In Flight USA May 2019

Ce l e b r a t i n g3 5Y e a r si nPu b l i c a t i o n

www. i n f l i g h t u s a . c o m

Ma y2 0 1 9

SKYSKOPES

. . . t heL eadi ngUASSer v i cePr ov i deri nt heI ndus t r y .

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W V L L

COLUMBIA

DIGGINS Tent Town - 1852.

A historical reenactment of our goldrush past!

0D D\ \ 10-4 P.M. For more in fo: www . parks.ca.gov/columbia

(209) 588-9128

Admission $ per adult Children under 12 at $ each

Calendar of Events

May 2019

www.inflightusa.com

3

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.

MAY

3—5 4

4—5

7 9 10 — 11 10 — 12

10 – 13 11

11 — 12 17 — 18 17 — 19 18

18 — 19

Q Temple, TX: Central Texas Airshow, times TBA, Draughon-Miller Airport, centraltexasairshow.com.

Q Manassas, VA: Open House & Airshow, 10 a.m. to 4 p.m., Manassas Regional Airport, manassasairshow.com. (Rain date 5/5.)

Q Dover, MD: AMC Museum 75th D-Day Anniversary, 9 a.m., Air Mobility Command Museum, Dover AFB, (302) 677-5938, amcmuseum.org.

Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com.

Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

Q San Marcos, TX: Go Wheels Up!, gates 10 a.m., San Marcos Regional Airport, (833) 2GOWHEELSUP, gowheelsup.live.

Q Chino, CA: Planes of Fame Air Show, 8 a.m. to 4 p.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

Q Biloxi, MS: “Thunder over the Sound,” Keesler AFB & Biloxi Air & Space Show, times TBA, (228) 377-2783, keesler.af.mil/airshow.

Q Fort Lauderdale, FL: Fort Lauderdale Air Show, 9 a.m., Fort Lauderdale Beach, (321) 395-3110, fortlauderdaleairshow.com.

Q Anchorage, AK: Great Alaska Aviation Gathering, Sat. 9 a.m./Sun. 10 a.m., Ted Stevens Anchorage Int’l. Airport, greatalaskaaviationgathering.org.

Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576.

Q Troy, OH: Aviation Lecture Series, doors 6:30 p.m., WACO Historical Society, (937) 335-9226, wacoairmuseum.org.

Q Frederick, MD: AOPA Fly-In, 8 a.m., Frederick Municipal Airport, aopa.org.

Q Lake Charles, LA: Chennault Int’l. Airshow, 9 a.m. to 5 p.m., Chennault Int’l. Airport, chennaultairshow.com.

Q Valdez, AK: May Day Fly-In & Air Show, time TBA, Valdez Pioneer Field, (907) 835-8244, valdezflyin.com.

Q Columbia, CA: West Coast Taylorcraft Rendezvous, all day, Columbia Airport, (209) 768-1258.

Q San Carlos, CA: Open Cockpit Day, 10 a.m. to 2 p.m., Hiller Museum, San Carlos Airport, (650) 654-0200, hiller.org.

Q Redding, CA: Historic Display Day/FAA Safety Seminar, 10 a.m. to noon, Benton Air Center , (530) 241-4204.

Q Paso Robles, CA: Estrella Warbirds, Wings & Wheels, 7 a.m. to 4 p.m., Paso Robles Municipal Airport, (805) 286-5566, ewarbirds.org.

Q Corsicana, TX: CAF Corsicana Airsho, gates 8:30 a.m., C. David Campbell Field, coyotesquadron.org.

Q Madera, CA: Gathering of Warbirds Fly-In. Details TBA. Q Baltimore, MD: JB Andrews Air Show, Andrews AFB, 9 a.m. to 5 p.m., (240) 428-6898, andrewsairshow.org.

Q Peru, IL: TBM Avenger Salute to Veterans, Illinois Valley Regional Airport, (815) 223-8441, tbmreunion.org.

Q Virginia Beach, VA: Warbirds over the Beach, airshow 1 p.m., Virginia Beach Airport, (757) 721-7767, militaryaviationmuseum.org.

Q Albuquerque, NM: Kirtland Air & Space Fiesta, Kirtland AFB. Q San Martin, CA: Aviation Day w/Hot Air Balloons, Vintage Aircraft & Cars, 8 a.m. to 2:30 p.m., Wings of History Museum, San Martin Airport, (408) 683-2290.

Q Salisbury, MD: SBY Wings & Wheels, gates 10 a.m., Salisbury Regional Airport, (410) 548-4827, flysbyairport.com.

Q Lancaster, OH: Fairfield County Airport 50th Anniversary, 8 a.m. to 3 p.m., (740) 652-7160, co.fairfield.oh.us.

Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641.

Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org.

Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404.

Q Chino, CA: Open Cockpit Day, 10 a.m. to 3 p.m., Yanks Air Museum, (909) 597-1735, www.yanksair.org.

Q Cape Girardeau, MO: Cape Girardeau Air Festival, gates 9 a.m., Cape Girardeau Regional Airport, (573) 334-6230, capegirardeauairfestival.com.

Q Redlands, CA: Hangar 24 Craft Brewery AirFest, gates Sat. noon/ Sun. 11 a.m., Redlands Municipal Airport, hangar24airfest.com.

Q Shreveport-Bossier City, LA: Defenders of Liberty Air Show/Open House, gates 9 a.m., Barksdale AFB, (318) 456-1015, barksdaleafbairshow.com.

Q Addison, TX: Warbirds over Addison, times TBA, Cavanaugh Flight Museum, Addison Airport, (972) 380-8800, cavflight.org.

Q Beaumont, TX: Southeast Texas Freedom Flight AirFest, Jack Brooks Regional Airport, www.southeasttexasairshow.com.

Q Santa Rosa, CA: Open Cockpit Day, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

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COVER STORY 4

H

UAS INNOVATIONS

By Annamarie Buonocore

ere at In Flight USA, we know that aviation has many applications. From saving the lives of the sick and injured to helping grow food on America’s farms, aviation has touched and impacted almost every American life.

Over the years, we have seen many changes. Today, we are seeing new aircraft, both manned and unmanned, that are once again changing life for people in many industries. The health of the environment affects all of us, so it is especially exciting when a drone or aircraft company decides to make such an important issue its mission. This month, In Flight USA had the benefit and honor of speaking with Matt Dunlevy, President and CEO of SkySkopes, a Grand Forks, N.D.-based company that is innovating new solutions for the energy industry through the use of unmanned aircraft.

SkySkopes is a professional UAS operator with a dedicated set of pilots who are adding value within the utilities and oil and gas sectors. Below, is a pilot’s story

In Flight USA Celebrating 35 Years

FOR THE

ENERGY INDUSTRY TAKE FLIGHT

of using flight to change the world.

First, we wanted to get a little bit of background of how Matt got started.

SkySkopes got started in 2014 because Matt caught the drone bug. He founded it because he saw that North Dakota, particularly Grand Forks, North Dakota, where he lived, was becoming world renowned for research in UAS and drones, but there was an abject lack of other commercial UAS flight operations there. With many new pilots coming out of the University of North Dakota and the local Air Force base that has a UAS mission, it seemed like the winds of opportunity were blowing in the direction of unmanned aircraft. So, having founded tech companies in the past, he jumped at the opportunity, and then he found out it was illegal to fly for business unless one had a 333 exemption. He and his company dove into it head first, hit their barriers, and then they applied for their exemption. Soon, they became the first company in North Dakota to be approved by the FAA to fly UAS. Next, we wanted to learn more about what SkySkopes does and their mission

and vision. Matt said, “It is our mission to provide innovative solutions to the energy sector with UAS. Fundamentally speaking, we are a professional UAS flight operations organization. Our vision is to become the most trusted drone service provider. We seek to prove UAS as a viable industry in our state and become one of the quintessential UAS flight operations in the country when it comes to advanced and complex missions.” Their vision is to move forward on the level of difficulty with advanced airframes, not necessarily the off-the-shelf volume Continued on Page 10 SkySkopes' CEO Matt Dunlevy photoed here with one of the many SkySkopes command vehicles and an unmanned aircraft equipped to fly LiDAR missions in the Bakken oil fields of western North Dakota.

(SkySkopes)

J.T. Evans

AIRCRAFT SALES, INC. Aircraft Specialist & Used Parts

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May 2019

TABLE Volume 35, Number 9

OF

CONTENTS

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

May 2019

ON THE COVER COVER STORY

UAS INNOVATIONS FOR THE ENERGY INDUSTRY TAKE FLIGHT Story by Annamarie Buonocore Photos Courtesy of SkySkopes Story Begins on Page 4

#E L E B R A T I N G

9 E A R S

I N

0U B L I C A T I O N

PHOTO FINISH

WWW I NF L I GHT US A COM

-AY

LONE STAR, RED STAR RPA FORMATION CLINIC 3+93+/0%3

T HE , EADI NG 5!3 3ER V I CE 0R OV I DER

I N T HE ) NDUS T R Y

Story and Photos by Nick Viggiano Story Begins on Page 47

Cover Photo Courtesy of SkySkopes

NEWS FAA Issus Policy for ADS-B Compliance..................................................8 Outreach Helps Bring Laser Strike Numbers Down ............................11 FAA Announces Aviation Development Program ................................14 D-Day Squadron Announces Kick-Off for North Atlantic Crossing ..20 Family Festival Coming to Akron-Fulton Airport, Aug. 17-18..............21 DART-550 Proves Its Capabilities During 1st Customer Demo Flights 24 Lt. Col. Dick Cole, Last Surviving Raider, Passes at Age 103 ............25 Former FAA Exec Director Baker To Receive NATA Award ................26 Jessy Panzer Joins Tucker As Team Oracle ..........................................28 NATA Award Celebrates Banyan’s Don Campion ................................38 Champions of Aviation: Inspiring the Next Generation

By Robert DeLaurentis ..........................................................................43 AOPA Fly-Ins Double Educational Programming

By Alyssa J. Cobb, AOPA ......................................................................44 Lee Lauderback, 10,000 and Counting in P-51 ......................................45 Where to Fly? Little River Inn, Mendocino ............................................46

FEATURES

COLUMNS

Editorial: Going the Way of Basic Med

By Ed Downs ..................................................................6

Flying Into Writing: A Whole Lot of Nothin’

By Eric McCarthy ............................................................17

Drone Rulemaking Should Follow Manned Aviation’s Approach

By Kirwan McHarry ..........................................................9

Flying with Faber: Sonoma County: A Geographic Wonderland

By Stuart J. Faber ............................................................29

A Chronicle of the Colorful History of Midwestern Aviation

By Mark Rhodes ............................................................13 Pacific Coast Dream Machines Draws Crowds

By Annamarie Buonocore ..............................................16

Homebuilder’s Workshop: Sun ‘n Fun Day 1

By Ed Wischmeyer ..........................................................40

Study Shows Accidents Less Likely With ADS-B In

By Mike Collins..............................................................18 Confessions of an A-6 Intruder Pilot (Part 1)

By Richard Crandall and Tyler Rogoway............................32 AERO Brings Out the Best in European Aviation

By Mike Taylor ..............................................................34

DEPARTMENTS

SafeLandings: What Would You Have Done ....................................................................................42

Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50

6

In Flight USA Celebrating 35 Years

BASIC MED

May 2019

Editorial By Ed Downs

2008 Aviat Husky A-1C

1974 Cessna T310Q

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5018 TTAF, 787 SFOH. Stored in dry San Jose and Sonoma Valley, CA for more than 4 decades. LASAR in Clear Lake, CA did the 2018 annual and other recent maintenance work, including a recent ADS-B upgrade. With a low time factory overhauled engine, custom wood grain instrument panel, and maintenance by one of the finest GA maintenance shops available, this plane needs nothing and is ready to fly to a new home............$39,900

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T

he third-class medical certificate has long been a point of controversy. Medical examinations as a required prerequisite for being a pilot were not in place when Orville and Wilber took the leap. Prior to the federalization of the national airspace system in 1938, aircraft certification and pilot training were handled at the State level, by random federal agencies and even the U.S. Postal Service. With the passage of the Civil Aeronautics Act of 1938, the Civil Aeronautics Administration was formed, predecessor to today’s FAA. Within the Civil Aeronautics Act were provisions for a government sponsored (and paid for) Civilian Pilot Training Program, the “CPTP.” This program was touted as being a reconstruction plan for civil aviation and community airports, a part of rebuilding our country during the Great Depression. In fact, CPTP was developed by non other than the General Henry H. (Hap) Arnold as a means of beginning a nation-wide pilot training effort in preparation for what turned into WWII. As an acknowledged military effort, rigid medical standards were set in place.

It is those standards that became the FAA medical system we have today.

There never was, or ever has been, any statistical data that indicates the FAA medical process now in play is either needed or does, in fact, improve safety.

But once a bureaucracy is in place, it is very likely it will never go away. Thus, the third class medical. The bottom line is that billions of dollars each year go to “a safety system” that has little purpose.

Now, let me be clear … good health and common-sense avoidance of bad lifestyle practices are certainly a paramount responsibility of all airman. Glider pilots (no medical required), sport pilots and ultra-light pilots have demonstrated conclusively that pilots without medical certificates are not raining down terror from the skies by suffering multiple physical anomalies.

The same can be said about driving cars. While one does occasionally hear of a medical crisis being a factor in an auto accident, the percentage of such occurrences is only a fraction of a percent when compared to other causes. It turns out that pilots are responsible folks that do not need the long arm of federal regulators to grip them by the throat and say, “don’t fly if you do not feel good.”

This writer started flying at the age of 14, going for my first third class physical

shortly after beginning a professional career that has thus far lasted some 63 years. Yes, at the tender age of just 14, I learned what it meant to “bend over and smile.” That was a shocker, maybe having something to do with “flying by the seat of your pants?” Back then, we even had to pull strings on a long table to line up sticks, theoretically checking that ever so import “depth perception.” Summing up the courage to ask the doctor (a stranger) why such indignities were needed, he replied, “because we are supposed to.” Yep, this kids first introduction to federal bureaucracy. Regrettably, it was not my last.

