, granted In Flight USA the following interview. In Flight USA: How and when did the Fear of Flying Clinic get started? Jeanne McElhatton: It started 39 years ago in 1978 when Fran Grant, one of our early members, was married to a man who was afraid to fly. When they retired, they wanted to go to Australia, and she said, “I will only go by ship one way. We have to get you flying.” So we got together with some of the other 99s (women pilot’s organization) and devised a program for fear of flying. Her husband went through it and agreed to fly home from Australia. The program was so successful that he fell asleep during turbulence. After him, we thought that would be the end of the program, but there were many others with this same fear, so it took off from there. IF: Who are the founders? JM: Fran Lawrence and I are the founders. IF: Were you born and raised in California? Did anybody in your family fly?

JM: Yes, I was born and raised in Oakland, Calif. I am definitely a native. Nobody in my family ever flew, so I am the first in my family. IF: When did you learn how to fly and what was your early aviation career like? JM: I learned how to fly right out of high school at age 18. I wanted to be a pilot, but I was a ground school and flight instructor because when I got my certificates, I was the wrong gender. They would not hire me, so I had to go and find some alternative activity to keep me in aviation. I taught at both the College of San Mateo and Foothill College in Los Altos, Calif. There is a huge amount to learn, and I developed an FAA video for flight instruction. I started off doing ground school and then became a flight instructor to earn more money. IF: What kind of an organization is the Fear of Flying Clinic? JM: It is a 501C.3 nonprofit dedicated to the community and those who are afraid to fly. We are here to help anybody. We have had students take trains from east of here and north of here to attend our clinics. All proceeds from the clinics go back into the organization to help more people overcome the fear of flying. One notable story was a woman who came from Hawaii by ship. Her son was going to be ordained a priest in Alaska. There is no way to get from Hawaii to Alaska without flying. She came here, took the class, flew up to Alaska, watched his ordination, and flew home to Hawaii. She was a real success story. We’ve had a lot of those. IF: What do you do during the clinics? How do you help people? What encouraging words do you use? JM: During the clinic we don’t say so much as we do bring in the professionals to talk to them. We bring in pilots, flight attendants, and air traffic control people. We give them tours of the maintenance base and a tour of the main tower. It’s educational. The biggest problem for many of these people is that they have misconceptions about aviation. When they see how coordinated and structured everything is in the aviation community, they gain a better perspective on this. The early part of the clinic is not about lecturing them. It is a hands-on tour that is educational. IF: Do you welcome people of all ages? What age is best? JM: You don’t have to be any age. We welcome all people, but we have had some very young people come in, like teenagers or a little bit above that who

were just bored and goofing off, so we require teenagers and younger people to have a parent with them. The program is developed in adult fashion, so it is not recommended for young children. However, I have done private instruction with children in which I have helped them overcome fear of flying. I take them over to the Hiller Museum where we do lots of introductory stuff, but I only do this as a private person. This is not through the Fear of Flying Clinic. The program is better for adults. IF: What planes do you use? Does the program involve taking a flight? JM: It is very difficult to get a flight that will accommodate the whole class. We do not use our own planes, as there are usually about 25 in the class, and they are more afraid of mainstream commercial planes rather than small GA aircraft. We have a partnership with Alaska Airlines, and we usually go up to Seattle for a picnic and a little celebration in one of their 737s. It is a one-day event in which we come back the same day. We have traveled to San Diego as well, which was lovely, but Alaska Airlines is the only airline that will work with us in terms of seating arrangements. We like to have our group sit together, as it eases their fears. They work with us very happily. Also, most airlines want a name and a payment up front. They work with us well because if someone has to cancel at the last minute, it works out. We don’t always know who will be ready to fly at the end. IF: Some people might not be ready to take the flight at the end? JM: Yes, they pay for both the clinic and the flight. If they don’t go, we just reimburse them, but that happens seldomly. IF: How many do you enroll in each clinic? Are there enough to fill a plane? JM: Oh, heavens no! When we first started, many people were reluctant to admit they had a problem – men especially. The earliest clinics were mostly women. I am sure you have seen how men have evolved in terms of admitting that they have problems and being able to say so in a public environment. In the beginning, we do what we call a go-around. We go around the room and have each person explain why they are at the clinic. They come up with such stories, like “Oh, we had a terrible flight here” or “We had turbulence, we had this, we had that.” And by the time you get all the way around, they say, “Boy, I didn’t know there were that many problems.” They pick up on other people’s problems.

December 2017

That is when the professionals come in and talk about their backgrounds, their training, and the industry. This industry is unlike most. If there is something wrong, they work at it and fix it. It’s not like the automobile industry where they hide their problems and then come out later with a recall. Their reputation is going to be ruined if they have accidents and so forth, so they fix it. The people who work on planes are responsible. They have to sign a paper that says they have fixed these problems and have complied with FAA regulations, and that paper follows the airplane. It can be traced back to them. So, to answer your question, we won’t take more than 25. We do this because of the facilities, like the tower, for instance. It can’t take that many people. They all have to have their IDs checked to make sure they are U.S. citizens. If they are not, U.S. citizens, they are still welcome in the clinic, but they cannot go into the tower. This has only happened once or twice. IF: Where are the clinics held? JM: We hold all of our clinics at the San Francisco Airport (SFO). It gets them into the environment. Some of them are afraid to even go to the airport. We hold it there, and some of them say, “Just getting here today was traumatic.” We push them to get acquainted with it. That’s why we hold it there. United has been very good to us. They used to have the largest maintenance base in the world, so we’ve been very fortunate to see that. We’ve never had any problem with any of our students, or clients rather, getting hurt, making insurance claims, or anything. When 9/11 happened, we were outed from the airport like everybody else. Finally, after some time, I wrote to United Airlines and to the FAA, saying, “Look, we’ve never had any problems...” They agreed to let us back in once things got back to normal. They know of us, but a lot of the airlines don’t. We are not allowed to advertise at the airport, so we have to constantly remind them that we exist. IF: What are some success stories you have seen? Are there any notable alumni? JM: Well, Danielle Steel is an alumna. Not only was she a big success story, but she brought back two or three of her children to the clinic. And then we have many testimonials and comments from people who have enjoyed the clinic as well. This one lady came up at the graduation ceremony (we allow them to come Continued on Page 41

2017 NAS JACKSONVILLE AIR SHOW HIGHLIGHT BIRTHPLACE OF BLUE ANGELS

December 2017

www.inflightusa.com

By Mike Heilman and Ed Wells

n 1945, just after World War II, Admiral Chester Nimitz wanted to showcase naval aviation so he ordered the formation of a flight demonstration team to perform in public. The team lead by Flight Leader Commander Roy “Butch” Voris performed its first show June 15, 1946 at Craig Field Naval Air Station (NAS) Jacksonville. The team adopted the name Blue Angels and flew the Grumman F6F Hellcat in that first show. NAS Jacksonville is considered the birthplace of the Blue Angels and 71 years after the team’s performance, current Blue Angel LT. Damon Kroes hasn’t lost sight of performing at the team’s birthplace. “This is the true birthplace of the Blue Angels, Butch Vooris of the 1946 team and it is very special. We come here at the end of the season every year after we have had an entire season to refine our flight demonstration, teamwork and trust. To come here to the birthplace of our mission and Blue Angles is truly very special and it just fires us up even more to perform the best we ever can to represent those sailors and marines overseas the best we ever can.” LT. Kroes of Fremont, Calif., flies the right wing in the diamond formation, describes the team’s show: “Blue Angels one through four fly the diamond, we primarily showcase the precision and flying characteristics that are inherent with all naval/marine aviators. We take that to a very high level, coming within 18 inches of wing to canopy separation in some of the maneuvers. Blue Angels five and six will demonstrate the maximum performance capability of the Boeing F/A-18 aircraft. At the end of the show, we will join up in the Delta formation and we will do a little bit of both.” There are certain maneuvers the Blue Angels fly that are difficult to perform, according to Kroes: “I would say the most difficult maneuvers are the left echelon roll and line of breast. It is extremely difficult for every member of the team, and it all starts with the Boss. We practice it and practice it. Every time we do it, it’s never perfect. We identify those little mistakes we make and we go back and talk about them. My favorite is the diamond 360. That is going to be the first maneuver in a diamond as we enter the show from the right. We are going to be flying fairly slow and within 18 inches of wingtip to canopy separation as we

A Blue Angel F/A-18C banks low over the NAS Jacksonville 2017 Air Show. Jacksonville is considered the Birthplace of the Blue Angels team. (Mike Heilman)

The famous Blue Angel Diamond perform a low level break in front of the Friday practice day crowd at the NAS Jacksonville Air Show. (Mike Heilman) come across the show line. It’s very intense and definitely a rush. It’s a challenge every time and when we accomplish that well, it fires you up for the remainder of the show.” The Blue Angels currently are flying the oldest F/A-18s in the fleet, according to Kroes. “This F/A-18C actually a lot 10C that was built in the late 80s. These are some of the oldest aircraft in the navy’s inventory. After they have a little bit left on their service life, they will send them through a Blue Angle mod, and we will fly probably the last years out of the Jet the Navy has. They are some of the oldest, kind of relate these to a classic car, but we fly these incredibly aggressively, and it’s again, a testament to the incredible maintenance work our sailors and marines do,” he said. A02 Aldriick Kittles is the crew chief for Blue Angel number five jet and he explains his role with the team: “So basically, everything that goes along with the jet, turning the jet, pre-check in, making sure the jet is clean as far as shiny, make sure all the computer systems, all the mechanics, airframes, structure and anything dealing with the jet is done. I am the first and last eyes on the jet. We have to check for everything and look at all details. So, the pilot’s life is in our hands, he doesn’t check anything, he just walks up to the jet, salutes me. I go up the ladder and I buckle him up and he goes. Overall, I’m in charge of the jet.” NAS Jacksonville is home to Patrol Squadron Thirty (VP-30) which is home to the P-3 Orion and P-8A Poseidon aircraft. The home Patrol Wing flew a demonstration of the two aircraft that included a formation flyby. VP-30 is the U.S. Navy’s Maritime Patrol and Fleet