On three separate occasions, the bureaucracy challenged my medical wellness, all based on mis-diagnosis of standards that I met and exceeded. But the fact that the FAA doctors (bureaucrats) were wrong, had nothing to do with the thousands of dollars I spent to prove them wrong. This “now more mature” pilot needs only a third class to instruct but is concerned that the FAA’s bias against aging pilots would possibly complicate further FAA medical exams.

About two years ago the cavalry came to the aid of folks who want to make sure they are healthy but would rather consult with a personal physician versus a government bureaucrat. That cavalry was headed up by Oklahoma’s Senator Jim Inhofe, a true flying enthusiast and author of the Piot’s Bill of Rights 2.

In addition to resolving some technical issues with the first Pilots Bill of Right legislation, the second effort sought to do away with 3rd class medical, making flying as a private pilot like flying as a sport pilot, no FAA medical required. It was made clear to the authors of the new Bill that there was no way legislation would be signed by the Executive branch in service at that time if it resulted in a reduction in the size of a federal bureaucracy.

So, Basic Med was created. Basic Med essentially does away with the 3rd class medical certificate, but retains a bureaucracy required to administer the 3rd class medical program. Therefore, some of the features of Basic Med seem a bit funky, but it is working!

This writer just opted to “go Basic Med.” The process is simple, but meaningful. It is not my intent to cover all the details, but simply to share the experience. Details about the program may be found by simply watching for “Basic Med” to pop up on the “Hot Topics” box at www.faasafety.gov. This link provides Continued on Page 22

May 2019

www.inflightusa.com

7

Calendar of Events Continued from Page 3

18 — 19 19 25

25 — 26

25 — 27 30

JUNE

1

1—2

4 6 7—8 7—9 8 8—9

12 13 — 15 14 — 15 15

15 — 16

16

Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236.

Q San Diego, CA: Historic Aircraft Display, noon to 2 p.m., Montgomery Field, (619) 301-2530.

Q Waukesha, WI: CAF Gathering of Warbirds, Waukesha County Airport, cafwi.org.

Q Spring, TX: Gill Aviation Open House, tours 10 a.m. to 4 p.m., David Wayne Hooks Memorial Airport, b17texasraiders.org. Flights: (855-359-2217.

Q Wantagh, NY: Bethpage Air Show, 10 a.m. to 3 p.m., Jones Beach State Park, bethpageairshow.com.

Q Jefferson City, MO: Salute to Veterans Air Show, 9 a.m. to 4 p.m., Jefferson City Memorial Airport, salute.org.

Q Latrobe, PA: Westmoreland County Air Show, gates 7:30 a.m., Arnold Palmer Regional Airport, (724) 539-8100, palmerairport.com.

Q Miami Beach, FL: Air & Sea Show, 10 a.m. to 6 p.m., South Beach, usasalute.com.

Q Chesterfield, MO: CAF Wings over St. Louis, 10 a.m. to 5 p.m., 18260 Edison Ave. airfield, cafmo.org, (636) 250-4515.

Q Colorado Springs, CO: USAFA Graduation: Thunderbirds Display, gates 7 a.m., Falcon Stadium, U.S. Air Force Academy, usafa.edu.

Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

Q San Carlos, CA: Hiller Museum’s Biggest Little Air Show, 10 a.m. to 1 p.m., San Carlos Airport, (650) 654-0200, hiller.org.

Q West Milford, NJ: Greenwood Lake Airshow, gates Sat. 2 p.m./Sun. 10 a.m., Greenwood Lake Airport, (973) 728-7721, greenwoodlakeairshow.com.

Q Bolingbrook, IL: Cavalcade of Planes, 10 a.m. to 4 p.m., Crow Int’l.

Airport, (630) 378-0478, cavalcadeofplanes.com.

Q Oklahoma City, OK: Tinker AFB Star Spangled Salute, gates 8 a.m., (405) 739-2025.

Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com.

Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576.

Q Bedford, VA: D-Day 75th Anniversary Aerial Tribute, 10 a.m., National D-Day Memorial, dday.org. (Other ceremonies June 4-9.)

Q Woods Cross, UT: Skypark Aviation Festival & Expo, Fri. 3 p.m/ Sat. 9 a.m., Skypark Airport, (801) 295-3877, skyparkutah.com.

Q Reading, PA: Mid-Atlantic WWII Weekend “A Gathering of Warbirds,” gates 8:30 a.m., Reading Regional Airport, (610) 372-7333, maam.org.

Q Redding, CA: Historic Display Day/FAA Safety Seminar, 10 a.m. to noon, Benton Air Center , (530) 241-4204.

Q Fort Wayne, IN: Fort Wayne Air Show-ANG 122nd FW Open House, gates 8 a.m., Fort Wayne ANGB, fwairshow.com.

Q Smyrna, TN: The Great Tennessee Air Show, gates 8 a.m., Smyrna Airport, (615) 549-6530, greattennesseeairshow.com.

Q Val-d’Or, Quebec: Spectacle Aérien, Aéroport régional de Val-d’Or, spectacleaerienvaldor.com.

Q Indiana, PA: Jimmy Stewart Airshow, doors 8 a.m., Jimmy Stewart Airport, (724) 463-3883, jimmystewartairport.com.

Q North Bay, Ontario: North Bay Armed Forces Day, North Bay Waterfront, armedforcesday.ca.

Q Ely, NV: Ely Air Races/Airshow, gates 9 a.m., Yelland Field, (775) 2893720, elynevada.net.

Q Moses Lake, WA: Moses Lake Air Show, gates 10 a.m., Grant County Int’l. Airport, moseslakeairshow.com.

Q Chino, CA: Open Cockpit Day, 10 a.m. to 3 p.m., Yanks Air Museum, (909) 597-1735, www.yanksair.org.

Q Virginia Beach, VA: Military Aviation Museum Flying Proms, Virginia Beach Airport, (757) 721-7767, militaryaviationmuseum.org.

Q Bethel, PA: Golden Age Air Museum Flying Circus Airshow, gates 10 a.m., Grimes Airfield, (717) 933-9566, goldenageair.org.

Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641.

Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org.

Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404.

Q Mankato, MN: Minnesota Air Spectacular, gates 9 a.m., Mankato Regional Airport, (507) 389-3000, mnairspectacular.com.

Q Ocean City, MD: OC Air Show, 9 a.m., Ocean City Boardwalk, (877) 722-2927, ocairshow.com.

Q Gaylord MI: Wings over Northern Michigan Airshow, gates 10 a.m., Gaylord Regional Airport, (989) 732-4218, wingsovernorthernmichigan.org.

Q Knob Noster, MO: Wings over Whiteman, gates 9 a.m., Whiteman AFB, whiteman.af.mil.

Q Santa Rosa, CA: Open Cockpit Day, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236.

Q Oakland, CA: Open Cockpit Day, noon, Oakland Aviation Museum, (510) 638-7100, oaklandaviationmuseum.org.

TWO DAYS TO EXPERIENCE, LEARN, AND EXPLORE ALL THINGS AVIATION. Exhibit Hall // Aircraft Display Free Educational Seminars Paid Ground School Workshops Friday Flightline Cookout // Excursions Fly-Outs // Night Drone Show // and more!

FREDERICK, MD | MAY 10-11, 2019 LIVERMORE, CA | JUNE 21-22, 2019 TULLAHOMA, TN | SEPT 13-14, 2019

LEARN MORE AT AOPA.ORG/FLY-INS

8

THE FIRST RULE

L

By Mark Baker

OF FLIGHT

CLUB – YOU DO TALK ABOUT FLIGHT CLUB

In Flight USA Celebrating 35 Years

May 2019

ike Many New Pilots, I learned to fly in an old reliable a Cessna 150.

And it’s true, you never forget your first love. But after getting my certificate, I needed to upgrade to a four-seat piston. Tailwinds Flying Club in Lake Elmo, Minn., took me in, and that’s where I got my first taste of shared ownership. I had to share that piston-single with other pilots in a crowded hangar, but nonetheless, sharing her gave me some of the greatest flying times of my life.

You see, in the mid-1980s, I couldn’t afford my own airplan - but I could afford a piece of one. And whether that piece was the fuselage, wings, strut, or propeller, it was all mine, and I couldn’t be more grate-

ful for it. In many ways, that first flying club taught me some valuable lessons and gave me more than experience with shared ownership; it gave me barbecue buddies and lifelong friends.

If you’re new to flying, you may be struggling with what to do and where to go once you receive your certificate.

Flying clubs are a great chance to begin your aviation adventure. Clubs often organize weekend fly-outs and getaways to grassy airstrips and fun destinations.

And few things in life are as satisfying as venturing to a new place, camping under the wing of your aircraft, and swapping flying stories with pilots from different backgrounds.

AOPA leads by example to showcase the fun and camaraderie of shared aircraft ownership through its Flying

Clubs initiative—a key component in the You Can Fly program that helps get people flying and keeps them flying. Our ambassadors, equipped with their yellow Cessna 152s and 172s, travel around to set up meetings, help start flying clubs, and conduct seminars. These are fully refurbished older aircraft that serve as examples of an inexpensive and capable means of recreational flying.

AOPA Flying Clubs seminars, “Maximum Fun, Minimum Cost,” introduce pilots to the benefits and operations of starting and running flying clubs. We recently celebrated an incredible milestone at Sun ’n Fun when we recognized the 100th flying club started since the program’s inception in 2015.

AOPA’s flying clubs initiative also has free resources for those searching for

local clubs, including the Flying Club Finder. Enter your zip code or airport ID to find nearby clubs; we have almost 1,500 clubs in our database.

The opportunities that come with being a part of a club are endless. But if you just can’t put down the classified section of Trade-A-Plane or In Flight USA, or are seven pages deep in Barnstormers.com, solo ownership is always an option.

Today, I’m fortunate enough to have my own airplane, but I still think back to my early days in that club, and I’ll never forget the memories I made and the great flying times we had. It opened so many doors for me, and it can for you, too. As always, AOPA is there to lend a helping hand, and welcome you to the club.

The Federal Aviation Administration (FAA) announced in the Federal Register its policy for issuing air traffic control (ATC) authorizations to persons seeking to operate aircraft that are not equipped with Automatic Dependent SurveillanceBroadcast (ADS-B) Out equipment in ADS-B airspace after Jan. 1, 2020.

The policy statement merely implements a provision in the 2010 rule regarding ATC authorizations and does not create any new requirement or burden on operators.

The ADS-B Out final rule issued in 2010 requires aircraft flying in certain controlled airspace to be equipped with ADS-B avionics that meet the prescribed performance standards after Jan. 1, 2020.

In issuing the rule, the agency recog-

nized that operators who do not routinely operate in the specified airspace might need to do so on rare occasions. ATC authorizations to deviate from the equipage requirement were established in the regulation to address these instances.

These per-operation authorizations are not intended to support routine operations of non-equipped aircraft in airspace covered by the rule. The FAA noted in the final rule that authorizations would be considered on a case-by-case basis and might not be granted in all instances. The FAA anticipates that operators who routinely fly in airspace covered by the ADS-B rule are taking the necessary steps to equip in order to ensure there is no disruption to their operations.

The FAA does not plan to grant

authorization requests for routine flights from scheduled operators seeking to fly non-equipped aircraft in rule airspace.

Operators who want to fly in airspace covered by the rule but are not equipped with ADS-B Out avionics must request and obtain preflight authorization. The request must be made at least one hour before the proposed operation.

An operator who flies a non-equipped aircraft in ADS-B airspace without obtaining a preflight authorization will be presumed in violation of the regulations.

The agency will not issue in-flight authorizations to operators of nonequipped aircraft, and ATC facilities will not accept requests for authorizations by telephone. An ATC clearance does not constitute an authorization.

If an authorization request is not approved prior to departure, the operator should assume the authorization is denied.

It is highly unlikely that authorizations will be approved for airspace at busy airports where capacity is constrained. Others reasons for which authorizations may not be granted include workload, runway configurations, air traffic flows and weather conditions.

For more information on ADS-B, visit: https://www.faa.gov/nextgen/pro grams/adsb/.

For information on the FAA’s ADSB rebate program for general aviation, visit: https://www.faa.gov/nextgen/equip adsb/rebate/.

EAA is seeking clarification on an operating limitation assigned to many homebuilts in the past several years concerning manufacturer-assigned life limitations on component parts.

Around five years ago during a significant revision to Order 8130.2, the document that sets forth operating limitations for experimental aircraft, EAA worked with the FAA to create flexible inspection programs for large and/or turbine experimental aircraft.

These aircraft make use of precisely

manufactured equipment that often requires limitations on service life and careful inspection, and the new guidance allowed operators to develop inspection programs that allowed operators of jet warbirds and other high-performance experimental aircraft to extend the service life of certain components. In lieu of an alternative program, the FAA requires operators to respect these service limitations.

Unfortunately, the current draft of the order does not clearly specify that this limitation (Limitation 20) is intended to

only apply to large and/or turbine aircraft, and many recently built homebuilts have this limitation. Under a strict interpretation, this means that affected aircraft are now bound by life limits such as manufacturers’ TBOs, even though most other personal GA aircraft are not.

The wording in the limitation makes multiple references to a “program,” which is likely the aforementioned required inspection program for certain rare experimentals. This is further evidenced by a repeat of this language elsewhere in Order

8130.2J in a section that explicitly discusses such programs. Most homebuilts do not have an inspection program requirement beyond the standard condition inspection (usually annually).

EAA is investigating to ensure this wording is a simple discrepancy that will not impact members, and is working to correct the wording in the next revision of the order. EAA will release updates to their investigation on their website, www.eaa.org, when information is available.

AOPA President and CEO

FAA ISSUES POLICY

FOR

EAA SEEKS CLARIFICATION

ADS-B COMPLIANCE

ON

OPERATING LIMITATION

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DRONE RULEMAKING SHOULD FOLLOW MANNED AVIATION'S APPROACH

May 2019

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By Kirwan McHarry

rones bring fun to recreational flyers, make work more efficient, and help save lives. They are increasingly a part of our airspace. Based on registration data, the FAA forecast a compound annual growth rate for hobbyist drones of around 40 percent, reaching more than 2.4 million units by 2022. For commercial and civil government drones, the FAA predicts more than 450,000 units by then.

Last October, in the FAA Reauthorization Act of 2018, Congress recognized drones’ “tremendous potential… to spur economic growth.” It instructed the FAA to create rules to allow drone flight beyond visual line of sight, over people, and at night.

Six months later, the rulemaking process is well underway. Some of the proposed rules are common sense, but others seem barely a half step ahead of the red-flag laws of more than a century ago, when someone had to walk in front of a moving automobile to warn oncoming people and horses.

Two of them are particularly troubling.

The proposed rule for flight over people requires drones be certified to not cause injuries above a threshold that is unrealistically low. It requires drones weighing more than .55 pounds (250 gr.) to not cause an injury any more severe than the impact of 11 ft. pounds of kinetic energy (very roughly, one-third the force of being struck by a primitive arrow). The 11 ft. pounds number was arrived at not through crash dummy testing as done for automobiles but from ballistic missile testing and Cold War modeling of nuclear blasts.

Unlike the risk analyses used in manned aviation, this proposed rule does not factor in the probability and nature of an impact. In addition, it does not take into account drones’ relatively high mean time before failure and does not consider the safety benefits from overflight operations.

This approach is a stark contrast to the quantitative modeling and risk mitigations developed by the General Aviation Joint Steering Committee and Commercial Aviation Safety Team, which have contributed greatly to safety in manned aviation.

Another proposed rule covers safe and secure operations, purporting to address national security concerns. It has some of these same flaws, in, for example, declaring a need for performance limitations for drones without any evidence of a security threat.

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Become An Aircraft Broker Instead, this proposed rule provides an unrealistic assessment of drone capabilities as justification, noting that drones can be capable of speeds in excess of 150 knots and climb rates in excess of 6,000 FPM. Left unsaid is while some large unmanned aircraft have these capabilities, they are not in widespread use.

Part 107 rules for commercial operations already set altitude and speed limits for drone flight (400 ft. AGL and 87 knots).

To the extent that bad actors might violate the existing rules, there is no indication additional restrictions would stop them.

The FAA has said it will release a proposed rule for Remote ID this July.

Knowing where every drone is during flight is a high priority. One of the main enablers of this–a standard for drone serial numbers–fell into place recently with its adoption by key stakeholders.

Many believe the long-awaited Remote ID standard will be the holy grail of routine commercial drone operations: flight beyond visual line of sight.

Whether or not that’s the case, regulations that are based on the proven methodologies of manned flight are better than those that are not.

Kirwan McHarry is Vice President, Strategy, at Drones by US. She is a member of the Unmanned Aircraft Safety Team, an industry-government partnership committed to ensuring safe operations of unmanned aircraft systems, and the Consumer Technology Association’s Drone Standards Working Group, where she co-wrote an ANSI-certified standard for drone serial numbers adopted by the International Civil Aviation Organization for the European Union and by the ASTM in the U.S. The opinions expressed here are her own.

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May 2019

Cover Story: UAS Innovations Continued from Page 4 models. That’s because they pride themselves and take extremely seriously the continuing education their pilots receive after University of North Dakota’s UAS degree program.

Through all of this, Matt and SkySkopes have formed a great partnership with the University of North Dakota.

He has taught UAS classes at the university such as UAS in business and UAS in engineering design and applications. He also teaches UAS ethics, all at the University of North Dakota, so he has explored UAS technology from every viewpoint and in many different disciplines. Matt is also currently on the board at UND’s Research Institute for Autonomous Systems.

Being that North Dakota is a small state, we asked if Matt had offices elsewhere, and we learned that they are clearly making an impact throughout the country. He said, “we have several brick and mortar offices in multiple states and are continuing to expand nationwide.”

SkySkopes is also partnered with Kansas State University, and has gone through training and certification programs at Embry-Riddle Aeronautical University.

SkySkopes has done work all across the United States with different utilities.

Duke Energy was one, for example, where they proved out a concept called UAS line stringing where their state-ofthe-art drones, instead of manned helicopters, connect conductor lead lines from tower to tower. They have worked with many utilities across the U.S. to bring new aerial data collection methods to the forefront with LiDAR. Right now, SkySkopes is a team of dozens of full time emploees and an inventory of numerous cutting-edge LiDAR systems.

When asked about how this operation was funded, Matt said that they have strategic partners, but at the beginning, he funded this on his own with some state grants. Matt emphasized that the state of North Dakota is very entrepreneur friendly. The Department of Commerce as well as the many private entities that are around, like the local economic development corporations in Minot, N.D. and Grand Forks, ND were very helpful.

Their main North Dakota office is in Grand Forks, but their largest office is in Minot. They have many great resources there, like the Magic Fund. “We couldn’t sing the praises of the Minot Area Economic Development Corporation highly enough. Because of them, we have been able to build SkySkopes into the growing UAS powerhouse that it is,” said Matt. They have successfully raised venture capital as well, but right now, they

A SkySkopes pilot inspects the data and command links at a ground station before flying a drone with a LiDAR system to survey tank batteries on a well site in North Dakota’s Bakken formation.

(Courtesy SkySkopes)

are happy where they are, and for the time being they are not looking to raise any further dollars.

When asked who their clients are, Matt said, “Mainly utilities and oil companies. We are the pilots. We speak the language of UAS, insure, specialize, and provide standards and data uniformity so that our clients don’t have to. We attend to every facet of the UAS value stream, from component integration to flying to data processing, but we also have extremely important partners that help us on the data side. These partners are able to process a lot of data. We are often the people manufacturers want to have their drones in the hands of. We are very good at making new generations of aircraft, in my opinion, operational and highly functional.” Their clients consist of end users and other organizations that need a drone operator to go out and collect environmental data. This keeps them busy with there being such a large need for environmental missions.

Next, we wanted to know what kind of drones they used. SkySkopes uses some DJI Aircraft. They also use aircraft from a company called Free Fly. Sense Fly is another one. Another aircraft they use is the MMCA6, and there is another company called Altus Intelligence that makes a great single-rotor-style aircraft, which they see is on the cutting edge, so they acquired that as well. This leaves them with a large variety to choose from, and they can assure their clients that they use nothing but the top of the line and the very best that current commercial UAS technology has to offer.

Recently, SkySkopes formed quite the partnership with NASA and their FAA test centers. Matt said, “We are absolutely honored to be partnered with NASA at the Northern Plains Test Site.

We see the test site system as the place where people can potentially find some of the premier UAS expertise in the country if not in the world. Our test site in Continued on Page 12

May 2019

OUTREACH HELPS BRING LASER STRIKE NUMBERS DOWN

Heightened public awareness of the serious safety risk posed by lasers reduced the total number of laser strikes for the second consecutive year, according to the Federal Aviation Administration (FAA).

The FAA reported 5,663 laser incidents in 2018, down from 6,754 in 2017 and 7,398 in 2016. However, the substantial number of reported incidents clearly show that laser strikes on aircraft remain a serious threat to aviation safety.

Aiming a laser at an aircraft creates a serious safety risk that violates federal law. High-powered lasers can completely incapacitate pilots flying aircraft that often carry hundreds of passengers.

The FAA and law enforcement agencies are working hard to increase public awareness of the dangers posed by lasers. However, the substantial number of reported incidents clearly show that laser strikes on aircraft remain a serious threat to aviation safety.

The FAA works closely with federal, state and local law enforcement agencies to pursue civil and criminal penalties against individuals who purposely aim a

www.inflightusa.com

laser at an aircraft.

The agency takes enforcement action against those who violate Federal Aviation Regulations by shining lasers at aircraft, imposing civil penalties of up to $11,000 per violation. Civil penalties of up to $30,800 have been imposed by the FAA against individuals for multiple laser incidents.

The substantial number of reports is due to a number of factors. This includes: • Greater awareness by pilots to report laser incidents, due in large part to the FAA’s extensive outreach program • The availability of inexpensive laser devices • Stronger power levels that enable lasers to hit aircraft at higher altitudes • Green lasers, which are more visible to the human eye than red lasers The FAA’s guidance for agency investigators and attorneys stresses that laser violations should not be addressed through warning notices or counseling.

The agency seeks moderately high civil penalties for inadvertent violations, but maximum penalties for deliberate violations. Violators who are pilots or

mechanics face revocation of their FAA certificate, as well as civil penalties.

Some cities and states have laws making it illegal to shine lasers at aircraft and, in many cases, people can face federal charges. Federal, state and local prosecutors have sentenced laser violators to jail time, community service, pro-

A

11

bation and additional financial penalties for court costs and restitution.

The FAA strongly encourages people to report laser incidents, whether they are pilots, air traffic controllers, or members of the public

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 .................................... Paul T. Glessner, Nicholas A. Veronico, Sagar Pathak Staff Contributors ..............................................S. Mark Rhodes, Larry Nazimek, Joe Gonzales Columnists ..................Stuart Faber, Eric McCarthy, Ed Wischmeyer, Marilyn Dash, Ed Downs Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280

In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing.

In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher.

In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

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Cover Story: UAS Innovations

Continued from Page 10 North Dakota, the Northern Plains UAS Test Site, is world renowned for beyond visual line of sight permissions for research purposes such as with NASA.” SkySkopes’ pilots are some of the people that come to mind when NASA is asking to work with operators. They have worked with the test site with a few missions now. They have never had anything but the greatest respect for them and the professional operations that they have always conducted. Matt said, “We have always had extremely successful missions with them, and because of the partnership with them, these organizations go to these test sites.” NASA definitely looks to Northern Plains Test Site to answer many UAS questions that they have. It is a trusted go-to source.

“The stakes are high,” Matt said. “I am proud of NASA and the test site for taking up the responsibility of unmanned traffic management and integration into the national airspace. We need these things to be ready to go soon in order to keep our skies safe. We need an infrastructure in the sky that is a functional UTM system and that guarantees as much safety as possible when talking about desegregating manned from unmanned and the unmanned from themselves.” Being partnered with NASA is one more level of credibility for SkySkopes. With such a fledging industry such as UAS, they take every step that they can to do pilots justice in the meantime before UTM and beyond-visualline-of-sight type permissions are out there. The partnership works well and they are able to prove that these concepts are possible. Through the partnership they have flown at higher altitudes than are normally permitted. With NASA and the test site, they can fly their aircraft the way that they are meant to be flown, both commercially and for research purposes.

“I could not be happier to be partnered with NASA and the Northern Plains Test Site. It has been a fantastic experience, and I hope we are able to keep it going as UTM needs it,” said Matt.

As many know, there are some legal challenges with drones integrating into the national airspace. There is lots of talk about air traffic control and privatization.

We asked Matt what his thoughts were on these issues.

“How does it affect us? It hurts because we have aircraft that can fly beyond visual line of sight right now but we’re not allowed to execute missions that way yet. We have pilots who are itching to do it. I do not fault the FAA for this because we have the best airspace system

SkySkopes' Chief Operations Officer Cory Vinger flies an unmanned aircraft and sensor package for survey work in the transportation industry. Multirotors such as the one pictured here are essential to flight operations in the current regulatory environment due to their VTOL (vertical takeoff and landing) capabilities.

(Courtesy SkySkopes) in the world here in the United States. We have the safest skies, so granting permissions before they are ready could be disastrous. We understand the need for the pragmatism and not the ready-fire-aim mentality. It certainly affects us because we are not able to generate the revenues that we could be while these regulations stand,” said Matt went on to explain how regulations can be difficult, but it is good to know that SkySkopes and other drone operators are on the same page with the FAA and want to put safety first.

He also went onto clarify what beyond visual line of sight meant. It simply means leaving the naked-eye capability of the pilot in command who is stationed on the ground or in a moving vehicle while the aircraft is flying. One can argue that there are unmanned spacecraft that go into space, and those are definitely beyond visual line of sight. They are primarily flown by government agencies for research purposes. Even with SpaceX, they are not going into space yet. They are still in the research phase.

They could not do what they are doing without a partnership with an organization such as NASA or another public entity. With the development of the UAS technology, visiting space more frequently might just be possible.

Matt continued with how beyond visual line of sight affects his operations.“That is how it affects us. We need beyond visual line of sight, and we need to be able to operate over people, because these missions will stimulate the American economy. The future of that is just around the corner. As I applaud NASA for their efforts to bring the new permissions, I simultaneously applaud the FAA and the Department of Transportation.”

The Integration Pilot Program has Continued on Page 14

May 2019

THE UNIVERSITY

OF

MINNESOTA PRESS

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A CHRONICLE OF THE COLORFUL HISTORY OF MIDWESTERN AVIATION ON AMERICAN LIFE AND CULTURE

W

By Mark Rhodes

hen the history of U.S. aviation is chronicled much attention is spent recounting the East Coast where New York, particularly Long Island, figured prominently in the early years of aviation, most notably, being the starting point for Charles Lindbergh’s historic transatlantic flight. The West Coast also has figured prominently in aviation lore with its history of aerospace engineering, colorful pioneering characters like Howard Hughes as well as test pilot deities such as Chuck Yeager, Scott Crossfield, and Neal Armstrong.

The University of Minnesota Press has three volumes in its catalog, which lay a claim for the overlooked influence of the Midwest as a force in U.S. aviation history.

The first of these volumes, Non-Stop: A Turbulent History of Northwest Airlines (University of Minnesota Press) by Jack ElHai is a warts and all narrative of one of the most storied airlines in U.S. history. As the title indicates, Northwest Airlines had a tumultuous history from its inception in 1926 to its acquisition by Delta in 2010. The early years of Northwest saw many financial and technological challenges. Northwest’s then General Manager Lewis Brittin was adept at meeting these challenges with creativity and a good instinct at PR such as when he brought in Charles Lindbergh, one of the most celebrated Americans at that time to lend his name to a project to co-ordinate the airline and railroad routes.

The book chronicles the gradual decline of the airline which came to a head in the late 20th and early 21st century as poor leadership, lower-cost competition such as Southwest Air, troubled labor relations (a consistent thread in the company’s history), a bankruptcy filing in 2005 and events such as 9/11 (and terrorism in general) chipped away at Northwest’s financial welfare and company morale in general. With the merger of Northwest and Delta in 2010, Delta became the world’s largest airline.