Replacement Squadron (FRS) for the P-3 and P-8. This year’s show, held last month, also featured the United States Air Force F-22 Raptor Demonstration Team and showcased the Raptors capabilities. The fifth-generation fighter based at Tyndall Air Force Base, Florida, was joined by a Moody Air Force Base A-10 Warthog and a P-51 for the Air Force Heritage Flight. The Florida Air National Guard 125th Fighter Wing performed a fourship flyby in their F-15 Eagle and also had an aircraft on static display at the air show. The 125th FW is based at Jacksonville Air National Guard Base at Jacksonville International Airport. A Florida Army National Guard CH47 Chinook helicopter provided a jump platform for the Special Operations Command (SOCOM) Para-Commandos Parachute Team. There was also a Chinook on static display at the show. The SOCOM team made two jumps each day of the air show. The all-volunteer team represents all the Special Operations Command members in the U.S. military. The civilian portion of the NAS Jacksonville Air Show was a who’s who in the air show industry. Headlining the civilian portion of the air show legend Sean D. Tucker in his highly modified Team Oracle Challenger III aircraft. Tucker performed his high-energy routine both days of the air show. The Jacksonville show was the last 2017 show for Tucker and Team Oracle and the Team’s Operation Manager John De Gennaro reflected on the season: “It was a great season, we did 16 shows this year. We flew all across the country. We Continued on Page 42

The United States Air Force F-22 “Raptor” performed a solo demonstration and then flew with an A-10 and P-51 for the Air Force Heritage Flight. (Mike Heilman)

The F-22, A-10 and P-51 perform the U.S. Air Force Heritage Flight at the 2017 NAS Jacksonville Air Show. (Mike Heilman)

A MIG-17F piloted by Randy Ball makes a photo pass in front of the NAS Jacksonville Air Show crowd. Ball will routinely pull 8gs in his flight demonstration. (Mike Heilman)

Air Show legend Sean D. Tucker performs at 2017 NAS Jacksonville Air Show. The Jacksonville show was Tucker’s last show 2017 show. (Mike Heilman)

In Flight USA Celebrating 34 Years

Drone Update

WELCOME

By In Flight USA Editorial Staff

TO A

STEP

December 2017

INTO THE

FUTURE

he team at In Flight USA welcomes readers to our new section dedicated to small Unmanned Aerial Systems (sUAS), more generically referred to as “drones.” Our regular readers may wonder what drones have to do with Cessnas, Pipers, and other such GA type flying, but one needs to look at the history of In Flight USA. Over the last 34 years, we have covered all aspects of aviation, from typical GA subjects, to airshow activities, military coverage, business aviation, space-related ventures and a wide variety of industry news. Most

important, we strive to publish current news and product information, seldom more than just a few days old. It is no wonder that the staff of In Flight USA would take a close look at the newest arrival to the National Airspace System, and have no doubt, drones are in the airspace formally thought to be the domain of “contemporary” flying machine. Since implementation of FAR 107 just more than a year ago, 80,000 individuals have obtained their FAA sUAS Certificates, enabling them to operate ever increasingly sophisticated drone variations for commercial purposes. News stations, moviemakers, the real-estate industry, pub-

lic utility companies, construction firms, law enforcement, and too many other applications to name are now using drones of some kind for some purpose. With millions of drones now in use, ranging from toys to the Air Force X-37B Orbital Test Vehicle (Space Plane), drones are the fastest growing side of aviation around the world. Any publication that does not report on this explosive use of American Airspace is just not serving the needs of aviation fans… besides… they are incredibly fun! We invite readers to learn with us, as In Flight USA pros explore this new world. Did you know that “drone simulators” exist, learning the lessons taught by large

aircraft simulation? How about auto stabilization and programing, so a “family” drone can stand off at a safe distance and video a soccer game? To be sure, watching the Red Bull pylon races is exciting, but imagine wearing a 3-D viewing device and racing a drone around pylons, viewed from inside the Drone! You can sit in a chair, munch on nachos, drink a cool beverage, and get air sick all at the same time… sound like fun? This is only the beginning. Join us for the fun and information as In Flight USA adds yet another facet of aviation to our pages for you, our readers, to learn from and most importantly… enjoy.

The Federal Aviation Administration (FAA) is evaluating a prototype system that the agency expects will ultimately provide near real-time processing of airspace authorization requests for unmanned aircraft (UAS) operators nationwide. The system is designed to automatically approve most requests to operate in specific areas of airspace below designated altitudes. The FAA has deployed the Low Altitude Authorization and Notification Capability(LAANC) for drone operators at several air traffic facilities in an evalu-

ation to see how well the prototype system functions and to address any issues that arise during testing. Two agencyapproved companies, AirMap and Skyward, are currently providing LAANC services. During the evaluation, the FAA may sign agreements with additional providers who responded to the original request for information. The prototype evaluation will last until next Spring. The FAA plans to launch a national Beta test shortly thereafter. The exact details of the test will be determined by the outcome of the proto-

type evaluation. The agency also plans to solicit participation from new industry partners at a later date. Under the FAA’s small drone rules – formally known as Part 107 – operators need to secure approval from the agency to operate in any airspace controlled by an air traffic facility. LAANC is the first application developed by industry in response to this operational need. LAANC uses airspace data provided through the UAS facility maps. The maps show the maximum altitude around airports where the FAA may authorize opera-

tions under Part 107. LAANC gives drone operators the ability to interact with the maps and provide automatic notification and authorization requests to the FAA. LAANC is the first UAS tool that delivers drone information to air traffic control and is the first step in developing Unmanned Aircraft Systems Traffic Management System (UTM). Check the FAA’s UAS Data Exchange at https://www.faa.gov/uas/ programs_partnerships/uas_data_exchan ge/ website frequently for updates and additional information.

The Federal Aviation Administration (FAA) quickly approved the first unmanned aircraft operation of its kind last month to help restore cellular service in Puerto Rico in the wake of Hurricane Maria. The Flying COW (Cell on Wings)

drone, developed by AT&T, functions like a cell tower in the sky, restoring voice, data and internet service. It flies up to 200 feet above the ground, covering an area of 40 square miles, and is particularly useful in remote areas. The Pulse Vapor 55 drone, which

resembles a miniature helicopter, is fitted with LTE radios and antennas and is tethered to ground-based electronics and power systems. Because the aircraft exceeded the 55-lb. weight limit required to operate under the FAA’s small drone rule, the FAA had to issue a special

exemption and an emergency certificate of authorization for AT&T to conduct its mission. The company is using the drone as a temporary cell service solution while it rebuilds the permanent infrastructure on the island.

For the first time, the Federal Aviation Administration (FAA) is seeking public comments on proposed airworthiness criteria for an unmanned aircraft system, more popularly known as a “drone.” The Federal Register notice asks for comments on proposed design standards needed for the FlightScan Corporation Camcopter S-100 to fly safely in U.S. air-

space. The ultimate goal of this and other projects is to grant FAA airworthiness certification to fully functional, ready-tooperate unmanned aircraft. The S-100 is the first unmanned aircraft to have its certification basis published. The Camcopter S-100 is a vertical take-off drone that looks much like a traditional helicopter. It is powered by a liquid-cooled rotary engine and has a maxi-

mum take-off weight of 440 pounds including its payload. The drone’s main purpose is to conduct airborne surveying of power transmission infrastructure using aerial photography. FlightScan applied for FAA certification of the S-100 using the special class provisions under Part 21.17(b) of FAA regulations in June of 2015. Since then, the agency has worked with the company

to develop airworthiness criteria that support safe integration of the S-100 into the National Airspace System. After the comment period ending Dec. 18, 2017, the FAA will evaluate the public comments to determine if any changes should be made to the proposed airworthiness criteria. For more information, visit faa.gov.

FAA FIELDS PROTOTYPE UAS AIRSPACE AUTHORIZATION SYSTEM

FAA APPROVES DRONE

RESTORE PUERTO RICO CELL SERVICE

FAA SEEKING PUBLIC COMMENTARY

FLIGHTSCAN S-100

Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com

December 2017

www.inflightusa.com

Drone Update

UAVIONIX, LEADER IN DRONE COMMUNICATIONS, NAVIGATION, AND SURVEILLANCE SYSTEMS, SECURES $5 MILLION IN FUNDING

The investment reinforces uAvionix’s mission to enable airspace awareness through high integrity aviation solutions for both manned and unmanned aircraft. uAvionix Corporation – a leading provider of communications, navigation, and surveillance (CNS) solutions for manned and unmanned aircraft – announced today it has closed a $5 million round of funding led by new investor Airbus Ventures and with continuing participation from existing investors Playground Global and Redpoint Ventures. uAvionix also expects to announce additional participants in this

Series B round shortly. This investment brings uAvionix’s total funding to $10 million, further accelerating its product innovation and global expansion. The new equity funding fuels expansion of the company’s product line and services in both unmanned and manned aviation. uAvionix’ signature capabilities for uniquely innovating lower size weight and power consumption (SWaP) products achieve attractive price points for a wide range of high quality products: since its founding in 2015, uAvionix has launched over 20 successful products including ADS-B transceivers, receivers, Mode

A/C/S transponders, and GNSS position sources for general aviation, drones, and airport surface vehicles for both the certified and uncertified markets. With its lead investment in this round, Airbus Ventures CEO Thomas d’Halluin joins uAvionix’s Board of Directors. “At Airbus Ventures, we’re constantly on the lookout for innovative companies enabling future airspace integration for both unmanned aircraft and eVTOL transportation,” notes d’Halluin. “In a remarkably short span of time uAvionix has emerged as both product- and thoughtleaders in this critical space. Airbus

Ventures is excited to come on board and help further propel its success.” Paul Beard, CEO uAvionix adds, “We wouldn’t be where we are today without the pioneering investment team of Playground Global and Redpoint Ventures, and we are honored they continue to believe in us and our mission and decided to invest further in this round. Now with the addition of Airbus Ventures and the powerhouse it represents, we couldn’t be more thrilled about what will be achieved together.” For more information, visit our website: www.uavionix.com.