Impossible Heights: Skyscrapers, Flight and the Master Builder by Adnan Morshed (University of Minnesota Press) is a unique history of the parallel developments of the airplane and skyscraper in the evolution of 20th century life. The author’s thesis is basically that the advent of aviation allowed for a shift in perspective away

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An nice companion piece to Impossible Heights, Barnstorming the Praries: How Aerial Vision Shaped the Midwest by Jason Weems (University of Minnesota Press) follows a similar theme exploring how early aviation in the Midwest helped shape the rural landscape of this region opening up the notion that the American Prairie was not isolated and static but rather an area with natural connections emphasized by aerial photos, maps and imagery which was later reflected in popular artworks by artists like Grant Wood whose soaring, God’s Eye View paintings from the 30’s mimicked early aerial photography and maps which took off as a popular photography subject and resource for aviators.

For more about The University of Minnesota Press see www.upress.umn.edu.

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EAA: RAY AVIATION SCHOLARSHIPS AWARDED 14

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TO

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May 2019

The first large group of Ray Aviation Scholarships have been awarded to 23 young people who will now be financially supported for their flight training activities and mentored by EAA chapters in their home areas.

The Ray Aviation Scholarship program, announced by EAA in January, seeks to improve the flight training success rate from the current 20 percent level to 80 percent for those participating in the scholarship program. The program is managed by EAA and administered through its chapter network. EAA chapters will be responsible for identifying youths for the program and mentoring them through flight training.

“More than 230 EAA chapters expressed interest in the Ray Aviation Scholarship program and we are thrilled to announce the first major group of scholarship awards,” said Rick Larsen, EAA’s vice present of communities and member programs. “Within this group of 23 scholarship recipients, 22 of them are former EAA Young Eagles and seven attended the EAA Air Academy as they discovered their passion for flight.”

In addition, 10 of the scholarship recipients participated in the Sporty’s Online Learn to Fly Course, which is available free of charge to all EAA Young Eagles.

The Ray Foundation has provided

$1 million to EAA to fund Ray Aviation Scholarships for up to 100 young people.

Scholarship namesake James Ray, who died in April 2017, was a longtime supporter of EAA programs and youth initiatives. One of his most visible areas of support was financing the EAA Air Academy Lodge that opened in 1998.

This residence facility supports the annual EAA Air Academy, the world’s longest running aviation youth camp, which is held in Oshkosh each summer.

EAA chapters will play a critical role in the success of the Ray Aviation Scholarship program. Chapters interested in participating must be prequalified by EAA through an application process. If

The Federal Aviation Administration (FAA) announced last month a pilot program to help prepare people with disabilities for careers in air traffic operations.

A key focus for the FAA’s Office of Civil Rights is to identify specific opportunities for people with targeted disabilities, empower them and facilitate their entry into a more diverse and inclusive workforce.

The FAA will enroll up to 20 people in the Aviation Development Program.

They will train for up to one year at 10 Air Route Traffic Control Centers throughout the U.S. The following facilities will participate in the pilot:

Minneapolis, Minn.; Cleveland, Ohio; Boston, Mass.; Denver, Colo.; Fort Worth, Texas; Jacksonville, Fla.; Seattle, Wash.; Memphis, Tenn.; Kansas City, Kan.; and Salt Lake City, Utah.

The candidates in this program will receive the same rigorous consideration in terms of aptitude, medical and security qualifications as those individuals considered for a standard public opening for air traffic controller jobs. Participants in the program will receive up to one year of experience in an Air Route Traffic Control Center (ARTCC) with the potential to be appointed to a temporary ATCS

position at the FAA Academy.

Candidates for the Aviation Development Program must meet the following criteria: • United States citizenship • The qualification for Schedule A Direct Hiring Authority (PDF) • Meet Office of Personnel Management ATC qualification standards • Pass Air Traffic Skills Assessment (AT-SA) Aptitude test • No more than 30 years of age • Pass a medical/security review • Be proficient in English

• Education and/or work experience: - three years of progressively responsible work experience or, - a bachelor’s degree or - a combination of post-secondary education and work experience that totals three years.

People who are interested in applying for the pilot program should follow the instructions on the Aviation Development Program website (https://www.faa.gov/jobs/diversity_incl usion/aviation_development_program/).

The website also has a schedule for inperson information sessions.

in the future, but that is not what we are focused on right now. Our focus is on data capture, some construction, and the energy sector. We are the pilots to bring innovative solutions to other industries, but right now, we are focused on energy.”

Apparently, human drone transportation is a little further down the road.

For those wondering about the cost of SkySkopes’ services, there is no real clear answer to that. It is always on a case-bycase basis because it depends on the geographical location and the mission size, scope, and scale. It depends on the aircraft and times at which they are flying. The degree of difficulty is also a factor there, so it is always on a case-by-case basis. It can be an hourly or daily rate. Or it could be a flat-rate project fee. It is too difficult of a question for any operator to answer right now. You can call SkySkopes at 701/8382610 for more information.

Before wrapping up with Matt, we asked him a little bit about his personal background and about how he became interested in aviation. He has always

been passionate about all types of aviation and technology. He soloed a glider before he even drove a car. He was in the Civil Air Patrol and studied aviation history at University of North Dakota. Much of his undergraduate and graduate work is in history. He has always been fascinated with World War II, warbirds, and aviation history and has been studying that his whole life. He loves everything that flies and has always been drawn to aviation. He is a recreational drone flier and has some birds at home that he sometimes flies at parks. From time to time, he loves to go out on the UAS missions himself but always leaves the operational decisions in the hands of his trained and highly certified pilots. He can say without doubt or hesitation that the pilots they have at SkySkopes are some of the most professional in the United States. They have experience with both manned and unmanned aircraft. Matt and the team at SkySkopes look forward to hearing from you. Please visit their website at www.skyskopes.com.

(Photo courtesy EAA) selected, they will mentor and support the scholarship recipient throughout their flight training journey. As a Ray Aviation Scholarship Fund participant, candidates will also commit to volunteer service with the local EAA chapter.

FAA ANNOUNCES AVIATION DEVELOPMENT PROGRAM

Cover Story: UAS Innovations Continued from Page 12 been gaining momentum, and North Dakota was among the 10 winners. This program was announced in Oct. 2017. It came down as a directive from the White House. This program recognizes that the U.S. is somewhat behind the rest of the world when it comes to UAS. A lot of that has to do with our airspace, and a lot of that has to do with the time we have dedicated to the technological advancement of UAS. The directive came out that said in the next several months that the DOT is going to be taking applications from all over the country and that one public entity would be rewarded with expedited approvals for beyond visual line of sight and flying over people. Among the winners were the State of North Dakota’s Department of Commerce/Department of Transportation. The states of Virginia, Florida, and California also got one. The city of Reno was among them too.

These are exciting times because now operators like SkySkopes have a clearer and faster path to getting the

approvals they have been wanting since Oct. of 2014 when SkySkopes was founded. “This helps us see more clearly how the future of UAS will unfold, and seriously, as far as regulations go, this was a serious gift from the government. I truly see this as an important mechanism for the creation of jobs and economic stimulation in the State of North Dakota, especially in the cities of Grand Forks and Minot. Both of these cities have Air Force bases and four-year universities, and both also have huge aviation and agriculture traditions. UAS is all over all of those things,” said Matt.

With so much expertise in UAS technology, we asked Matt what his thoughts were on transporting humans in drones.

Matt said, “That’s a good question. That is too far into the future for me to have a clear answer. Do I think our pilots are capable of it? Yes. If you look at the new Uber taxi, they have a pilot that is not on board, but you can see the pilot while they are piloting on a video chat. I think my pilots can be qualified to handle something like this

May 2019

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15

PACIFIC COAST DREAM MACHINES 2019 DRAWS CROWDS

16

In Flight USA Celebrating 35 Years

May 2019

By Annamarie Buonocore

Wings of History Air Museum Saturday, May 18, 2019 8:00am-2:30pm

12777 Murphy Avenue, San Martin, CA 95046 and San Martin Airport

www.wingsofhistory.org

භ Antique Aircraft, Cars & Tractors භTethered Hot Air Balloon Rides භ Model Aircraft Demos භ FREE Airplane Rides for kids (8-17) provided by EAA Chapter 62

භ Free Parking භ Model Building භ Kids activities භ Food Trucks භ LIVE Music

Aviation Day donations benefit the Wings of History

Z H R ʼ H U P LE WA C O

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WACO AVIATION SUMMER CAMP • June 17 th -21 st

Support Aviation Education at ZZZ ZDFRDLUPXVHXP RUJ

Perhaps one of our favorite local events here at In Flight USA is the Pacific Coast Dream Machines event in Half Moon Bay, Calif. The jam-packed day brings the crowds to the Half Moon Bay Airport in San Mateo County, bringing interest and value to local airports.

The show features warbirds, older aircraft, and newer aircraft tied down on the airfield. Hangars where maintenance is done are also open so that the public can see how the aircraft are cared for and maintained.

During the 2019 Pacific Coast Dream Machines, enthusiasts sat in front of the terminal and watched the planes on the field. Later that day, skydivers and other aerobatic performers performed routines.

But Pacific Coast Dream Machines is much more than an airshow. It is the “biggest, baddest,” event on the California coast. In addition to planes and aerobatic performers, the show also featured classic cars, monster trucks, motorcycles, robotics, and shows involving dirt bikes.

Concessions were also plentiful and included everything from fresh corn on the cob to snow cones. Booth vendors included NASA, the Moffett Field Historical Society, the Civil Air Patrol, and the Hiller Aviation Museum in San Carlos, Calif. The event was sure to inspire interest in aviation and other moving vehicles. The crowds included both young and old as well as some fourlegged dog friends.

If you have not attended Pacific Coast Dream Machines, please consider visiting the Half Moon Bay Airport for this event next year and keeping reading In Flight USA to learn about next year’s dates, times, and features. For more information, visit https://dreammachines.miramarevents.co m/

Famed P51D long range fighter escort of WWII. (Annamarie Buonocore)

Beechcraft T-34 Mentor, a terrific Navy trainer from the 1960’s.

(Annamarie Buonocore)

Patriotic Robinson R-44 helicopter, a popular sight. (Annamarie Buonocore)

A rare British training and touring light plane, the Beagle Pup. (Annamarie Buonocore)

Right: A classic British Morgan +4, a 50’s/60’s offering with classic 30’s styling.

(Annamarie Buonocore)

Sell your airplane fast with an....In Flight USA Classified Ad Turn to Page 48 for details.

May 2019

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A WHOLE LOT

Flying into Writing By Eric McCarthy

I

recently flew from southern California to Henderson, Nev. for an aerial photo assignment. It wasn’t my first time up that way, but I had forgotten just how desolate the desert between here and there is. You see, as someone who grew up in the Boston area, the desert southwest is whole new experience – we don’t have anything like this in the northeast! The remote, unending barren wastelands are both mind-boggling and -numbing. In the wilderness of the northern New England and upstate New York, practically all undeveloped land is covered in trees; if you spot an opening in the trees, it’s probably a pond or lake, or possibly a meadow where a pond used to be.

Not so in the desert southwest – there are very few signs of any life on the barren surface below. I’m sure there’s actually quite a lot of very specialized life – insects, rodents, snakes, etc. each adapted to survive the harsh conditions of the desert – but not a lot of humans down there. From our perch 8,500-feet up we could see 40 or 50 miles in any direction, and there’s just more barren landscape!

No settlements, no towns, few roads even – and, really, who would want to live out there anyway?

We departed from Palomar (KCRQ), crossed the coastal mountains at Julian (JLI), passed over the northern portion of the Anza Borrego Desert on our way to Thermal VOR (TRM) at Cochran Regional Airport (KTRM). Once clear of the Coachella Valley you cross over the Joshua Tree National Park en route to the Twentynine Palms VOR (TNP) and from

there on, for the next 150 miles, there’s pretty much nothing but sand! Oh, there’s a few mountains along the way, and an occasional mine or remote agricultural development, but not many. And when you do see something like that, you have to wonder how they even got there.

We flew over Route 66 which was pretty unremarkable from our altitude – I do want to visit Amboy and their uncharted dirt runway someday to get one of those iconic photos of the plane in front of the old hotel there. We flew over Highway 40, which I imagine is one of the roads you see in the movies – a long, straight line stretching from horizon to horizon. From the air you can see some bends in the road, but I’m sure it looks pretty straight and flat from the ground.

Highway 40 looking east toward Needles, CA. (Eric McCarthy)

Random mine in the middle of nowhere – Hart, CA. (Eric McCarthy)

Ivanpah Solar Generating System.

(Eric McCarthy)

Eventually, after passing Goffs VOR (GFS), you can begin to see signs of civilization in the distance, the first of which is the blindingly bright Ivanpah solar site about 35 miles south of Las Vegas.

Ivanpah is a concentrated solar power facility using three huge arrays of ground-mounted mirrors to reflect sunlight onto three boilers atop 450-feet towers which drive steam turbines to generate electricity. The development hasn’t been without problems, including cooking birds as the attempt to fly by, but when it’s up and running, even on an overcast day, it’s a visual landmark you

OF

NOTHIN’

17

MOAs. About an hour later we were descending into Palomar – another photo mission in the books!

Tragic loss

The Las Vegas skyline as we depart KHND. (Eric McCarthy)

Henderson Executive (KHND) (Eric McCarthy) can identify from a long way away.

Next you’ll see the large photovoltaic arrays south of Boulder City. From a distance they appear to be lakes, but of course, there’s not a lot of water out here!

Then, over the hills, the Las Vegas’ skyline and its suburbs begin to appear in the distance, and you can start to breathe easier.

We completed our photo mission and headed to Henderson Executive (KHND) to relieve and refuel, cleared straight-in for runway 35 Right. Lined up on final, we listened as a Citation landed on 35 Left, and then we were offered a sidestep to 35 Left. I knew from our preflight preparation that the fuel pumps were located on the west side of the airport, so I accepted the offer, landed and cleared the runway at Delta.

After fueling we enjoyed a great lunch at The Landings restaurant in the terminal.

It was a simple meal: I had a delicious BLT and my friend had a very generously-sized burger; simple, but really good and served very quickly! Highly recommended!

Lunch completed, we departed for our return flight to Palomar. We followed the 15 southwest to clear the Las Vegas Class Bravo, passing over Jean Airport (0L7) before turning south to the waypoint ZELMA at the north end of the corridor between the Bristol and Turtle

As I was writing this I learned of the tragic loss of life and an historic airframe with the crash of the Planes of Fame’s Northrop N-9MB in a prison yard in Norco, Calif. Details are still filtering in, but we do know that the aircraft was completely consumed by the post-crash fire; the pilot, 52 year old David Vopat, did not survive. I did not know Mr. Vopat, so I will not attempt to eulogize him here; prayers and my deepest sympathies to his family and friends.

The N-9MB acquired by the museum was one of only four built in 1944 as 1/3scale test platforms, but this was the only one to survive. Designated N-9M 1&2, and A&B, each was painted a distinctive color pattern; the museum’s model painted in its original yellow over blue. Following a painstaking 13-year restoration, the N9MB returned to flight in 1996. Truly an aircraft ahead of its time, the N-9MB was the first to “utilize a fully hydraulic flight control system with airspeed-sensitive feedback” according to the Planes of Fame website. Powered by two 300hp Franklin OX-504-7 eight cylinder engines, the N9MB cruised around 160 mph and had a service ceiling of 21,500-feet. One of the original test aircraft was lost in an unrecoverable spin in 1943; two more were destroyed when the flying wing program was cancelled, leaving only N-9MB. There is a similar looking but smaller aircraft, the Northrop N-1M, on display at the National Air and Space Museum’s Steven F. Udvar-Hazy Center in Chantilly, VA. The N-1M was an earlier iteration (the ‘1’ denoting ‘Model 1’) of the flying wings Jack Northrop would eventually build as the XB-35 and YB-35 experimental propeller-powered heavy bombers, and the YB-49 jet-powered flying wing bomber. Few of the full-scale experimental models were built and all were eventually scrapped following some bitter Air Force contract intrigue.

Nonetheless, the pioneering research completed through the program eventually led to the development of the B-2 Spirit stealth bomber decades later, vindicating Jack Northop’s prescient vision.

Until next time, fly safe!

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STUDY SHOWS ACCIDENTS LESS LIKELY WITH ADS-B IN; DATA COULD LEAD TO MORE GROUND STATIONS

18

In Flight USA Celebrating 35 Years

A

By Mike Collins

Technical Editor, AOPA

study that examined the effect of Automatic Dependent Surveillance-Broadcast (ADS-B) In on general aviation and air taxi accident rates found a significant reduction in the likelihood of an accident, which decreased by 53 percent, for aircraft

equipped with ADS-B In. It also found that the likelihood of a fatal accident also decreased by 89 percent for aircraft using ADS-B In. ADS-B uses satellites instead of ground-based radar to determine aircraft position, and is a key technology behind the FAA’s Next Generation Air Transportation System. The FAA has mandated ADS-B Out equipage for

flights after Jan. 1, 2020, in airspace where a transponder is required today.

ADS-B In, which is optional, increases pilot situational awareness by making a variety of weather and traffic information available in the cockpit.

The paper, “Measured Impact of ADS-B In Applications on General Aviation and Air Taxi Accident Rates,”

by D. Howell and J. King of the Regulus

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According to a recent study, the likelihood of an accident decreased by 53 percent for aircraft equipped with ADS-B In. (Chris Rose/courtesy AOPA)

Group, will be presented at the 38th Digital Avionics Systems Conference in September. The Regulus Group provides system engineering, program management, and air traffic support for multiple FAA and Department of Defense programs.

Focusing on data for five years— 2013 to 2017 – Regulus researchers used a fleet method to identify those reductions.

They determined the number of ADS-B In-equipped non-air carrier aircraft and compared that to the FAA’s fleet forecast for general aviation. Accidents, by type, involving ADS-B In-equipped aircraft were divided by the number of equipped operations. Their paper includes more details on the methodology and analysis.

A 2007 business case prepared by the FAA’s Surveillance and Broadcast Services (SBS) Program Office drove the move to ADS-B services. It estimated that ADS-B would help to reduce four types of GA and air taxi accidents: midair collisions, weather-related accidents, controlled flight into terrain (CFIT), and weather/CFIT accidents.

“In the CONUS, the accident rate analysis focused on reductions in midair collisions, weather-related accidents, and some incremental impacts on controlled flight into terrain,” said Dan Howell, one of the study’s authors. “For Alaska, the rate analysis considered all aviation accidents. In both analyses, the assumptions mirrored the claims made by prior FAA SBS business cases [2007 and 2012] and were commissioned by the SBS program office as part of the program management oversight process.

“The accident rate reduction results are, in general, more positive than originally claimed,” he noted, adding that the data will be used to guide future SBS business cases for expansion of services.

The data showed aircraft equipped Continued on Page 19

May 2019

www.inflightusa.com

19

Study Shows Accidents Less Likely With Ads-B In

Continued from Page 18 with ADS-B In experienced accidents less often, Howell said. “In both the CONUS and Alaska, aircraft with ADS-B In-capable equipment have experienced a reduced accident rate as compared to those without. The analysis does not prove that ADSB In applications could have prevented the accidents for the unequipped flights; however, the trend is very positive and supports the effectiveness claims made by the program.”

AOPA has been advocating for increasing ADS-B coverage, and the study shows the return possible from that investment, said Rune Duke, AOPA senior director of airspace, air traffic, and aviation security. “Although we caution against saying there is any single factor that prevents or causes an accident, these results highlight the safety benefits of ADS-B. The FAA had been assuming a 20-percent reduction in accidents for equipped aircraft in their business cases for ground stations. Based on this study, the FAA is considering increasing the percentage, which may assist in justifying additional ground stations.”

Duke said that AOPA has been advocating for and working with the FAA on the business case for more ground-based radio stations for years, and wrote a letter to the FAA’s SBS office on the topic in early 2017.

“Alaska is a focus area for us,” said Duke, explaining that ground station coverage is very sparse in Alaska compared to

EAA REINFORCES THE PRIORITY OF MANNED FLIGHT IN SUAS ANPRM COMMENTS

EAA submitted comments to the FAA on April 15 in response to an advance notice of proposed rulemaking the agency released regarding the integration of small unmanned aerial systems, commonly known as drones, into the national airspace.

EAA’s position is and has always been that manned flight must have priority to safely navigate the NAS, must face no new airspace restrictions, and must be subject to no new equipment mandates.

The comments submitted to the FAA mirror those beliefs.

EAA recognizes that UAS is an important and exciting frontier in aviaContinued on Page 21

the 48 contiguous states. “We have also provided information to the FAA in support of Section 321 in the 2018 FAA Reauthorization.” That legislation requires the FAA administrator to evaluate adding additional ADS-B ground stations to create a minimum operational network along major flight routes in Alaska.

In 2016, an informal AOPA Aviation eBrief poll asked readers, “Have you ever had a close call but averted a collision because you had traffic information from

ADS-B In equipment?” Nearly 3,000 people responded to the nonscientific survey, and 456—about 15 percent— replied in the affirmative. Many of those early ADS-B adopters are enthusiastic about ADS-B traffic. A summary of those responses can be found online.

AOPA also continues to advocate for new and improved ADS-B In products.

Most recently, the FAA approved two new airspace products for Flight Information Services-Broadcast (FIS-B): temporary

restricted areas and temporary military operations areas. Duke noted, “we should see those airspace areas being graphically provided to pilots soon over FIS-B. Graphically displaying these airspace areas to pilots will further improve safety and the benefit of equipping with ADS-B.” For more information, visit the AOPA webstie at www.aopa.org.

D-DAY SQUADRON ANNOUNCES KICKOFF FOR NORTH ATLANTIC CROSSING

20

In Flight USA Celebrating 35 Years

Planes of Fame Air Museum Over 150 Aircraft and Displays See the

P-47G Thunderbolt

Fly!

Living History Flying Day Saturday, June 1, 2019, 10 am The June 1st Living History Flying Day will feature the Republic P-47G Thunderbolt. A speaker panel of distinguished aviation experts and historians will give a presentation, followed by a flight demonstration of the featured aircraft.

Visit us:

Living History Flying Days occur the first Saturday of each month at the Chino, CA location.

Sun-Fri: 10-5 • Sat: 9-5

(Schedule subject to change.)

Closed Thanksgiving & Christmas

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

WWW.PLANESOFFAME.ORG

The D-Day Squadron, part of the Tunison Foundation, announced the starting point for the Squadron’s journey to Europe over the original “Blue Spruce” route to commemorate the 75the anniversary of the Invasion of Normandy. Aircraft will depart from Waterbury-Oxford Airport in Oxford, Conn. on May 19, 2019, but there will be a full week of activities to kick off this event, including a special Squadron flyover of the Statue of Liberty.

Arriving in Oxford on May 12, 2019, aircraft and crews will spend the week practicing critical skills such as formation flying, survival skills training, Oceanic Procedures and European Union Operations Training.

Saturday, May 14 will see the entire D-Day Squadron (conditions permitting) fly in formation from Oxford, up the Hudson River in New York, over Manhattan Island, and around the Statue of Liberty.

“It’s very likely we’ll never see an event like this again,” declared Moreno Aguiari, Director of Marketing and Public Relations for the D-Day Squadron. “And it’s for a very good reason. There are only a few members of the Greatest Generation still with us, so we wanted to put together the most significant tributes we could to honor their sacrifice and commitment. These tributes will start here and then extend all the way across the Atlantic.”

After departing on May 19, the C47s will stop to refuel in Goose Bay Airport (CYYR) in Newfoundland, Canada, Narsarsuaq Airport (BGBW) in southern Greenland, Reykjavik Airport (BIRK) in Iceland and refueling a final time at Prestwick Airport (EPIK) on the western coast of Scotland before making

May 2019

(Courtesy D-Day Squadron)

the final leg to Duxford Airfield (EGSU) north of London.

Once arriving at Duxford Airfield, the D-Day Squadron will join with its European counterpart, Daks over Normandy, to participate in multiple events on June 2-5, 2019. The combined fleet of historic aircraft will cross the English Channel on June 5, fly over Normandy, France, and participate in multiple events at Caen-Carpiquet Airport from June 5-9.

Be sure to keep up with the latest news and events as the D-Day Squadron will be making the final push to Normandy this spring. Learn more at DDaySquadron.org.

About the D-Day Squadron

The D-Day Squadron is the part of profit charitable organization. In June 2019, the D-Day Squadron will lead an American fleet of historic, restored C-47 World War II military aircraft in Daks Over Normandy, a flyover of more than 30 international aircraft to drop 250 paratroopers over the original 1944 drop zones in Normandy commemorating the 75th anniversary of D-Day. The event will honor the citizen soldiers of the War, whose bravery led the Allies to the liberation of France, and then to an end of the devastating War in Europe. The Squadron’s education program takes the compelling story of the citizen soldier to audiences at airshows and events off the flight line to honor these brave Americans and ensure their memory and significance is appreciated for generations to come. Visit DDaySquadron.org for more information.

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FAMILY FESTIVAL COMING TO AKRON - FULTON AIRPORT, AUGUST 17-18, 2019

May 2019

Once again, a family-oriented airshow is coming to Akron-Fulton Airport this summer. The Props and Pistons Festival, Aug. 17-18, offers an affordable and fun experience for the entire family.

You can see flying demonstrations, aircraft on display and even an automobile show.

Props and Pistons gives visitors a chance to get up-close and personal through airplane tours, warbird, biplane and helicopter rides. The dozens of displays range from current military, WWII warbirds, commercial, and specialty aircraft as well as other non-aviation displays. At this show, you can see a massive Air Force transport plane, the C-17 Globemaster, parked next to something as simple as a Piper Cub. There will also be FREE Flight Simulators, a FREE Kids’ Zone, live music and food trucks.

Props and Pistons, is designed to be educational. Inspire Aviation, along with the City of Akron, Akron Public Schools, Camp Quality, area businesses and a variety of child-oriented organizations are producing the festival, in part, to provide an opportunity for the public to learn more about aviation, historic aircraft, and aviation-related topics.

“What we’d really love to see come out of this festival, too, is the inspiration of the next generation of pilots, mechanics, engineers, scientists and military members,” said Mike Bowser (USAF ret.) of Inspire Aviation and the Festival Chairman, “This is a safe, yet exciting event where the public can enjoy what aviation has to offer everyone.”

Other activities include historical avi-

Manned Flight

Continued from Page 19 tion. EAA’s position is one of caution, especially concerning operations beyond the visual line of sight.

“In the event of a collision between sUAS and a manned aircraft, it is the operator and passengers of the manned aircraft that will be in peril, not the operator of the sUAS,” the comments state.

“Operations beyond the scope of current rules must only be authorized when the sUAS community demonstrates that it can safely operate in the NAS without endangering or burdening existing users.”

EAA’s comments are available online in full at www.eaa.org. EAA will continue to monitor sUAS policy as it takes form.

www.inflightusa.com

ation related presentations, motivational speakers, and children’s education activities, along with many other activities and displays to help expose children and adults equally to the excitement of a STEM related career. As part of the show dozens of kids fighting childhood cancers, or other terminal diseases, and their siblings will get a special sightseeing flight from local pilots who donate their time and personal aircraft to give these rides.

During Saturday only, there will be a car show. On Sunday during the festival, a special tribute to our military will be celebrated with a local veteran’s motorcycle ride and remembrance ceremony.

All proceeds from this ride g to the nonprofit SAM (Serving Area Military) Center in Massillon, Ohio.

Free parking and shuttle busses are available at the Derby Downs parking lots.

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In Flight USA Celebrating 35 Years

May 2019

Editorial: Basic Med Continued from Page 6 very good details. All forms and appropriate AC’s can be downloaded from this sight. In short, for Basic Med, one must have held a medical certificate before you can go into Basic Med. Newbies must get a third class medical at least once. But Basic Med was made retroactive. If you held any FAA medical as of July 14, 2006 (yes, 2006!), you are good to go with Basic Med. With Basic med, you may operate a six-occupant aircraft (pilot and five passenger) with a max gross weight of up to 6,000 pounds. The aircraft may not exceed 250 kts IAS and you must fly below 18,000 ft MSL. You are good for VFR or IFR. This covers a lot of private flying and flight instructing.