Building on the success of the first annual DroneZone event in 2017, the second annual event will target both commercial businesses and racing enthusiasts at the U.S. Sport Aviation Expo. Live broadcasts again this year by FPVlive.tv are expected to draw more than 22,000 individual user views as well as traditional media coverage from many broadcasting organizations. DroneZone will feature one of the largest drone races in the world with participants from all major continents in 2018’s premier kickoff racing and exhibitor event. Highlighting the excitement will be both team and individual pilot races with winning prizes of $20,000 for each category. With an expected general admission attendance of more than 10,000, the event is not to be missed by not only sport pilot enthusiasts, and pro-am drone racing

pilots, but also realtors, private investigators, construction managers, law enforcement officials, emergency managers, insurance adjusters, and other professional services that seek to expand and enhance the success of their businesses using drones. Learning Center and Vendor Area: Drone Zone will feature a 4,000square-foot Learning Center, and an 8,000-square-foot Drone vendor area and Drone pilot tent focused on commercial pilots and businesses looking to utilize the technology and efficiency of Dronebased data and imaging collection. DroneZone will be an unprecedented live experience and immersive environment with drones flying over and around the audience and the exhibitors’ areas at speeds up to 100 MPH. Spectators will be able to get within five feet of the action, with protective netting for safe viewing. Official Race Partner: MultiGP is

the official race partner for the DroneZone this year. Race Sanctioning & Management is by MultiGP. The Drone event is produced by Air Ops & Sebring Regional Airport. Race announcement will be emceed by Joe Scully with FPV Racing Events and broadcast by FPVlive.tv. Drone Expert, Kat Swain: Kat Swain – instructor of military and civilian pilots and a drone pilot expert – will be in attendance in the DroneZone as well as a speaker at the Sebring Expo. Kat is Senior Director of UAS Membership and Programs for AOPA. Like many of those who have helped harness the power of drones for beneficial uses, Kathleen “Kat” Swain was a manned pilot before she became a remote pilot, and brought the perspective of a pilot with multiple ratings, including flight instructor, to the development and operation of drones.

She’s instructed military and civilian pilots and has flown drones for many purposes, including insurance industry support and humanitarian missions. Swain joined AOPA’s staff to create a plan for drones. Kat said, “Having witnessed firsthand, how drone technology can improve processes (such as claims adjusting and other inspections) and also help society (through search and rescue or mapping/surveying hurricane damaged areas for rebuilding), I am a strong supporter of the technology. For me, manned and unmanned are not very different. We share the same airspace, we enjoy aviation, and we are pilots!” The 2018 Expo is scheduled for Jan. 24-27. To learn more, visit www.sportaviationexpo.com, twitter.com/ USAviationExpo, facebook.com/Sport Aviation Expo/.

Former Aircraft Commander for the United States Air Force, Nate Delaney has big plans for U.S. Sport Aviation Expo this Jan. 24-27 at Sebring Regional Airport. He’s representing Cirrus Aircraft and offering attendees a chance to see their flagship model, the SR22T, firsthand. Delaney, now the Sales Director for Cirrus in South Florida & the Bahamas, will showcase the iconic SR22T front and center at the event in January. Cirrus Aircraft has identified the region as a

growing market and they have made Sebring’s Expo their first exhibition of the 2018 season. Based at Fort Lauderdale Executive Airport, Delaney is well equipped to handle future client needs. “We expect to surpass 7,000 in Cirrus aircraft deliveries by the summer of 2018,” said Delaney. For 14 years and counting, the SR22 series has been the best selling aircraft in its class. Cirrus Aircraft announced earlier this year that new customer aircraft deliv-

eries of its SR line of aircraft reached a recent multi-year high of 317 units for 2016. Further highlighting the year were initial customer deliveries of the world’s first single-engine Personal Jet, the Cirrus Vision® Jet, as three units were delivered to customers in the U.S. Total new aircraft deliveries in 2016 mark the third consecutive year that Cirrus has delivered more than 300 units and highlights steady growth over the past eight years – an increase of almost

20 percent since 2009. The record performance propelled Cirrus to a global fleet of more than 6,500 SR series aircraft in over 60 countries. For information about U.S. Sport Aviation Expo, including ticket purchase, visit www.sportaviationexpo.com/. For information about Cirrus Aircraft, visit cirrusaircraft.com.

LIVE DRONE EVENT BROADCAST FOR U.S. SPORT AVIATION EXPO AT SEBRING REGIONAL AIRPORT THIS JANUARY

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COMMEMORATIVE AIR FORCE ANNOUNCES “12 PLANES CHRISTMAS” HOLIDAY GIVING CAMPAIGN In Flight USA Celebrating 31 Years

December 2017

Supporting the Restoration Efforts of World War II Aircraft

The Commemorative Air Force (CAF) will host its annual “12 Planes of Christmas” online giving campaign this month. This event highlights the efforts of the organization and its volunteer members, who restore and preserve its fleet of more than 170 World War II aircraft. Individuals can learn about the CAF fleet at www.SupportCAF.org to identify aircraft to that spark their interest – and make a donation to aid one or more specific aircraft. Many often honor others by donating in their name as a tribute. One hundred percent of the donation goes to the selected aircraft. Each year 12 aircraft of the fleet are selected to be featured during the “12 Planes of Christmas” campaign, each with different historical significance and in various stages of restoration; some need support to become airworthy again. The aircraft featured this year are: P-40 Warhawk, C-53 Skytrooper, FG-1D Corsair, PT-17 Stearman, Stinson 10A, AT-11 Kansan, L17 Navion, A-26 Invader, PT-19 Cornell, N3N, PBY Catalina, and BT-13 Valiant. Many other CAF aircraft are also included in the campaign.

Donations can be made at www.SupportCAF.org to these individual aircraft projects or other aircraft in the fleet. Donations can also be directed to the Restoration Grant Fund, a fund that has helped more than 20 aircraft in need of restoration return to flight. As donations to the Restoration Fund are matched, the value of each donation doubles in value. “Flying aircraft are essential to the mission of the CAF; we are first and foremost a flying museum. Because our aircraft fly, people are more excited and engaged to learn about the history of these aircraft. 12 Planes of Christmas has become a very important program for the CAF. It significantly helps to preserve these aircraft, which serve as reminders of the sacrifices of the Greatest Generation. Our organization depends on donations and support from individuals who can appreciate the value of these historic icons and want to help keep ‘em flying,” said CAF President/CEO Bob Stenevik. The campaign and website www.SupportCAF.org launched on #GivingTuesday, Nov. 28, and will run through Dec. 31, 2017.

About this year’s 12 Planes:

Plane 1: P-40 Warhawk (Muskogee, Okla.) The P-40 Warhawk was grounded in September when metal was found in the engine. So that audiences of all ages can see the famous shark teeth on the aircraft, a new engine must be installed to participate in the 2018 Airshow Season. Plane 2: C-53 Skytrooper (Riverside, Calif.) This aircraft, also a D-Day veteran, will need to be outfitted with additional avionics and navigation gear in order to participate in the 75th Anniversary of D-Day in Normandy, France in 2019. Plane 3: FG-1D Corsair (Peachtree City, Ga.) In the midst of a major restoration, the Corsair’s next hurdle is to remove and replace the fuel tank. For a Corsair, it’s bent-wing structure makes this a particularly difficult, but an important task, as this aircraft is meant to be seen flying. Plane 4: PT-17 Stearman (Lancaster, Tex.) For 30 years, this sturdy Stearman has given young and old aviation enthusiasts a ride of a lifetime. With

Plane 9: The Heart of America Wing is proud to host this great WWII Trainer. For 30 years N50481 has been flown to honor veterans, educate our community, and allow people to experience the thrill of open-cockpit flying. Now she's in need of extensive restoration to her all-wood wings, which are original to the aircraft since World War II, and tail section. Please help us return this classic warbird to the skies! (Photo courtesy CAF)

the discovery of the aircraft’s linage, new fabric and paint are needed to tell the story of the Women Airforce Service Pilots (WASP). Plane 5: Stinson 10A (Madison, Continued on Page 39

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In Flight USA Celebrating 34 Years

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December 2017

TRUTRAK VIZION STC APPROVED

December 2017

EAA STC, LLC has on Nov. 16 received FAA approval to begin selling STCs for the Cessna 177 series for the installation of the TruTrak Vizion Autopilot. The Approved Model List (AML) for this STC also includes models F thru S of the Cessna 172 series. The Vizion autopilot is a two-axis system with vertical and horizontal navigational

capabilities, including interfacing with most common GPS units for en route navigation. The total cost of the autopilot system and installation kit is set at $5,000. “The system is very intuitive,” said Tom Charpentier, EAA Government Relations Director and President of the EAA Employee Flying Club, which flies the first STCed Cessna 172. “It is a true

Commemorative Air Force

Continued from Page 36 M0.) This Stinson 10A will be restored to its World War II configuration in order to share the important role of the Civil Air Patrol in World War II. When restored, it will help commemorate the civilian pilots which gallantly patrolled the home front. Plane 6: AT-11 Kansan (Moriarty, N.M.) This airplane actually served in the Albuquerque area during World War II, where it trained bombardiers! Help this rare “hometown hero” honor the young bombardiers who trained in the southwestern desert before going overseas. Plane 7: L-17 Navion (South St. Paul, Min.) Liaison aircraft like this Navion played a crucial role in military conflict, but today it plays a central role as an after-school project for young students in the area. Significant funds are needed to keep this project on track and keep these students engaged. Plane 8: A-26 Invader (Enid, Okla.) The A-26 reflects many unique design innovations. Unfortunately, one of those features, the self-sealing fuel bladder, has grounded this aircraft. Until the fuel bladder can be removed and replaced, this authentic combat veteran won’t be able to fly. Plane 9: PT-19 Cornell (Olathe, Kans.) America’s heartland was the training home to many young aviators in World War II. This special PT-19 has been a demanding restoration, with more work being discovered as volunteers dive into the project. Plane 10: N3N (Reno, Nev.) Do you remember what first attracted you to aviation? For many Navy pilots the N3N would have been their first taste of flight during training. With hopes to continue this charge, once the aircraft is restored, volunteers plan to build an educational program centered around the N3N geared toward kids in the area. Plane 11: PBY Catalina (Duluth, Min.) PBY crews are among the U.S. Military’s forgotten warriors. Hunting submarines, rescuing aircrews and sailors, supporting this restoration will ensure their stories are told! Click to learn more about this aircraft. Plane 12: BT-13 Valiant (San Marcos, Tex.). Once this restoration project is completed, this aircraft will help train

FOR

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CAF pilots. That’s right, CAF pilots, like the young World War II aviators did in the 1940s, must also start with a Basic Trainer like the BT-13. This ground up restoration

CESSNA 177 SERIES

asset in the cockpit, particularly on solo cross-country flights, and its safety features such as overbank protection and recovery to level flight with the push of a button are incredibly valuable.” TruTrak is actively engineering new installations expand the list of approved models for the STC, in coordination with EAA. If you would like your aircraft added to the

STC, fill out TruTrak’s online form (trutrakflightsystems.us16.list-manage.com /subscribe? u=eb965db432e35f6f5c267660a &id=cc8c4ff893) EAA members with eligible aircraft can buy the STC for $100 on EAA’s website at www.eaa.org.

still needs significant work and the clock is ticking to get more CAF pilots qualified to help ensure our fleet remains active. For more information about any of the

aircraft and donating toward them, visit www.crowdrise.com/12Planes or for information about CAF and the campaign in general, visit www.commemorativeair force.org.

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In Flight USA Celebrating 34 Years

December 2017

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.

WEATHER – YOU’RE PREPARED

The arrival of winter weather brings an assortment of phenomena, which manifest themselves in many predictable aviation hazards. Commercial and General Aviation are similarly affected. Winter storms, turbulence, low ceilings and visibilities, fog, freezing rain, ice, snow, and slippery surfaces all demand special attention. With increased workload, concentration becomes more fragmented, and situational awareness can suffer. Crews may exhibit more susceptibility to common or uncommon winter threats. The FAA is attempting to reduce the risk of runway overrun accidents and incidents due to runway contamination caused by weather.1 In Oct. 2016, the FAA implemented Takeoff and Landing Performance Assessment (TALPA) procedures that include new tools such as the Runway Condition Assessment Matrix (RCAM). After just one season, TALPA has produced significant improvements to operational safety. A TALPA Stakeholders Feedback Review2 was held in July 2017, and recommendations from this review are targeted to become procedural changes. This month, CALLBACK shares reported incidents spawned by typical winter weather. Even if you are not familiar with TALPA procedures, we encourage you to learn more, connect your dots, and glean the lessons in these reports.

The Winter Wing Ding

A Learjet Captain anticipated and experienced icing conditions during his descent. As a precaution, he turned on the nacelle heat, but he had not bargained for the surprise he received during the landing. • Descending through FL180, I turned on the nacelle heaters, but did not turn on the wing and stab heat, as I anticipated a short descent through a shallow cloud layer to temperatures above freezing. The approach proceeded normally. The aircraft entered the cloud tops at approximately 1,500 feet MSL and exited the bases at approximately 900 feet MSL. There were no indications of ice accumulation on the normal reference area dur-

NOT

ing descent. During the landing flare (less than 10 feet AGL), as the flying pilot applied right aileron to counteract the right crosswind, the left wing abruptly dropped. I immediately took the controls, applying full right aileron as the left main landing gear contacted the runway, followed closely by deployment of spoilers, thrust reversers, and brakes to return the aircraft to the runway centerline. Upon exiting the aircraft, I observed a small amount (less than 1/4 inch) of rough, rapidly melting ice on the leading edges of the wings. Inspection revealed that the trailing edge of the left wingtip had contacted the runway surface, causing abrasion to the contact area. I believe the combination of the small amount of ice, aileron deflection, and mechanical turbulence from buildings on the upwind side of the runway caused the left wing to stall at a higher-than-normal airspeed, resulting in the un-commanded left roll. Contributing factors include my failure to turn on the wing and stab heat prior to entering the cloud layer.

began to fluctuate and suddenly dropped to 60 knots on the Primary Flight Display (PFD). I immediately recognized a PitotStatic System failure, disconnected the autopilot, and began hand flying using the attitude indicator and standby instruments as primary references. I also immediately noted that, although the IceProtection Switch was on, the Pitot Heat Switch was in the OFF position. I turned on the pitot heat, selected alternate static air, and advised Center. The Center Controller cleared me for a descent to 8,000 feet, which I initiated slowly using only the attitude indicator as a reference. Within two minutes, the airspeed indicator and altimeter began indicating normally... We broke out into VMC at approximately 8,000 feet MSL. The rest of the trip was uneventful, and a safe landing was completed. In hindsight, I realized that I traditionally do not turn on the pitot heat because most of my personal flying is VFR. I will now… always turn on the pitot heat before takeoff, regardless of the flight conditions.

This SR22 pilot experienced aircraft icing while IFR in IMC. He kept the wings, propeller, and windshield clear of ice, but the routine associated with his VMC habits caused another problem. • I was on an IFR flight plan. We had been in and out of the clouds picking up light rime ice. Occasional use of the aircraft’s ice protection system was easily keeping the wings, propeller, and windshield clear of ice buildups. We were initially above the clouds at 10,000 feet, but we soon realized we would again be in the clouds. Center gave us a climb to 11,000 feet MSL where we remained in IMC. The Controller reported another aircraft ahead of us was in VMC at 13,000 feet MSL and offered a climb to 13,000 feet MSL. As I considered the options of climbing to 13,000 feet (we had supplemental oxygen on board), I first noted significant ice accumulating on the windshield and wings, and then the airspeed

This BAe125 crew encountered widespread winter weather and elected to divert. Weather and aircraft consumables reduced their number of options and influenced decisions, which could have had a much worse outcome. • The entire New York City area was forecast for moderate to severe icing conditions, snow, and low visibility. Numerous PIREPs reported the presence of such icing conditions, which were further confirmed by an amber ICE DETECT light indication. We elected to divert to Morristown, N.J., which was reporting two miles visibility, adequate ceilings, and moderate snow. At the time, we began receiving vectors, the amber ANTI-ICE LOW QUANTITY annunciator illuminated, indicating that we had approximately 30 minutes of ice protection remaining. We were cleared for the approach and configured normally. Upon reaching the MDA, I continued searching for the runway. The runway

Ever Present Proverbial Pitot Heat

Clear and Present Danger

came into view, and I called, “Runway in sight, 12 o’clock.”… It became clear to me that we did not have the required visibility for the approach and that we did not have the ability to achieve a normal rate of descent to a normal landing. I called for a go-around, and the pilot flying responded something like, “I think I’ve got it, yeah, I’ve got it,” and continued the approach. He immediately retarded the thrust levers to idle and called for full flaps. We immediately began an excessive descent rate and received ground proximity warnings that said, “SINK RATE, SINK RATE, PULL UP,” and continued… until just before touchdown. We landed just about halfway down a snow-covered runway that was 5,998 feet in length. The braking action was good, and we stopped… on the runway. The next several aircraft behind us were not able to land… and diverted to an alternate.

Low Visibility White Out Taxi

After a successful approach and landing in traditional winter weather, this Large Transport Captain was surprised by an unexpected stop while taxiing to the gate. • After landing, on the taxi-in, we turned westbound on the taxiway. Since it was snowing fairly hard and the wind was blowing, we made sure to identify the yellow centerline and confirmed it by noting the blue taxi lights to our right. Almost abeam [the turn point] to the gate, the right engine shut down. We stopped and requested a tug. When the snow let up, we determined that we were stuck on a snowdrift that had blown onto the taxiway.

Icing the Puck

This Large Transport crew planned extensively for their approach and landing. The approach and touchdown were executed well, but procedures they used during the landing rollout were not as successful. • Weather at our arrival time was Continued on Page 41

REMEMBERING PHIL NUSSBAUM – WORLD’S FOREMOST STAGGERWING EXPERT

December 2017

Phil Nussbaum, who many considered to be the world’s foremost Staggerwing pilot and caretaker, passed away in November 2017. His travels to maintain or ferry Staggerwings took him to every corner of the U.S., as well as Europe, South America and Australia. His love for the airplane began as a

Safe Landings

Continued from Page 40 forecast to have blowing snow, two SM visibility, winds gusting up to 24 knots out of the northwest, and ceilings between 800 and 1,500 feet. ATIS advertised arrivals to Runways 28C, 28R, and 4R at various times enroute. We planned a primary approach to Runway 4R and pulled landing data for Runways 28C and 28R in case of further changes. ATIS advertised braking action of 5-5-5 for Runway 4R. The landing data calculation produced a 7,000-foot stopping distance for good braking action with Autobrakes 3 and flaps 30. Stopping distance declined to 6,500 feet for Autobrakes 4. We dis-

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teenager, when his father bought a D-17. In 2013, Phil penned the following… “In one way or another I have been involved with Staggerwngs since 1963. I cleaned them and took care of the routine lubrication while I was in high school. There were two Staggerwings flying out of the airport near my boyhood home

plus a Lockheed Lodestar and a T-6 or two, so I never had to worry about what I was doing over most weekends. “By the time I finished high school, I had been given a small amount of flying time in all of the airplanes there at the field. There was an older mechanic there who could fix most anything and had all sorts of

special tools for odd jobs. Those tools and much of the knowledge he imparted have been in our hangar for many years now. “One of the main reasons that I like the Beech 17 is that it is one of the few airplanes I have come into contact with where the basic design had made very Continued on Page 43

cussed both braking options. The Captain initially chose Autobrakes 4 while I favored Autobrakes 3. He ultimately chose Autobrakes 3. ATIS called the winds 340/23G29, which drove a target speed of 151 knots. Tower verified the same winds at initial check-in. The landing was smooth and uneventful. The Captain used full reverse thrust and stowed the reversers passing 80 knots. He called 3,000 feet runway remaining at the appropriate location and seemed to have complete control of the aircraft. At that point, he asked me to disengage the autobrakes. I noted the airspeed decelerating through 70 knots and stowed the speed

brakes in order to disengage the autobrakes. I expected the Captain to use manual braking at that point to ensure control of the aircraft as we decelerated to taxi speed. The aircraft did not decelerate like I expected between 3,000 and 1,000 feet remaining. At that point, I could see the end of the runway approaching rapidly and told the Captain that he needed to come left to exit the runway. That was when I realized that he was trying to stop the aircraft and bring it left without success. The runway end identifier and taxiway lights came up quickly, and we slid right as the right main gear departed the prepared surface.