Yes, a flight instructor may use Basic Med in a PIC situation. You must be examined by your personal doctor to start the process and then every 48 months after the first exam. You then take an initial on-line medical “wellness” course,” followed by a review web-based course every 24 months, sort of like a flight review. There are additional details, like some very debilitating medical issue, that will need evaluation before using Basic Med. www.faasafety.gov has the details.

As for the doctor, you may use your personal physician. While the FAA will be sent the name of the doctor when you take the web-based medical course, no paperwork is submitted to the FAA by the doctor or you in this process. As strange as this sounds, you keep the paperwork. You need to be able to quickly explain this process to your doctor, making sure they are comfortable with the process. In my case, it took some explaining, as the medical practice I personally use does not perform commercial driver examinations or other state or federally required exams. My doctor was clearly doing me a personal favor. It just so happened that I was due for my annual Medicare exam (very similar to Basic Med). We concluded the two exams could be combined. The Basic Med application downloads two forms, one for the applicant to fill out (very similar to what most of us fill out when you visit your doctor) and another that contains 23 “check boxes” that indicated the issues involved have been “examined.”

Instructions included on the doctor’s form (about a half page long) make it clear that great discretion may be employed by the doctor. Bottom line, the feds are not pinning the doctor down to specific standards. The doctor is given the discretion to check off a “box” even if there is an issue, but treatment is in play that will mitigate the condition in question. Details are not requested.

Given this writer’s personal experience, my doctor took the form I filled out and gave it a careful lookover to make sure current personal records matched what I was saying. My doctor gratefully received copies of the AC and other information downloaded from the Basic Med website and asked a few questions to clarify the FAR’s. I then received a simple but quick fair medical exam, almost identical to the Medicare process. Of course, Medicare makes you memorize ridiculous stories, memorize numbers and then count them backwards and pledge that you keep guns locked in a safe (I am not making that up). The FAA seems not to care if you plan to shoot home invader. Quite frankly, this writer felt good about the experience, knowing that the exam was thorough enough to identify a problem if it did exist and treat it without jeopardizing my pilot certificate. In other words, good health without fear… good idea! The doctors form is signed, doctor-specific information entered, and everything is given back to the applicant.

The final step is to take the Medical “Wellness” course, provided by AOPA of the Mayo Institute, at no charge. The doctors name and ID numbers are entered at this time, but no other medical data. I chose the AOPA program, which had a 20question final exam, and the ability to go back and correct answers it you failed to pass with 80 percent (for you non-math folks, you can miss four). The web-based course is well done, but do not just blow off the details and try to fake your way through the exam. You will fail. The course and test took this writer just under two hours, passing with 90 percent. You simply “submit” the test results to AOPA and receive a “Course Completion Certificate.” AOPA offers an option for an automatic reminder as to when the course must be taken again (24 months), which I chose. The completion certificate also had a small version of the certificate that you can cut out and carry in your wallet, not a requirement, but a good idea.

It is this writer’s understanding that AOPA has processed more than 50,000 Basic Med tests. Assuming the Mayo Clinic may have done the same, it is clear that Basic Med is VERY popular. Even the written exams are now including several questions on Basic Med. This writer is delighted that I may now address flying and health privately with my own doctor, out of sight of bureaucrats, concerned only with my health and the safety of my passengers. So, after 63 years of fearing medical exams, my doctor is now my friend! Next, maybe I will make friends with lawyers and politicians … one can always hope!

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

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24

DART-550 PROVES ITS CAPABILITIES DURING FIRST CUSTOMER DEMONSTRATION FLIGHTS In Flight USA Celebrating 35 Years

With a globally aging fleet of military training aircraft and the rising demand for pilot training, the DART-550, Diamond Aircraft’s new turboprop trainer, aims to be on the sweet spot of modern training requirements.

Diamond Aircraft, for the first time ever, has invited an exclusive group of potential customers to fly the DART-550 trainer aircraft in order to experience and prove its capabilities and potentials for pilot training purpose. Despite the ongoing and intensive certification program, the aircraft had been blocked for two consecutive weeks to facilitate potential customer demonstrations that took place in Wiener Neustadt, the headquarters of Diamond Aircraft. Diamond Aircraft’s Chief Test Pilot Sören Pedersen took the potential clients on multiple waives including aerobatics, low level maneuvering, low speed maneuvers, circuit patterns as well as customer specific requests.

Among the potential customers were high ranked delegations from the Paraguay Air Force (PAF) and further undisclosed participants like an Air Force from Europe and European Service Providers. We are proud to have hosted the Paraguay Air

DART550-Ready for another demonstration flight.

Force as the very first international Air Force to test the new DART-550.

The feedback received from the professional test pilots is very positive in all aspects and confirms Diamond Aircraft’s plan to provide the military training market with a state-of-the-art basic trainer at an unmatched price tag. The demonstration proved that the DART-550 outreaches basic training requirements of modern

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training environment in all aspects.

Especially when it comes to formation training, the DART-550 outperforms certain competitors due to great visibility combined with simple and precise engine controls. The 550 SHP flat-rated engine provides the full range of power up to around 18,000 feet, which results in a very competitive performance envelope.

Capitán PAM Hernán Dioverti, Chief test Pilot of Fuerza Aérea Paraguaya said that he is “very impressed by the aircraft DART-550, an excellent trainer that combines great aerodynamics with the latest in avionics technology and a powerful engine with very low cost of operation and maintenance. An ideal airplane for the different phases of military flight training.

Markus Fischer, Director Special Mission Aircraft, Diamond Aircraft Austria: “We are glad that we have got the opportunity to demonstrate the capabilities of the DART-550 to potential clients for the very first time and even more about the positive feedback from the professional pilots. The DART-550 is a full composite turboprop trainer in tandem seat configuration, equipped with a state-of-the-art avionic suite (Garmin G3000 touch control), Martin-Baker MK16 ejection seats and an ECU controlled General Electric H75-A turboprop engine. With the experience made it is also a confirmation of our strategy as well as a motivation for the team to keep on the hard work in order to introduce the aircraft to the market on time.”

Mario Spiegel, Sales Manager DART, Diamond Aircraft Austria, states: “For us it was a very interesting and productive demo campaign as we received, for the first time ever, an objective feedback from professional active Air Force pilots and instructors regarding the suitability of our DART550 for the modern military flight training

May 2019

environment. The response received is honestly exceeding our expectations and makes us very much looking forward to introduce this innovative and cost efficient trainer to the market. The multi role capability of the DART-550, which allows integration of equipment such as EO/IR sensors as well as radars, sets the DART even more apart from its competitors.”

“Garmin is thrilled to be selected as the avionics provider for the DART-550, which includes our G3000 integrated flight deck and autopilot,” said Carl Wolf, vice president of aviation sales and marketing. “The G3000 gives these operators a state-of-the-art, touch-controlled flight deck experience with vibrant, high-resolution displays, alongside feature-rich capabilities such as synthetic vision, weather, charts, TAWS alerting and more.

As Diamond Aircraft enters this new market, we are proud to partner with them and bring the G3000 to this innovative turboprop trainer.”

The DART-550 is currently undergoing EASA certification and the Type Certificate is on track to be received by Q1/2021.

Summing up, the DART-550 is going to introduce a serious competition in the military flight training market. Especially due to its state-of-the-art composite design with excellent aerodynamic characteristics in combination with the single-lever controlled and cost-efficient GE engine and the sophisticated Garmin G3000 glass cockpit it will be a strong competitor on the basic trainer market. Compared to other basic trainers with side-by-side seating configuration, the DART-550 wins over with its excellent surround view canopy which plays an important role when it comes to formation training. The low acquisition and operating cost will certainly gain strong attention in the market.

Further customer demonstrations are scheduled for the second half of 2019.

DART-550 Configuration

• General Electric H75-A – 550 SHP flat-rated, ECU controlled turboprop engine (www.geaviation.com) • Garmin G3000 glass cockpit with touch-controlled flight deck and fully integrated 3-axis autopilot (www.garmin.com/en-US) • Martin-Baker MK16 ejection seats (martin-baker.com) To learn more about the Diamond Dart 550 visit the company website at www.diamondaircraft.com.

May 2019

LT. COL. DICK COLE, LAST SURVIVING DOOLITTLE RAIDER, PASSES AWAY AT AGE 103 www.inflightusa.com

A legendary chapter in Air Force history has come to a close.

Retired Lt. Col. Richard “Dick” E. Cole, the last survivor of the “Doolittle Raid,” died April 9, in San Antonio.

“Lt. Col. Dick Cole reunited with the Doolittle Raiders in the clear blue skies today,” said Secretary of the Air Force Heather Wilson. “My heart goes out to his friends and family as our Air Force mourns with them. We will honor him and the courageous Doolittle Raiders as pioneers in aviation who continue to guide our bright future.”

On April 18, 1942, the U.S. Army Air Forces and the Doolittle Raiders attacked Tokyo in retaliation for the Japanese attack on Pearl Harbor, which boosted American morale in the early months of World War II. “There’s another hole in our formation,” said Air Force Chief of Staff Gen. David L. Goldfein. “Our last remaining Doolittle Raider has slipped the surly bonds of Earth, and has reunited with his fellow Raiders. And what a reunion they must be having. Seventy-seven years ago, 80 intrepid Airmen changed the

Retired Lt. Col. Richard E. Cole, copilot to Jimmy Doolittle during the Doolittle Raid, smiles as he honors the U.S. flag during the singing of the National Anthem at an airshow in Burnet, Texas. Cole was honored by the community and guests as the only remaining military service member alive from the April 18, 1942, Doolittle Raid.

(U.S. Air Force photo by Staff Sgt. Vernon Young Jr.) course of history as they executed a onethe torch he and his fellow Raiders handway mission without hesitation against ed us.” enormous odds. We are so proud to carry Cole was born Sept. 7, 1915, in

25

Dayton, Ohio. In 1938, he graduated from Steele High School in Dayton and attended two years of college at Ohio University before enlisting as an aviation cadet on Nov. 22, 1940. Soon after he enlisted, Cole received orders to report to Parks Air College in East St. Louis, Illinois, for training before arriving at Randolph Field, Texas and later, Kelly Field, Texas. He completed pilot training and was commissioned as a second lieutenant in July 1941.

While Cole was on a training mission with the 17th Bombardment Group at Pendleton, Oregon, word came that the Japanese had attacked Pearl Harbor.

The 17th BG flew anti-submarine patrols until February 1942, when Cole was told he would be transferred to Columbia, South Carolina. While there, he and his group volunteered for a mission with no known details. Cole would later say that he thought his unit was heading to North Africa.

For weeks, Cole practiced flying maneuvers on the B-25 Mitchell, a U.S. Army Air Corps twin-engine propellerContinued on Page 28

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FORMER FAA EXECUTIVE DIRECTOR DORENDA BAKER TO RECEIVE NATA’S DISTINGUISHED SERVICE AWARD

26

In Flight USA Celebrating 35 Years

DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse.

8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights!

10. California cases only.

Contact: Lawyers For Men’s Rights 213-384-8886 or visit us at www.mensrightslawyers.com LAW OFFICES OF STUART J. FABER

May 2019

On April 25, the National Air Transportation Association (NATA) announced that Dorenda Baker, former Federal Aviation Administration (FAA) Executive Director of the Aircraft Certification Service (AIR), will be awarded the Association’s Distinguished Public Service Award (DPSA). Baker will be recognized during the June 18th Industry Excellence Awards Presentation Luncheon held in conjunction with the NATA 2019 Annual Meeting and Aviation Business Conference.

The special annual honor is given by NATA's Board of Directors and members, recognizing outstanding public service and contributions to the industry.

On Nov. 30, 2018, Baker completed a decorated career of public service, spanning more than three decades.

“The National Air Transportation Association is honored to recognize Dorenda Baker’s 32-year tenure with the FAA. Dorenda’s commitment to aviation is marked by her esteemed public service record, beginning and ending her professional career with the agency. Her tireless work, knowledge, and relationship with the general aviation industry improved the aircraft certification process for our membership and other stakeholders,” stated NATA President Gary Dempsey.

In Baker’s role as the Executive Director of the AIR, she was responsible for type certification, production approval, airworthiness certification, and continued airworthiness of the U.S. civil aircraft fleet. Dorenda led a professional workforce of more than 1,300 employees in 35 U.S. and 2 international offices.

“Dorenda’s strategic thinking and perspective on innovation set the stage for

Aircraft Certification Service to address new technology such as Unmanned Aircraft Systems.

She was also instrumental in setting a path for FAA to become known as the Gold Standard for international safety agreements,” added Carol Giles, NATA’s Senior Advisor of Regulatory Affairs, Maintenance.

Baker also served in several FAA aviation safety and oversight positions: with prior responsibility of the AIR’s Small Airplane Directorate’s national policy and regulatory direction; she oversaw engineering and manufacturing activities in a 21-state area; under detail to the Associate Administrator of Aviation Safety, she led the Comprehensive and Proactive Safety Management Approach Integrated Product Team for the interagency Joint Planning and Development Office for the Next Generation Air Transportation System; and her early FAA work included program management and project engineering for fixed and rotary-wing aircraft.

Baker earned her Bachelor of Science in Aeronautical Engineering from the California Polytechnic State University, San Luis Obispo.

Contact NATA at events@nata.aero or (202) 774-1535 ext. 6 for more information on the Industry Excellence Awards Presentation Luncheon and to secure tickets. Registration is also available for the full Aviation Business Conference at www.nata.aero/abc.

Schweiss Doors has manufactured a new-design utility box for its bifold and hydraulic door installers to use at the jobsite to improve the installation process.

The new tool box has 23 storage drawers, eight compartments, a portable welder and welding reels. Creative Details of Danube, Minn., did the design and graphics for the new tool box for the truck that pulls a 40-foot trailer for hauling its custom hydraulic and bifold liftstrap doors to jobsites.

In addition to manufacturing hydraulic

and bifold liftstrap doors to any size for new and existing buildings, Schweiss Doors assists in installation of its doors.

Schweiss Doors is the premier manufacturer of hydraulic and bifold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. Schweiss also offers a cable to liftstrap conversion package. For more information, visit www.bifold.com.