It took me a brief period of time to realize that the main gear had departed the prepared surface. I called tower to tell them that we had departed the runway and would not be able to clear Runway 4R. After our situation was clarified with Tower, I started the APU and shut down Number 2 Engine. For more information, consult the following sources: 1.www.faa.gov/news/updates/?news Id=88369 2.www.faa.gov/about/initiatives/talp a/update_meeting_July_2017/ media/TALPA-Update-Meeting-2017Stakeholder-Feedback-w-Notes.pdf

Finding Strength in Wings and Overcoming Fear

Continued from Page 32 up and speak if they wish) said, “You folks have bought me a ticket to the world.” I loved that because that explains what’s going on today... if you don’t fly, you miss a lot of what’s happening in this world. We have people who have taken trains, but it’s just so long. Another story that I really enjoyed was this woman who was expecting a grandchild. She took a train to the East Coast, but when she got there, they had a big sign that read, “It’s a boy.” She had missed the birth. She was so mad at herself, and after the clinic, she knew she wouldn’t let that happen again. There are so many wonderful stories like that. When we went to Los Angeles as a class, we went to this restaurant there that is aviation themed. Some of our students wanted to go in and look at the pictures they had. I remember this one fella got on the phone and told his wife, “Yeah, I have my bus ticket, but I’m gonna fly back up.” He had bought a bus ticket in case he was too afraid to fly back. IF: Thank you! To be continued next month.

Editor’s Note: Jeanne is an inspiring woman in aviation. At the age of 92, she still shares her passion for aviation

through the Fear of Flying Clinic. Her hope for the future is that the clinic continues because, “I’m not getting any

younger,” she said. All in all, we can conclude that flying is very safe. If you are still not convinced, consider enrolling at

the Fear of Flying Clinic. Visit them on the web at www.fofc.com or call 650/341-1595.

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In Flight USA Celebrating 34 Years

THE BRICK

Homebuilder’s Workshop

few years back, I was dealing with the blahs and decided that I needed something more exciting to fly than the trusty old Cessna. I borrowed from my retirement savings and bought a beautiful RV-8, 170 HP, with a constant speed prop. Two years later, the trusty old Cessna moved to Idaho and was replaced by an RV-9A that soon had a full glass cockpit with two touchscreens. How do they compare? With power off and full flaps, the RV-8 comes down like a brick. With power off and no flaps, the -9A comes down like a thistle. The brick and the thistle. Looking back four years, when I bought the -8, the grease in the tailwheel steering had congealed and the steering pin was stuck in the retracted position. This meant that the -8 had no steering and no tailwheel centering. After this was found and fixed, the plane was a lot easier to land, but by then I was snakebit. Fifteen months after buying the -8, major surgery grounded me for six months. Just as I was recovering from that surgery, a buyer came along for the Cessna and the -9A appeared on the horizon. After a first flight after surgery with another CFI, I was well enough to give the Cessna buyer a checkout in the familiar airplane, and when the RV-9A got here, with a smorgasbord of avionics, I could at least fly it around the pattern. It was safe enough for solo, anyway, but I had to rebuild my flying skills and learn the new avionics. Once I was comfortable in the -9A, I was then ready to start flying the -8 again, knowing that I would be a better pilot for being able to fly both the brick and the

AND THE

thistle, if I flew them both well. The brick has bouncy landing gear, and wheel landings require concentration and coordination. I often land with a bit of power on touchdown so that there’s more time to ease in some forward stick after flaring as if the landing was going to be a three-point landing. With the tail up, the plane will weathervane, but with the tail down and full flaps, the wing still has lift to keep full weight off the wheels and there is some blanking of the rudder by the flaps. My choice is to land threepoint, no flaps, in crosswinds, but I don’t practice it enough. And when I’m in practice, I can do no-bounce wheel landings with the power off. Satisfying! The thistle lands like any nosewheel airplane, mostly. I haven’t got the hang of landing it really nose high, and once the mains touch, the nose tends to come down promptly. At least on my plane, there is less directional stability than with a steerable nosewheel because the nosewheel castors. In fact, my plane has less directional stability on the ground than other planes with castoring nosewheels. It’s not a problem, but if you don’t pay close attention, you’ll wander all over the runway like a student pilot. Embarrassing. Cross country is different, too. My first flight in the brick was a 300-mile jaunt, starting a three-day trip from California to Georgia. Navigation was a Garmin portable, mounted on the panel, but with XM weather. Most recently, that portable was removed for another portable to be mounted, but I broke the rules and removed the first one before the second one was ready to be installed.

Fleeing hurricane Irma, with the autopilot inoperative, the new GPS on the floor beside me and with all the accumulated stress of preparing the house, the brick was not fun to fly. When I discovered that the autopilot was working after all, the flying became much more relaxed and I had time to check the ADS-B weather and generally have a feel for how the flight was progressing. However, the destination airport had a eight knots, and I was tired. I didn’t land anywhere near where I wanted to along the runway, but I touched down reasonably gently on the centerline and kept it there. Encouraging. The thistle, on the other hand, has two Garmin G3X Touch screen, ADS-B in and out, a two-axis autopilot, and is IFR equipped. When I work it right, it’s really sweet, but there’s still boredom on a two hour GPS direct leg. Waiting for the system to tell me to switch fuel tanks is only marginally more exciting than watching paint dry. And sometimes the autopilot doesn’t do what I think it’s going to, and that can be real exciting. Sometimes it’s me, sometimes it’s an intermittent problem that I think I’ve identified. Neither plane is much good for flying in cumulus clouds, though. When you hit bumps, one wing will often drop quickly, and it can take attention to keep the plane level. The autopilot helps the RV-9A a lot, with altitude hold. The -8 has a single axis autopilot, but the electric elevator trim on the -8 is not speed sensitive and too fast to trim easily at cruise speed. Years ago, I knew a man whose fleet included a 1928 Monocoupe, a Harmon Rocket, and several other planes with

2017 NAS Jacksonville Air Show

Matt Younkin in his twin engine 1940 Beech 18. (Mike Heilman) Continued from Page 33 flew over the Mississippi three times. The bi-plane flew really well this year and we didn’t have any major issues or problems.” Tucker is planning on retiring from his is solo act after the 2018 air show season.

De Gennaro comments: “It’s going to be exciting, Sean is retiring as a solo performer next year. It’s going to be the last year for the bi-plane and it’s going to be a really special thing to see and we are going to do the same routine as we always have. That airplane (Challenger III) is going to the Smithsonian and we are pretty proud of it.” De Gennaro has been performing his own routine under the name Johnny D in the team’s Extra 300. He has been performing at the team’s 2017 shows and commented on his plans for 2018: “Sean is mentoring me in flying and getting into this whole thing. It is quite an interesting experience and it’s the best disciple flying you can do. It’s been a blast this year and

THISTLE

next year if I do my job right, I get to step down in altitude and I will add to the routine and have some fun.” National Aviation Hall of Fame inductee Patty Wagstaff performed a world class routine in her Extra 300 at the air show. 2015 Art Scholl Award winner Skip Stewart flew a power demonstration in his modified Pitts Special. Seven-time consecutive U.S. National Aerobatic Champion Rob Holland performed in his one of kind MXS-RH monoplane. 1994 International Aerobatic Club Champion Matt Champion performed a solo routine in his Extra 300LX and then flew a twoship performance with Rob Holland. Matt Younkin performed an aerobatic

December 2017

radically different hanEd dling characteristics. Wischmeyer And when I was an active CFI, giving dual in several different Cessnas and Pipers, I saw different handling characteristics. The brick and the thistle are good steps in this direction, but how many airplanes does a man need? Just one more.

•••••

The thistle now has ADS-B out, so I now get traffic uplinks. Mostly. At Savannah, for whatever reason, I don’t get uplinks of all the traffic that tower and approach are talking to. I don’t think it’s me, as some of the traffic is displayed, probably the air-to-air ADS-B. And then there’s the question of procedures. When ADS-B magically appears in your cockpit, how are folks supposed to know how to use it. “Traffic, 10 o’clock, four miles,” says approach. “Are you referring to 40V?” says I. “Yes,” says a very surprised approach controller. What’s the correct way to communicate? And having the traffic on ADS-B is a so-what to the controllers, they want to know when you have it visually. Makes sense to me, as it’s lots easier to avoid traffic visually than on a cockpit display. Now is it pronounced A-D-S-B, as I’ve always heard it, or ads-bee, as some say it. But it’s lots more fun to say, “I’ve got that traffic on the fish finder.” And my ADS-B rebate check came, enough to mostly cover the installation in the thistle. Sorry, only one rebate check per person, not per airplane.

routine in his twin-engine 1940 Beech 18 aircraft. Randy Ball flew his Vietnam era MIG-17F at the show. The MIG-17F can maintain up to 8Gs and Ball flies speeds up to almost 700 mph during his routine. Bob Carlton flew his SubSonex Mircojet during the show. The Microjet can reach speeds of 300 mph. 2013 EAA Warbirds of America Hall Fame inductee Lee Lauderback showed the Jacksonville crowd the capabilities of the TF-51 Mustang. The TF-51 Crazy Horse is a dual cockpit variant of the P-51 Mustang. The static displays for size of the Jacksonville show was lacking in numbers. There were a total of 22 on display. Continued on Page 43

TEXTRON AVIATION ANNOUNCES 2018 UNIVERSITY PARTNERS FOR TOP HAWK PROGRAM

December 2017

Textron Aviation Inc., on Nov. 16 announced it has selected the following universities for the 2018 Top Hawk program: Middle Tennessee State University, University of Dubuque, Lewis University, Embry-Riddle Aeronautical University - Prescott and California Aeronautical University. Each university will take delivery of a new, custom branded Cessna Skyhawk 172 to

Phil Nussbaum Continued from Page 41 few compromises to comfort or ease of control; modern light aircraft are full of compromises so that they are easier to fly and therefore easier to sell. I have no qualms with that because it helped build the small airplane business up in general. “A vivid example from my own life as to the excellent performance of the Beech occurred when I experienced a total engine failure shortly after take off. Number five connecting rod broke under the wrist pin. When the failure occurred, one of my passengers who was very familiar with the part of town we were over, agreed with me that a schoolyard almost directly below us, was the place to go. The wind was calm and with cockpit chores done quickly I was staring into a very tough and short landing. I decided to lose most of the altitude on what amount-

Jacksonville Air Show

Continued from Page 42

VP-30 had a P-3 and P-8 on display. A MQ-4C Triton Unmanned Aircraft System was also on static display. U.S Navy aircraft on display included F/A18C Hornet, E-2 Hawkeye and MH-60R Helicopter. Warbirds on display included the B-25, FG-1D Corsair, SBD-5 Dauntless and a P-63 Kingcobra. Naval Air Station Jacksonville was opened in 1940 and today is home to 20,000 active duty, reserves, APF Civilians and contractors. The show line ran East/West so the air show spectators had the sun to their back for the entire show. The air show lineup, layout of the show and perfect weather drew huge crowds for the two-day event. The show organizers estimated 300,000 spectators attended the free event.

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support flight training, university recruiting efforts and promotional activities throughout the year. “As the Top Hawk program enters its fourth year, we’re proud to build on a program that has allowed us to support general aviation and contribute to the enhancement of student pilot training with the renowned Skyhawk 172 platform,” said Doug May, vice president, Piston Aircraft.

“We are eager to begin collaborating with the universities selected for the 2018 Top Hawk program and continue to build relationships with the schools training the next generation of pilots.” Textron Aviation works with universities, training organizations and flight schools throughout the world, and the Top Hawk program plays a vital role in the initiative to support the advancement

ed to a base leg once I crossed the power lines. That way I could kill most of the altitude before going downfield. “Just before touchdown I had to make a right hand 90-degree turn to get lined up on the school’s backyard area. As I was threading my way between a baseball backstop fence and a corner of the school building and with the right wing tip a few feet from the ground, I snuck a peak at my airspeed indicator. It was reading zero. I finished rolling out of the turn and after touchdown slammed both brakes on and slid about 400 feet and came to a stop 80 feet from the perimeter fence. The Staggerwing has had my lifetime loyalty since that day. “Could other four-passenger planes have done that? Probably. Could other airplanes capable of the same speed and weight carrying ability, have done that?

Probably not. Performance, both slow and high speed have been the Staggerwing’s forte. Pilots were expected to have all the skills necessary back in the day. Mechanics as well. Walter Beech was not about to dumb down an airplane if it meant performance would suffer. “For our little part in the Staggerwing world, we consult on rebuilds and make kits that are part of our effort to safely modernize the airplane from an operational point of view and we have done the best we can, never allowing the mods to change the shape of the airplane or affect its original design criteria. We have more than 30 mods available and I hope our company legacy will be that we provided real benefits in parts and training. I have several aviation books published and hope to do a few more, before Redfish Lake in Idaho receives my ashes.”

of general aviation and modernization of aircraft training fleets. Garmin and Bose will be sponsoring the Top Hawk program again this year by providing several of their industry-leading products. Garmin will provide a G1000 NXi database subscription and a Garmin Pilot subscription, while Bose will provide two A20 Aviation Headsets for each Top Hawk aircraft.

(Photo courtesy Phil Nussbaum estate) Phil’s books about women in aviation, as well as a book about his father, are available on lulu.com under Phil Nussbaum. He was also featured on the pages of In Flight USA. We bid him blue skies!

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Hartzell Propeller has wrapped up its fourth year as the Propeller Technical Partner for the Red Bull Air Race Championship. As part of its partnership, Hartzell provided the Claw three-blade structural composite propeller's to all fourteen race teams competing in the Red Bull Air Race World Championship. The company also supplied governors, composite spinners and technical support for the 2017 Championship, which saw eight races in seven countries. Either Matt Van Voorhis or Alex Krauskopf, both Technical Representatives from Hartzell Product Support, attended each race providing technical expertise for propellers and governors to all of the race teams. In 2017, the Championship celebrated its diamond 75th race in Abu Dhabi, UAE, returned to Budapest, Hungary for the 11th time, saw a record breaking 850,000 spectators in Porto, Portugal as well as a debut race in Russia among other highlights. The Championship also touched down in the USA (for two races including the season finale in Indianapolis), Japan and Germany. “It is pretty amazing and impressive what these pilots are capable of and what they're doing. The level of skill and concentration required to race in a track at up to 199 knots is crazy,” Krauskopf says. “And the pilots are all great, great people. The teams are fantastic. It's a really unique and cool experience. I'm lucky that I've gotten to be a part of this for the past four years.” Van Voorhis echoed his comments, “This season was the most interesting season for me. The level of competition was even higher than in years past. There were consistently three or four pilots that were in competition for the top spot. The level of preparation and competition is unrivaled.” The Red Bull Air Race team transports Hartzell's spare propellers, carbon composite spinners and lightweight governors along with tools and a dynamic balancing machine on one of the two 747s that are used for logistics support, including raceplane transport between

December 2017

Hartzell Propeller co-sponsored Mike Goulian in the 2017 Red Bull Air Race Championship. (Photo by Joerg Mitter/Red Bull Content Pool/Hartzell Propeller) international races. The most common mechanical processes, according to Krauskopf and Van Voorhis, are repair, removal and replacement of props and then balancing the propellers for performance efficiency. The Claw competitive prop used by each team is an advanced structural composite propeller developed for aerobatic aircraft and raceplanes using Hartzell's proprietary technology. The result is a lot of muscle for the exceptional pilots that race in the Red Bull Air Race World Championship. The 2018 Red Bull Air Race Championship kicks off Feb. 2 in Abu Dhabi, United Arab Emirates. For more information on the Red Bull Air Race World Championship, visit www.redbull airrace.com. Celebrating its 100th year, Hartzell Propeller is the global leader in advanced technology aircraft propeller design and manufacturing for business, commercial and government customers. The company designs next generation propellers with innovative “blended airfoil” technology and manufactures them with revolutionary machining centers, robotics and custom resin transfer molding curing stations. With ASC-II composite technology, Hartzell delivers optimal performance, strength and durability with carbon fiber blades. Hartzell Propeller and its sister company, Hartzell Engine Technologies LLC, form the general aviation business unit of Tailwind Technologies Inc. For more info on Hartzell Propeller, go to www.hartzellprop.com.

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nother amazing race put on by Air Race 1, this time in Thailand; where 16 racers from all over the world met at U-Tapao Naval Air Base to continue the competition from the Reno Air Races in September for the World Championship. Jeff Zaltman has been putting on these races for several years now and believes this was the largest crowd to watch a Formula 1 Race â&#x20AC;&#x201C; ever. Estimates of more than 40,000 spectators have been quoted. We certainly donâ&#x20AC;&#x2122;t get 40,000 spectators for our early races at Reno! Tim Cone won and is now the Air Race 1 World Cup Champion. He had some hiccups earlier in the week, but in the Gold Final, he shot passed the competition. The Gold Podium included Justin Phillipson, No Strings Attached in Third Place and Philip Goforth of Texas in Knotty Girl in Second Place. Coneâ&#x20AC;&#x2122;s airplane, a highly modified Cassutt named What Airplane, Honey, was named when his wife only realizing he owned the plane when she saw him flying it on TV during the NBC Sports airing of the Reno Air Races. Nice try, Tim! Behind the leaders were 2015 Air Race 1 World Cup winner Thom Richard in Outrageous who settled for fourth place and Team Siam Air Racing

his first Thailand Race received a DNS.

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Dignitaries and Pilots at the Opening Ceremonies. (Naomi Dschaak)

Tim Cone Overtakes Phil Goforth for the Lead. (Naomi Dschaak)

Justin Phillipson in No Strings Attached (Naomi Dschaak) Hysteria flown by Bangkok-based Frenchman, Lionel Mougel finished fifth. Steve Temple in Quadnickel, Ryszard Zadow in Last Lap Player and Jerry Marshall rounded out the Gold Final.

More close racing action in Thailand. (Naomi Dschaak) â&#x20AC;&#x153;Thailand has been an awesome experience and we would love to come back.â&#x20AC;? Canadian Scott Holmes finished third in Outlaw, just ahead of Paul Newman in fourth and Kent Jackson in fifth. Trevor Jarvis finished sixth and Des Hart from Scotland, continued his difficult week, with a DNF. Steve Tumlin in

Silver Race

Earlier in the afternoon, Swaid Rahn flying Heatstroke was the winner of the Silver Final, finishing ahead of Chip Maples in Miss USA. Swaid led the entire race from start to finish. Afterwards he was quoted as saying,

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Discussion has started to have another Air Race 1 event in Ely, Nevada. We were lucky enough to stop by their local airport and discuss how the planning was coming along. While Ely is far from major cities, they do know how to put on a World Class event. They host the Silver State Classic and Nevada Open Road Challenge each year. For this event the entire town comes out to volunteer or to spectate. They are blessed with a beautiful airport â&#x20AC;&#x201C; with plenty of flat land for racing and pylons. Multiple runways give pilots lots of options. More on the Ely Race as we get closer. But, I believe 2018 will be a great year for Air Racing â&#x20AC;&#x201C; across the globe! Special thanks to Naomi Dschaak, who was lucky enough to go to Thailand and was kind enough to let us use her photos for this monthâ&#x20AC;&#x2122;s column!

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TEXAS TEACHER, STUDENTS PRAISE AOPA AVIATION CURRICULUM: MCKINNEY HIGH SCHOOL CLASS BUILT VAN’S AIRCRAFT RV-12 In Flight USA Celebrating 34 Years