SCHWEISS DOORS UPDATES INSTALLATION/DELIVERY TRUCK

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ACCOMPLISHED AIR SHOW PILOT JESSY PANZER AND LEGEND OF SKIES SEAN D. TUCKER JOIN FORCES AS TEAM ORACLE

28

In Flight USA Celebrating 35 Years

THE

May 2019

Tucker’s Oracle Challenger III biplane makes final appearances in 2019 as part of a formation team before taking a place of honor at Smithsonian’s National Air and Space Museum.

He’s flown formation with the U.S. Navy Blue Angels, the U.S. Air Force Thunderbirds and many other legendary pilots and performance teams. Now, Sean D. Tucker is taking to the skies with another incredible act, esteemed aviatrix Jessy Panzer. Tucker and Team Oracle announced on April 1 that Panzer has joined the team and the duo will perform at more than ten world-class air shows this summer and fall.

“Jessy is as reverent to the demands, the art form and the discipline required for aerobatic flight as anyone else I’ve seen. I’m thrilled to fly with Jessy and share the magic of flight as a team with millions of fans this year,” said Tucker.

“This season is truly one fans won’t want to miss. It will be a farewell to the Oracle Challenger III before it heads to the National Air and Space Museum for the ‘We All Fly’ gallery opening in 2021, plus it’s an awe-inspiring debut as a team.

We’ve been working with coach and master of flight Bill Stein to put together

Team Oracle’s Schedule

The team has an ambitious schedule and details can be found on their website.

Date Event Location • May 11-12 Joint Base Andrews Air Show Camp Springs, MD • May 25-26 Bethpage Air Show at Jones Beach Jones Beach, NY • June 8-9 The Great Tennessee Air Show Nashville, TN • June 22-23 Vectren Dayton Air Show Dayton, OH • July 27 EAA AirVenture Oshkosh Oshkosh, WI • August 17-18 Chicago Air & Water Show Chicago, IL • September 15-19 Oracle OpenWorld San Francisco, CA • September 27-29 Marine Corps Air Station Miramar, CA Miramar Air Show • October 12-13 San Francisco Fleet Week San Francisco, CA Air Show • October 19-20 Wings Over Houston Airshow Houston, TX

Lt. Col. Dick Cole

Continued from Page 25 driven bomber with a crew of five that could take off from an aircraft carrier at sea, in what some would call the first joint action that tested the Army and Navy’s ability to operate together. When the carrier finally went to sea to bring 16 bombers closer to maximize their reach, it wasn’t until two days into the voyage that the Airmen and Sailors on the mission were told that their carrier, the U.S.S. Hornet, and all of its bombers, were heading in the direction of Tokyo.

In an age-before mid-air refueling and GPS, the U.S.S. Hornet weighed less than a quarter of today’s fortress-like aircraft carriers. With Cole as the copilot to then-Lt. Col. Jimmy Doolittle, the B-25 Mitchell bomber #40-2344, would take off with only 467 feet of takeoff distance.

What made the mission all the more challenging was a sighting by a Japanese patrol boat that spurred the task force commander, U.S. Navy Adm. William F. “Bull” Halsey, to launch the mission more than 650 nautical miles from Japan – 10 hours early and 170 nautical miles farther than originally planned.

Originally, the Mitchells were supposed to land, refuel and proceed on to western China, thereby giving the Army Air Corps a squadron of B-25s and a com-

mander. But now the aircrews faced increasing odds against them, in their attempt to reach the airfields of nonoccupied China. Still, Cole and his peers continued with their mission.

Flying at wave-top level around 200 feet and with their radios turned off, Cole and the Raiders avoided detection for as much of the distance as possible. In groups of two to four aircraft, the bombers targeted dry docks, armories, oil refineries and aircraft factories in Yokohama, Nagoya, Osaka and Kobe as well as Tokyo itself. The Japanese air defense was so caught off guard by the Raiders that little anti-aircraft fire was volleyed and only one Japanese Zero followed in pursuit. With their bombs delivered, the Raiders flew towards safety in China.

Many Airmen had to parachute out into the night, Cole himself jumping out at around 9,000 feet. All aircraft were considered lost with Cole’s own aircraft landing in a rice paddy full of night soil.

Of the 80 Airmen committed to the raid, eight were captured by Japanese forces with five executed and three sent to prison (where one died of malnutrition).

All of the 72 other Airmen found their way to safety with the help of Chinese farmers and guerrillas and continued to

serve for the remainder of World War II. The attack was a psychological blow for the Japanese, who moved four fighter groups and recalled top officers from the front lines of the Pacific to protect the cities in the event American bomber forces returned.

After the Doolittle Raid, Cole remained in the China-Burma-India Theater supporting the 5318th Provisional Air Unit as a C-47 pilot flying “The Hump,” a treacherous airway through the Himalayan Mountains. The USAAF created the 5318th PAU to support the Chindits, the long-range penetration groups that were special operations units of the British and Indian armies, with Cole as one of the first members of the U.S. special operations community.

On March 25, 1944, the 5318th PAU was designated as the 1st Air Commando Group by USAAF commander Gen. Henry H. Arnold, who felt that an Air Force supporting a commando unit in the jungles of Burma should properly be called “air commandos.” Cole’s piloting skills blended well with the unconventional aerial tactics of Flying Tiger veterans as they provided fighter cover, bombing runs, airdrops and landing of troops, food and equipment as well as evacuation of casualties.

a one-of-a-kind performance.”

Panzer is a graduate of EmbryRiddle Aeronautical University and a certified flight instructor in airplanes, rotorcraft and seaplanes. She began flying aerobatics in 2000 and in 2012 joined the U.S. Advance Aerobatic Team. She flew her first air show in Fairmont, Nebraska, the site for the 2003 Nebraska State FlyIn. In 2004, she qualified in the Formula One Class to race at the Reno National Championship Air races. Panzer’s path first crossed with Tucker and Stein in 2005 when she was invited to be mentored by the two along with Wayne Handley on the “Stars of Tomorrow” Aerobatic Flight Team. Panzer will fly the Oracle Extra 300L alongside Tucker’s Oracle Challenger III. “When I’m flying aerobatics, I am in tune with the universe,” said Panzer. “It’s an honor to fly aerobatics and I am so humbled to fly alongside and under the mentorship of Sean Tucker. He’s been an Continued on Page 30 Cole retired from the Air Force on Dec. 31, 1966, as a command pilot with more than 5,000 flight hours in 30 different aircraft, more than 250 combat missions and more than 500 combat hours.

His decorations include the Distinguished Flying Cross with two oak leaf clusters; Air Medal with oak leaf cluster; Bronze Star Medal; Air Force Commendation Medal; and Chinese Army, Navy, Air Corps Medal, Class A, First Grade. All Doolittle Raiders were also awarded the Congressional Gold Medal in May 2014.

In his final years, he remained a familiar face at Air Force events in the San Antonio area and toured Air Force schoolhouses and installations to promote the spirit of service among new generations of Airmen. On Sept. 19, 2016, Cole was present during the naming ceremony for the Northrop Grumman B-21 Raider, named in honor of the Doolittle Raiders.

“We will miss Lt. Col. Cole, and offer our eternal thanks and condolences to his family,” Goldfein said. “The Legacy of the Doolittle Raiders - his legacy - will live forever in the hearts and minds of Airmen, long after we’ve all departed. May we never forget the long blue line, because it’s who we are.”

May 2019

www.inflightusa.com

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Flying With Faber

SONOMA COUNTY: A GEOGRAPHIC WONDERLAND

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any counties are one-dimensional. Some consist exclusively of great plains, others may be covered by vast deserts or surrounded by mountain ranges. Sonoma County is virtually a microcosm of the entire United States. It is bounded by a magnificent coastline, both rugged and tranquil. Throughout the county, valleys, plains, soaring mountains, forests and riverbeds boast their splendor. Almost every terrain except desert. This geographic diversity has created a staggering number of microclimates. Geographic historians tell us that Sonoma County was an inland sea long before the land was carpeted with vineyards.

Earthquakes, or tectonic upheavals of the coastal plate created what today are the Mayacamas Mountains. They form the eastern boundary of the county.

Sonoma County has an abundance of soil types, more than found in all of France. The Russian River, plus 60 miles of coastline spawns an atmosphere where fog flourishes. The result is that Sonoma County has 13 approved American Viticultural Areas and more than 250 wineries. Although many consider the Midwest the breadbasket of America, Sonoma County is ranked as the 32nd county in the United States for agricultural production. Not just vineyards – Sonoma County is a leading producer of grapes, prunes, hops, apples dairy and poultry products.

The Airport

Charles M. Schultz-Sonoma County Airport (KSTS), at an elevation of 128 feet, is six miles northwest of Santa Rosa.

Runway 14/32 is 6,000 feet long.

Runway 2/20 is 5,200 feet long. There is an ILS approach (or LOC/DME) to R-32, plus GPS approaches to R-2, R-14 and R32. There is also a VOR/DME to R-14 (the VOR is on the field). Petaluma Municipal Airport is also in Sonoma County. At last look, KaiserAir, 707-5287400, delivered the least expensive fuel.

Things to Do

Ecotourism & Nature Sonoma County lends itself to a variety of eco experiences for travelers. Many hotels, inns, and campgrounds are green certified, and some offer charging stations

Stuart J. Faber and Aunt Bea

Sonoma County boasts some of the finest growing locations in the U.S. It is ranked as the 32nd in the United States for agricultural production.

(Courtesy George Rose)

for electric cars. Farm tours display the sustainable practices that have provided sustenance to this area for generations, and many Sonoma wineries offer organic and biodynamic wine and winemaking.

Visitors can explore redwood forests, go whale watching or birding, or take a hiking or kayaking excursion.

For the Family Sonoma County has been a family destination for years. The Pacific Ocean, rivers, redwood forests, and more than 60 regional and state parks beckon the entire family. For in-town fun, take the kids to the museum dedicated to the cartoonist of Peanuts fame, Charles M. Schulz. Train Town offers rail fans, young and old, a ride on one of the best scale railroads in the country.

Shopping Your choices extend from high-end outlets to small boutiques, winery gift shops, and country stores. In each town and village discover unique shopping along the plazas and streets. Petaluma Premium Outlets, Santa Rosa Plaza Shopping Mall, fine boutiques in Sonoma and Healdsburg, eclectic stores in Guerneville and Windsor offer tempting one-of-a-kind gifts or fabulous wine country souvenirs.

Golf With a mild climate that encourages year-round play, fantastic off-the-fairway diversions, and a stunning natural setting along the beach, in the redwoods, or near vineyards, Sonoma County is ideal for

golf enthusiasts.

Arts & Culture Sculpture gardens tucked into hills, intimate performance spaces in quaint small towns, and high-end galleries join major performing arts centers like the Green Music Center and Luther Burbank Center for the Arts in bringing the arts to locals and visitors. With thousands of artists and more than 120 performing arts companies, you won’t run out of these activities.

Spas & Wellness More than 40 spas and wellness centers restore mind, body, and spirit in Sonoma County. Healthy, stimulating experiences are offered, including treatments with local products like goat’s milk, honey, grape seeds, and, of course, wine.

Visit and find your Sonoma County relaxation. From luxury spa resorts with gorgeous vineyard views and extensive pools to relaxing day spas, Sonoma Wine Country offers relaxation and rejuvenation.

Festivals & Events With more than 250 Sonoma wineries, there is always an event happening in Sonoma County, which enables you to plan your Sonoma trip around an outstanding festival or event. Wine festivals; fairs that celebrate Sonoma County’s rich agricultural heritage (like Petaluma’s Butter & Egg Days, Sebastopol’s Gravenstein Apple Fair, or the Bodega Bay Fishermen Festival); car shows; history festivals; and others let you experience the best Northern California has to offer. Visit the Sonoma

An aerial view of the vineyards.

(Courtesy George Rose)

A photo from a recent Sustainability Camp.

(Courtesy George Rose) County Visitor’s Guide for a list of festivals and events for this year.

Sample Great Wines

Recently, I joined a group of my food and wine writer colleagues. We gathered for a sampling of some of the Sonoma County wines. The following were among the favorites.

Patz & Hall 2016 Chardonnay, Sonoma Coast After four years of draught, 2016 started out with a prolific winter rainfall.

While the summer of 2016 was quite hot, a perfectly timed cool-down over a threeweek period in August allowed the grapes to ripen with moderate sugar levels. It also preserved the acidity that is so essential to making great Chardonnay and Pinot Noir. Thus, the quality is exceptional with vivid, alluring flavors in the Chardonnays and deep colors and gorgeous aromatics in the Pinot Noir.

Continued on Page 30

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In Flight USA Celebrating 35 Years

May 2019

Flying With Faber Continued from Page 29

The 2016 Sonoma Coast Chardonnay offering, richer and more dense than the 2015, is a diverse blend of small familyowned vineyards – with some new sites added for the first time. This wine is a true collection of single vineyards that could all be bottled on their own including; Sanchietti Vineyard, Gap’s Crown Vineyard, Zio Tony Ranch, Dutton Ranch and Durell Vineyard. On the nose, aromas of dried orange peel, roasted almond, lemon sugar cookie and green apple are nicely supported by spicy French oak shadings. The mouth feel is crisp and juicy with cascading, mouthwatering flavors of spicy pear, lime zest, yeast and toffee. The finish is long and focused by crisp acidity leading to lingering flavors that continue to express themselves.

Seghesio Family Vineyards 2015 Home Ranch Zinfandel Long, warm days aided by the absence of marine influence marks this site in Alexander Valley.

The soils are composed of clay and clay loam with underlying layers of basalt, sandstone and volcanic rock. Vines are challenged by the low nutrient level of the clay and the shallow topsoil, which both force them to produce more concentrated fruit. The year 2015 produced one of the earliest harvests on record in Sonoma County. Although the summer was generally mild, spring’s dry warm weather accelerated vine development, ultimately producing smaller berries and concentrated flavors. Sustained warm weather coupled with depleted water reserves culminated with a furiously paced compact harvest that was completed before the end of September, producing a vintage of exceptional quality. The crews walk this venerable vineyard with willow switches, tipping the canes to drive lateral growth into the vine’s crown

Team Oracle

Continued from Page 28

inspiration to me ever since I began my career in flying.”

The Team Oracle Performance

It all begins in heart-charging, close

Harvest time at Bucher Vineyard.