By David Tulis, AOPA

cience, technology, engineering, and math (STEM) aviation concepts engaged McKinney High School ninth-graders in lively dialogue as they huddled in a Texas classroom to determine which turn-of-the-century aviation pioneer first attained powered flight – Orville and Wilbur Wright or Gustave Albin Whitehead. “I’m going with the Wright Brothers,” declared student Aryn Esmair, who considered but quickly dismissed Whitehead’s claim to have flown a body-shift-controlled steam-powered aircraft about 25 feet before it crashed into a Pittsburgh building in 1899. The banter between aviation teacher Nathan McAfee and his students was frank but informative as they discussed the pros and cons of a lesson associated with AOPA High School Aviation STEM curriculum. The students in McKinney, a Dallas suburb, were part of 29 high schools field testing the ninth-grade STEM lesson plans across the United States. McAfee, who attended the AOPA High School Aviation STEM Symposium, in Fort Worth, Texas, Nov. 6 and 7, said he was “very impressed” with the curriculum. He noted that students were engaged as they learned critical STEM skills that could lead some into an aviation or aerospace career. “I was energized by the symposium,” McAfee added, “and I’m excited about where our program is headed.” He explained that “flying is great but for every person flying there are probably 40 others who are helping to support them” in other aviation-related fields. Branna Barrows, a sophomore in McAfee’s class whose father flies a Cirrus, said she enjoyed the experience of learning aviation concepts in a fun and engaging manner. Other students were impressed with field trips to airports that included a nearby airshow. AOPA recognizes the importance of growing the pilot population and has put

several programs in place to ensure a robust future for aviators. The goal of AOPA’s You Can Fly High School Initiative is to help build and sustain aviation STEM programs and to provide a quality workforce to the aviation industry. Juniors and seniors participating in the public high school’s aviation academy meet in a hangar at McKinney National Airport rather than at the school so they can hammer, rivet, wire, and plumb aircraft during hands-on sessions that keep them tinkering well into the afternoon and on many weekends. A four-year preparatory program enables them to also study aviation history and careers, build and fly model aircraft, earn their student pilot certificate, and more. Pilot and mentor Chuck Wilson patiently explained to eleventh-graders how they could determine which side of a wing rib a rivet should be driven into. A Cessna 150 in desperate need of TLC provided the backdrop as six students gathered around the aluminum structures that would one day become airborne again. “We’re trying to just create a sense that these kids can do anything” they put their hearts into, explained the air transport pilot and experienced aircraft builder. “They don’t have to be pilots and they don’t have to be mechanics. The goal is to let them understand there’s no limits as to what they choose to do and it’s really rewarding to give them that chance.” He said McKinney students pursuing aviation have a “great opportunity” because they can train in the economical two-person Van’s Aircraft RV-12 that fellow students completed (under supervision) in 2016 and then flew to EAA AirVenture in Oshkosh, Wisconsin. “It’s fabulous [for training] and at very little cost to them.” The aircraft build was partly funded by the students themselves and was conducted with mentors from the Eagle’s Nest Projects. When a second aircraft currently under construction is complete,

the first RV-12 will be sold to continue funding the program. Students across the United States have built 17 Eagle’s Nest RV-12s with four more under construction, according to builder and mentor Phillip Campbell. Gabriel Hatton, a third-year student who “always kind of had a passion for math and science,” explained that he valued the school’s aviation program for teaching him a variety of skills that empowered him to pursue his dreams. “It told me that I can do almost anything I want to do if I put my mind into it.” He advised younger students interested in aviation to “stick with it because it will pay off.” Student Sean Rose also helped construct the blue-and-white RV-12, and he learned a lot about himself in the process – though he wasn’t too keen about certain parts of the fabrication process. Shaping the aircraft’s fiberglass pieces “during 10hour days when school wasn’t even in session made me all itchy and it was just awful.” The senior stuck with it, though, and realized that “nothing is impossible. As a high school student coming in and [hearing] people say that you are going to build an airplane, you kind of just think to yourself, ‘That’s not going to happen.’ But now looking at the finished product it’s just incredible to see what we could all come together and achieve.” Rose and classmate Bryan SoltysNiemann planned to continue their aviation dreams together. They have both applied to the same colleges with hopes of being roommates and helping each other pursue professional aviation careers. “In middle school, I decided that I wanted to become a pilot,” said SoltysNiemann, as he buffed the leading edge of the aircraft he helped build. “I had to take at least the first year [of aviation classes] to see how it’d go.” He ended up in the right seat of the RV-12 for the sixhour flight from Texas to Oshkosh, Wisconsin, and noted that the trip taught him a lot about real-world aviation. A key

December 2017

McKinney High School robotics teacher Nathan McAfee is helping test the AOPA High School Aviation STEM curriculum during classes in McKinney, Texas, Nov. 8. (David Tulis)

McKinney High School students Bryan Soltys-Niemann and Sean Rose clean a Van's Aircraft RV-12 they helped construct during an aviation class at McKinney National Airport in McKinney, Texas, Nov. 8. (David Tulis) takeaway was learning how to “prep ahead for the next airport and then decide on a go, no-go decision” because the next airport might not be in VFR conditions. Although there were setbacks and frustrations that could rattle any aircraft builder, Soltys-Niemann said participating in the high school aviation program was “definitely a one-of-a-kind experience and one of the best experiences you’ll ever have if you put your best effort into it.” He advised other high school students interested in learning about aviation to “just keep on trying and never give up.” The You Can Fly program and the Air Safety Institute are entirely funded by charitable donations to the AOPA Foundation, a 501(c)(3) organization. To be a part of the solution, visit www.aopafoundation.org/donate. To learn more about AOPA, visit aopa.org.

AOPA RELEASES 2018 BAHAMAS, CARIBBEAN GUIDES Redesigned, Comprehensive Pilot Guides Now Available

The Aircraft Owners and Pilots Association (AOPA) has released the redesigned AOPA Pilot Guides: Bahamas and Caribbean editions for 2018. The guides, on sale now, are a trusted source of flight planning information for the islands for more than 35 years. Featuring photographs of every airport in the islands (61 in the Bahamas and

88 in the Caribbean), the guides provide runway and navigation information, customs and immigration procedures, survival tips, and more. You’ll also be able to find hotel and recreation phone numbers, information about the local culture, the best way to get around on the islands, and what the food is like. Plus, read tips and sugges-

tions from other pilots about where to stay and fun things to do. “As a comprehensive resource for travelers and pilots alike, these guides make it easy to find everything you’d need to know about flying to the Bahamas and the Caribbean,” said AOPA Senior Vice President of Marketing Jiri Marousek. “AOPA spent the last year

making improvements, so the guides include even more information about airports as well as recommendations on places to eat, sleep, and play.” The guides can also be downloaded as an app on iTunes for under $40. On its website, AOPA also provides important links to forms necessary when Continued on Page 47

WORLD’S BEST AVIATOR SUNGLASSES GOING MAINSTREAM

December 2017

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When Jeff Herold, owner and CEO of Scheyden Eyewear, was learning to fly in 1998, he quickly realized there were not sunglasses made specifically for pilots. To a non-pilot, this might sound trivial but to a pilot, from the student to the military and everyone in between, this is ¬– more appropriately – was a huge problem. From the glare of the sun to comfort level, especially while wearing a headset, to functionality, sunglasses play an important role in piloting. Since he couldn’t find a solution to the problems of glare and comfort, Herold took things into his own hands and developed flip-up sunglasses with his owninvented spring loaded mechanism to hold the glasses firmly in place, whether up or down. The flip version allows for quick adjustments in changing light conditions often encountered during flight, Herold explains, “Many people tell me this is their dream version of aviation sunglasses.” Soon thereafter, Herold took the sunglass industry by storm with his traditional glasses. First off, he was determined to create a pair of sunglasses that not only looked good but felt good. “No one ever thinks about how a pair of glasses might feel under a headset. That’s what makes us different. Our glasses have to be functional and comfortable.” The temple (or arm as some call it) of the glasses has to create an environment that allows the headset to function properly. If the temple piece allows for noise to enter, the headset cannot function properly. Moreover, the pilot struggles to hear, which can lead to challenging and fatiguing conditions. Scheyden Eyewear offers slim temples for both comfort and functionality. Based on his own designs, Herold has his glasses manufactured in Japan, where leading research and manufacturing in

the eyewear industry takes place. The Japanese, he explains, invented polarization, for example, a key to functionality in glare reducing sunglasses. Making the most of that research and technology, Scheyden Eyewear features a CR39 ultra-clear polymer, along with mineral glass lenses, both of which offer the highest quality of clarity. While the sunglasses are not “safety glasses,” they do provide for the clearest vision possible by today’s standards. Not to compromise style for functionality, Herold brings these two characteristics together to provide “timeless” styles. “What you buy from us today is not only made from the finest materials on Earth, but will also be fashionable now and 10 years from now,” said the CEO. As a result of his efforts to create high-quality sunglasses that perform under headsets and helmets, along with timeless style, Herold is working on becoming a sunglass provider for the entire U.S. Air Force. “We had some USAF C-130 pilots try our glasses and they loved them. They said “these are the least fatiguing sunglasses we have ever worn.” They also said they liked how they looked,” noted Herold. The CEO is also planning on taking his line of sunglasses to the mainstream public. The company is currently expanding their brand through stores in the Southern California marketplace, near the company headquarters. Of course, the online store is readily available to all. “We’re excited to bring what was traditionally thought of as the ‘aviator’s sunglasses’ to the mainstream and introduce these amazing, high-quality sunglasses to the rest of the world,” said Herold. Continued on Page 49

AOPA Releases 2018 Guides Continued from Page 46 traveling to these tropical destinations. Download the arrival report, Bahamas Transire, cruising permit, and general declaration forms from the Bahamas and Caribbean guides page (www.aopa.org/gofly/destinations/international-trav-

el/bahamas-and-caribbean-pilots-guides). “The redesign of the guides is part of a broader AOPA effort to give pilots more content about fun and exciting places to fly,” Marousek said. “Expect more in 2018.” To learn more, visit AOPA’s website at www.aopa.org.

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PROPELLERS Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 5537767, (419) 447-4263. 2/08

OXYGEN SUPPLIES

Fly right, fly better & fly with Attitude. Large selection of rental aircraft. Attitude Aviation, Livermore, CA, (925) 456-2276, www.attitudeaviation.com. 11/16

SAILPLANES/SOARING Fast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318. 11/07

FLIGHT INSTRUCTION Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings. com, (602) 614-7994. 9309:TFN Aerobatics instruction and air shows. Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero. 7/15

SIMULATORS Full-Motion Sim Training. Aircraft Sim– ulator Training, Santa Rosa, CA, (707) 528-4359 or bertairsim@gmail.com. 4/17

PILOT POSITION WANTED SoCal pilot desires Turbine/Jet SIC time. Comm/Instru/Multi-Eng with SIC for Gulfstream G-IV. Many years of aircraft design/flight test/aerospace industry experience. Willing to travel as needed (and for repositioning). Contact Paul at (562) 714-6686 or ptglessner@ aol.com. 17400:12

AVIONICS Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County

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

One-stop center for maintenance & supplies for certified aircraft, plus 30 complete aircraft kits. Wicks Aircraft Supply, Highland, IL, www.wicksaircraft.com, (618) 654-7447, (800) 2219425. 2/17

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 Aviation Marketing/Copywriting Expert for your projects. A published former TWA captain/instructor. Bert Botta, (415) 320-9811, www.bertbotta.com. 1/16

Fly in for your Medical. Same day exams available. To schedule, call (407) 846-0854, www.STALLION51.com. 3/17

AVIATION RESOURCES Fly into the future with Wings Over Kansas. Voted one of the 500 Best McGraw-Hill Aviation Web Sites. Visit www.wingsoverkansas.com. 17100:11

HOMEBUILTS Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 3375111. 8/14

www.sportys.com

AVIATION CONSULTANTS 4720:TFN

Repair, Replace, Upgrade your oxygen equipment. Aviation Oxygen, since 1981, www.aviationoxygen.com. 8/17

AIRCRAFT PARTS Aircraft Parts for General Aviation. Special orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190.1/16 Start your GA aircraft with a dependable, long-lasting Concorde Battery. www.concordebattery.com, (626) 8131234. 8/17

MAINTENANCE/INSPECTIONS Inspections, maintenance, repairs & Modifications. FAA CRS #VUXROO7X. Aviation Maintenance Group, Chino, CA, (909) 606-6319. 10/17

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 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

DuraCharts — Best print quality, resistant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS. com. 8/14

“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

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 FINANCING Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN

OFFICE SPACE Lease Office Space at Business Jet Facility. Threshold Aviation Group, Chino, CA, (909) 606-6319. 12/17

HANGARS/TIEDOWNS Hangars for Rent Oakland, Calif., north side. Available January 2018. 3 exec 1, 3 exec 2 hangars. Reasonable rates. Steve, (650) 346-3705 171200:1

One-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 746-8273.1/15

Save hangar energy costs with LED Direct Replacement bulbs. Energy Solutions, (888) 539-0447, OEO.com. 2/17 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

HOMES/AIRPARKS The Valley Airport, Cotter, Ark. Homes & lots for sale. Contact Glennis Sharp, (870) 430-5088, gsharp520@gmail. com, www.thevalleyairport.com. 12/17

FBOs Northgate Aviation Chico Jet Center®

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

Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc.org.4/16

Tabooma Flyers. Nonprofit flying club on historic Pearson Field, Vancouver, WA, www.taboomaflyers.org. 4/16

AVIATION TRAVEL The original "Self-Fly Safari." Selfpiloted bush flying in Southern Africa. Hanks Aero Adventures, (518) 234-2841, www.SelfFlySafari.com. 7/15 Golden Age Air Tours of beautiful San Francisco Bay and Napa/Sonoma Wine Country. www.goldenageairtours.com, (707) 935-3690. 12/17

ART/VIDEOS/PHOTOGRAPHY

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

AIRCRAFT INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 5933030, (888) 723-3358. 10/06 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

BUSINESS OPPORTUNITIES #1 Largest Network of Aircraft Brokers in the United States Become an Aircraft Broker — Available in Your Area Start today with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares. Includes multi-million-dollar inventory from which to start selling. 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, seasoned pilot, flight instructor, student, or just want an affordable way to get back into the sky, join our new Inland Empire Flying Club — we make 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

Unique Merv Corning Print (atmospheric and nostalgic). "Ancient Warrior," signed and numbered, $400. rosemarypreissler@sbcglobal.net. 171202:1

Specializing in aviation photography. www.horizontalrain.com. 1/15

Denise Rae Donegan Photography. donnyraeproductions.blogspot.com, xome1111@gmail.com. 10/17 Last Man Club DVD, an all-American adventure featuring WWII Gulf Coast CAF B-17 Warbird. Available at www.thelastmanclub.com or www.amazon.com. 11/17

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. Call (650) 358-9908. 51108:TFN

Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com. 11/07

HELP WANTED 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

MUSEUMS Warbirds West Air Museum Gillespie Field, El Cajon, CA (858) 414-6258/www.wwam.org Planes of Fame Air Museum Chino, CA (909) 597-3722 www.planesoffame.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

World’s Best Aviator Sunglasses Going Mainstream Continued from Page 47 Scheyden, along with the classic flipups, offers four additional styles. The Fixed Gear (not retractable) is an ultra-light, incredibly strong, and comfortable pair of sunglasses. They boast a titanium frame, which is the strongest and lightest material available. The Hybrid Composite/metal is designed for those who love a wrap but desire headset comfort. They are equipped with triple barrel hinges, soft silicone nose pads, and hypoallergenic high nickel silver temples with cloisonné tips. The Composite Waylite is the only “Wayfarer” style frame that can be comfortably worn with a headset. A first of its kind, the Waylite is ideal for a wide range of faces, featuring some current fashion along with a comfort level that is perfect for long-time, long-distance flying. Lastly, there is the Dual RX, which are flip-ups but possibly the most unique in the

world. They are handmade one at a time and in small lots in Fukui, Japan. Though the sunglass lens portion carries Scheyden’s CR39 high-quality polymer lens, it is truly the frame that stands alone in its distinctiveness. Having a frame of such utility allows one to apply it as a simple flip-up sunglass or as a frame of several vision correction possibilities for those who may have complex requirements. Along with these precision, handcrafted sunglasses, Scheyden also offers watches and luggage lines that are nothing short of the highest quality and functionality for which the company has become known. For more information regarding Scheyden Precision Eyewear or to purchase products, visit the company website at www.scheyden.com or call 714/843-1975.

In Flight USA Celebrating 34 Years

December 2017

AD INDEX AAHS ..............................20

Corona AirVenture ..........44

Aircraft Specialties Services19

Dr. Susan Biegel, MD ....14

Aerozona Parts ................26

Aircraft Spruce, ........15, 36

Pacific Coast Avionics ....10

Hartwig,..............................3

Ghost Calendar ................12 Hiller Museum ............2, 37

AOPA ..........................7, 37

HME Watches..................21

Attitude Aviation ............51

Jorgenson Lawrence........50

Aviation Ins. Resources ..22 Aviation Oxygen..............36

Threshold Aviation ..........17

Eagle Aircraft ..................24

Alliance Int’l Aviation (AIA)6

Arizona Soaring ..............41

Mountain High Oxygen3, 37

Mike Smith Aviation ......45

Fear of Flying Clinic ......25

American Aircraft Sales..47

Sterling Air ......................13

Corona Aircraft Engines, 27

Airplanes USA A/C Sales....6

Airtronics ........................31

Lawyers for Men’s Rights..26

Pacific Oil Cooler..............9 Planes of Fame, Zero 20, 37

QREF Media....................18

Ranching USA ................24 R&M Steel ......................14

J.T. Evans ..........................4

Scheyden Eyeware 22, 49, 52

Kitfox ..............................11

Sky Dancer ......................44

Last Man Club ..........37, 38

Schweiss Bi-Fold Doors ..26 Stallion51 ..................28, 37

T.J.’s Aircraft Sales..........23

Tiffin Aire ........................43

Travel Aire ......................28

U.S. Sport Expo ..............39

USA Aircraft Brokers........9

Valley Airport ............16, 37

Vans Aircraft ....................24

Victory Girl......................20

Wisconsin Aviation..........37

Zanette Aircraft Ins .......... 5

“Still Specializing In First Time Buyers And Student Pilots Needs" Happy Holidays and Happy New Year!

CELEBRITY PITTS!! Excellent condition airshow Pitts. Built by the Aviat factory in 2001. 1,125 TT, engine has less than 20 hours on a Penn Yan Aero major overhaul and a Hartzell prop overhaul at the same time. STC’s Electronic Ignition System, six in one exhaust. Factory smoke system and an interchangeable single and two place canopy. CALL NOW!

JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT

Voted Best “After the Sale Customer Service” for 18 Years!

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 Cessna 172R $150 /hr.

Cessna 172RG Cutlass $160 /hr.

Cessna 172S Skyhawk $165 /hr.

Cessna 172SP Skyhawk $165 /hr.

Cessna 182S Skylane $200 /hr.

Cessna T182T $235 /hr.

Piper Turbo Saratoga $290 /hr.

Piper Seneca PA-34-200 $300 /hr.

Aircraft Rentals • Lessons • Hangarage • Maintenance • Leaseback Opportunities • Flat-Rate Management

Our Aircraft (Price includes fuel) CESSNA 172P SKYHAWK (N90558, 160HP, Garmin 530 GPS, IFR)..........................$145 CESSNA 172R (N411ES, 160HP, Garmin 650) ........................................$150 CESSNA 172SP SKYHAWK (N324SP, 180HP, Garmin 650, Autopilot, Leather)............$150 PIPER ARCHER II (N5525V, 1977, Garmin 750) ............................................$150 CESSNA 172P SKYHAWK (N13CB, 160HP, Aspen Glass, Garmin 750, Autopilot)..............$155 CITABRIA 7GCBC EXPLORER (N702BS, 2004, Garmin 430, Aerobatic, 150 HP) ............$155 CITABRIA 7GCAA ULTIMATE ADVENTURE (N349SA, 180 HP Only 1 of 8) ..........................................$160 CESSNA 172RG CUTLASS (N788KB, 180HP, Garmin 650, C.S. Prop) ........................$160 CESSNA 172S SKYHAWK (N2173Z, 180 HP, Garmin 650, 2 Axis autopilot) ....................$165 CESSNA 172S SKYHAWK (N35079, 180 HP, Garmin 650, 2 Axis autopilot) ....................$165

CESSNA 172SP SKYHAWK (N5203H, 180HP, Garmin 650, 2 Axis autopilot, HSI)..............$165 SUPER DECATHLON 8KCAB (N78GC, 2001,180HP) ....................................................$175 CESSNA 182S SKYLANE (N374TC, 230HP, Aspen, Autopilot) ..................................$200 CESSNA 182 (N35206, 2001, O2, GPS, Coupled 2 axis Autopilot) ..............$235 PITTS S-2C (N15TA) ........................................................$285 PIPER SARATOGA PA – 32R – 301T (N8403D, Garmin 750, All Glass Panel)............................$290 PIPER SENECA PA-34-200 (N5051T, Garmin 650, Multiengine Trainer!) ....................$300 PIPER TURBO AZTEC PA-23T-300 (N200DF, GPS, Stec 60-2, 6 Place, O2) ..........................$380 EXTRA 300 (N98TJ) ........................................................$385 CESSNA 414A (N4838A, 1978, Garmin 750, Fully Coupled Autopilot, AC ) ............$620 CESSNA 421C (N207FM, 1977, Garmin 750, Fully Coupled Autopilot, AC) ..........$800

Nobody offers this kind of selection of aircraft rentals anywhere CALL TO BOOK OR COME ON BY TODAY

925-456-2276 299 W. Jack London Blvd., South Hangars, Livermore

WWW.ATTITUDEAVIATION.COM INFO@ATTITUDEAVIATION.COM

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Experience what pilots around the world already know