(Courtesy SCWC)

Sonoma County is home to more than 250 wineries. to provide shade when the canes droop late in the season. Just prior to harvest, a touch-up pass ensures a harvest of evenly ripened fruit.

The grapes were hand sorted as clusters and berries before being gently transferred to small open-top fermenters. The fermentations were conducted utilizing punch-down cap maceration for an average of nine days before being drained to barrel to complete fermentation. This wine was barrel aged 12 months in new French oak with a mixture of American oak.

This $60 classic has notes of blackberry, black plum and other Alexander Valley fruit characteristics. Graham crust undertones, subtle hints of oak, briary, acidity and a finish of ripe peach made this a favorite among our group.

Pineapple, guava, cantaloupe, and lemon zest fill the glass.. Bright rich acidity is complemented by a full round palate and long finish. Huge flavors of ripe cantaloupe and honeydew fill this wine while kiwi and lime play quietly around them.

(George Rose)

Bucher Vineyard 2016 Pinot Noir Russian River Valley.

This excellent wine, surprisingly only $22, is created from balanced fermentation practices with half of the wine fermented in stainless steel and the other in French oak barrels. This allows the Sauvignon Blanc to retain fresh fruit flavors with high tone tropical flavors while remaining rich and full on the palate.

Located in the heart of the Russian River Valley, Bucher Vineyard was founded in 1997 by John Bucher. Today, Bucher Vineyard has 38 acres of sustainablyfarmed grapes; 36 acres of Pinot Noir on 14 distinct blocks and two acres of Chardonnay. The Pinot Noir blocks are comprised of several clones, as well as various rootstock. The 2016 Single vineyard blend is made from five clones from eight of the Pinot Noir blocks. Pommard is the backbone of the 2016 blend. Perfumey aromatics of dried cherry, Ceylon tea, and

formation action with Panzer flying the Oracle Extra 300L off the wing of Tucker’s Oracle challenger III. Then the chase ensues with a Loop and a Clover Down split into opposing solos. Tucker in front, thrills the audience with signature maneuvers such as the Centrifuge, and Inside-

Outside loop, Tucker Upper, Snap and Torque rolls. Simultaneously dancing in the sky, Panzer delights with the Hammerhead, Avalanche, Immelman and other breath-taking maneuvers. The team then rejoins in a Torque Circle for close formation flight and final astonishment

Dutton Estate Sauvignon Blanc 2017.

cranberry are seamlessly woven with traces of sandalwood and cola.

Concentrated flavors fill the palate with both a savory and earthy essence. Red cherry, spicy plum, and dried rose petal merge with hints of rhubarb, sassafras, tobacco leaves, and smoky oak to offer a layered wine with depth and complexity.

The lengthy finish reveals elegant tannins.

Dining and Accommodations

The county is home to hundreds of outstanding restaurants, taverns, hotels and B&Bs. The following are my top food and hotel recommendations.

The Tides Wharf & Restaurant.

835 Coast Highway One, Bodega Bay, CA 94923, 707.875.3652. This seaside restaurant specializes in fresh, local seafood, including the hot crab sandwich, New England clam chowder, fish and chips, Dungeness crab and cioppino.

Creekside Inn, 707.869.3623 | 800.776.6586, 16180 Neeley Road, Guerneville, CA 95446, stay@creedside inn.com. This is not your everyday hotel.

Accommodations consist of cozy, attractive cottages and suites. Just a short walk to town across the Guerneville Bridge, this place also provides an atmosphere of a countryside, woodsy retreat.

Sonoma County offers a variety of things to do, places to dine and stay and wineries to explore in an amount greater than most states-indeed, many countries.

For a complete list of all the hotels, restaurants, golf courses, wine tours and attractions, visit www.sonomacounty .com/guide

before a charming Speedo Heart departure.

For more information about the team and schedule, visit Team Oracle’s website at www.oracle.com.

May 2019

www.inflightusa.com

31

ASK ABOUT AIR TRANSPORT FROM OUR BASE TO YOURS OR WE CAN COME TO YOU.

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32

I

In Flight USA Celebrating 35 Years

CONFESSIONS OF AN A-6 INTRUDER PILOT

May 2019

Part one of a three part series, continuing in In Flight USA’s June and July issues.

Strap in Alongside Veteran Pilot Francesco “Paco” Chierici for a Trip Back in Time When A-6s Still Rocketed Through Canyons in the Black of Night

By Richard Crandall and Tyler Rogoway

t may not be as well known as its maker’s point-nosed, swing-wing counterpart, the F-14 Tomcat, but Grumman’s A-6 Intruder was also a movie star and served as the backbone of the carrier air wing’s all weather, deep strike capability for decades. The allbusiness A-6 was capable of doling out a very heavy punch far from its home at sea and it was most at home down low, deep in the weeds, barrelling through enemy territory under the darkness of night.

(U.S. Navy Photo)

One A-6 pilot, Francesco “Paco” Chierici, flew the blunt-nosed attack jet during the twilight of its career and is about to share exactly what it is like to strap into the ‘flying drumstick’ and take it over hostile territory, down deep and dark ravines, and into the history books as it began to fade from the Navy’s inventory once and for all.

Paco’s experiences at the controls of the Intruder are especially noteworthy as he would go on to fly higher-performance aircraft, transitioning into the F-14 and later becoming an aggressor pilot in the F-5—areas we will discuss in part two of this series. So, suffice it to say, with thousands of hours in fast jets, Chierici has plenty to compare the A-6 to.

Francesco “Paco” Chierici (Courtesy U.S. Navy)

Paco has thousands of hours in fast jets, with the A-6 being the first fleet aircraft he was assigned to fly.

This tell-all feature also comes just as Paco released his first novel, Lions Of The Sky. If what you are about to read is any indication, his novel should be outstanding and we look forward to reviewing it soon.

So, without further ado, let’s climb the intakes and step into the side-by-side cockpit of Grumman’s legendary deep strike phenom, and launch on alongside Paco on a ride to remember.

So ugly you had to force yourself to be fiercely proud of it

I’ll never forget the first time I walked up to an A-6. It was huge compared to the TA-4 Skyhawk jet trainer I had most recently flown. Nearly three times heavier.

Two engines, versus one. Whereas the TA4 was sleek and spindly on its tall landing gear, the Intruder was beefy and serious.

The TA-4 looked nimble, the Tomcat was movie-pretty, the Intruder looked like what it was – a war club.

The cockpit of the Intruder was radically different as well. The visibility over the big bulbous nose wasn’t as good as the Skyhawk, but the side glass went all the way down to my hip. It was insane, you could practically see underneath the plane without even rolling.

thing I would ever experience again. We would literally high-five after rolling offtarget and spotting the bomb hit.

It was awesome.

The Intruder’s unique side-by-side seating layout. (Bill Abbott/Wikicommons)

One of my favorite stupid-pilot tricks was asking the BN to check the right side just before coming into the overhead break. While he was looking out, I would disconnect his G-suit hose just before break-turning at 6.5Gs. I got Gradymon Hackwith to pass out a couple of times. He would punch me in the arm until I rolled into the groove and he was forced to let me fly the ball to landing.

I would be laughing so hard there were tears.

The exterior of the Intruder was dominated by its giant nose. The plane was quite obviously built around the enormous terrain-following radar. We also had an extremely prominent refueling probe permanently jutting out from where the radome met the lower part of the windscreen.

The plane was kind of like a bulldog, so ugly you had to force yourself to be fiercely proud of it.

(Courtesy U.S. Navy)

The instrument panel was much more serious, as well. It was absolutely filled with screens and switches. It was clearly a huge step up from the trainers I’d spent the last few years mastering.

Now it would be less about the flying and more about the mission.

The biggest difference in the Intruder cockpit was the seat to my right, though. The Bombardier/Navigators (BNs) sat just below and aft of the pilot, but basically beside us. It was initially irritating to give up half of the cockpit, sacrificing visibility and primacy, to the BN, but I soon discovered that the camaraderie in that cockpit was unlike any-

itself into the sky.

Without any modifications, the A-6 could carry 28 MK-82 500-pound bombs. If the gear doors were removed, it was an even 30. That was 15,000 pounds of ordnance on a plane that only weighed 27,000 pounds empty. Fill her up with gas and we were launching off the deck in 300 feet, zero to 160 knots, at 60,000 pounds of gross weight.

That was quite a ride.

A heavy hitter.

(Courtesy U.S. Navy)

One of the great things about the Intruder was its punch. During its heyday, it was second only to the B-52 in payload.

That was remarkable because she was only 54 feet long with a wingspan of 53 feet, as compared to the BUFF, which is 159 feet long and 185 feet wide. Also, she was launching off of a 1,100-foot carrier, whereas the BUFF rumbled down a twomile runway before it was able to claw

(U.S. Navy Photo)

One of the advantages of having such an aerodynamically challenged airframe was that she didn’t handle much differently fully loaded than when she was clean.

Alright, that’s a bit of an exaggeration, but in all honesty, she was a dream to fly low, fast, and laden with weapons.

The wing root, where the wing attached to the fuselage, was enormously thick. We could fly all day (and night) with a serious bomb load-out at low-level and pull five Gs or more. The Intruder was impervious.

The addition of the FLIR (Forward Looking Infrared) pod – which happened well before my time – enabled the A-6 to transition from a mere heavy-hitter to a precision striker. Whereas before there were two basic modes of delivery, the pilot doing a visual dive and the BN using the radar to drive the plane to a bomb release point, the FLIR introduced a level of precise aim-point fine-tuning that was completely unique at the time.

In the target area, the BN would transition from the radar picture to the FLIR. Using the laser and the crosshairs in the FLIR picture he would fine tune the information the pilot used to arrive at the proper delivery point. Those capabilities enabled the Intruder to precisely deliver iron bombs and laser-guided bombs in almost any weather conditions and at night.

A dark wizard by your side

The Intruder was unlike any other plane I flew in that it was built with the Continued on Page 33

May 2019

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Confessions of an A-6 Intruder Pilot Continued from Page 32

A-6Es releasing thousands of pounds of Mk82 Snakeye bombs.

(U.S. Navy Photo)

other crew in mind – the BN. The A-6 was an all-weather, low-level, day/night, medium attack plane. Basically, a bad-ass bomber that could fly at treetop level through the enemy’s backyard and drop tons of ordnance.

To accomplish that mission we had an amazing terrain following radar – again that big ugly thing on the nose. We also had a super-capable FLIR gimbaling pod under the chin. The FLIR pod didn’t add anything to the appearance, it looked like a wart on a witch’s chin, but it did add precision to the already impressive payload.

The BN was responsible for using the radar to navigate through steep valleys and canyons using the raw returns.

The pilot used computer-generated information on the screen in front of him to hand fly the plane along the general path the BN laid out. Once the target area was penetrated, the BN would activate the FLIR ball. He would ‘laze’ the target, both for accurate ranging regardless of what weapons were delivered, and as a target designator for laser-guided ordnance. He would also slew the crosshairs of the FLIR to sweeten up the final phase of targeting. The pilot would again follow the computer-generated guidance on our screens derived from all of the BNs efforts, flip the Master Arm on, and then pickle off the weapon.

(U.S. Navy Photo) We would routinely do this at night, though the mountains, in the clouds and rain, and at 200 feet and 420 knots. There was zero automation, the pilot hand-flew the plane at all times. But to me, the craziest aspect was that the BNs stuck their heads in the boot covering the radar and FLIR screens through the whole mission.

The boot was essentially a shroud with a padded hole where the BN would stick his face. It shielded the cockpit from

the light of the radar so it wouldn’t blind the pilot during night flying. But when using it, the BN couldn’t see what was going on outside in the real world. So we would be flying through steep ravines at seven miles a minute at night as low as we dared, I would be glancing nervously at the granite cliff wall I could barely make out and the BN was stuck with his head down, arms spinning dials and switches like some dark wizard, immersed in his virtual world of radar returns and seemingly oblivious to the violent yanking and banking as we jinked through the low-level route.

The flying became even more aggressive once we entered the target area and executed any number of dynamic weapons delivery pops, all while the BN kept his head glued in his boot.

Craziness.

Because of that dedication to the mission and the simple fact that the Intruder was designed to be optimized by the BN, the community was as flat as any I’ve ever seen. Meaning that there was almost no greater weight placed on whether someone was a pilot or a BN. This was definitely not true in the fighter communities, where pilots considered themselves far superior to anyone, whether they were in aviation or not.

Aviators – gathered in the Cradle of Naval Aviation – Pensacola, Florida – that summer and we churned our way through the sausage factory that was flight school. I made it through all the fail points: academics, physical training, and primary training in the T-34. After all that I was selected for jets.

I went through intermediate training in the T-2 Buckeye, where I saw the carrier for the first time, and finally advanced flight training in the TA-4J Skyhawk. After carrier qualifying in the Skyhawk, I had finally completed the multi-year odyssey that began when I was first smitten.

The winging ceremony was an emotional, momentary personal victory. I was finally a Naval Aviator sporting wings of gold.

Little did I realize that the real work was about to begin.

I was as close as you can be to an accidental fighter pilot. As a kid, I built plane models and hung them from the ceiling of my room in a huge Battle of Britain dogfight. But as I got older, I drifted away from the romance of aviation.

I didn’t grow up around planes. No one I knew was a pilot. I wasn’t one of those kids who washed Pipers at the local airport for gas money. Fortunately, I needed money to pay for college and I joined the Navy ROTC. What began as a means to an end morphed into an opportunity of a lifetime.

As a Midshipman, I was exposed to all of the communities that were available to me after graduation. After a couple of years, I was strongly inclined to pursue Naval Aviation and then something decisive happened the summer before Junior year. I got a back-seat ride in an F-14 with VF-51 and it was love at first flight. I couldn’t imagine doing anything else after I got a taste.

I was obsessed.

In the spring of our senior year, we received our community assignments. All the graduating ROTC and Naval Academy kids were ranked, then the slots were given out in order. It was, and is, extremely competitive to get aviation and I was beyond thrilled to receive my dream shot.

Hundreds of SNAs – Student Naval

A young Paco standing in front of his mount.

(Francesco Chierici)

An accidental fighter pilot

The night is dark and full of terrors

The A-6 was super honest to land. It had a great combination of wing sweep, responsive engines, and drag which allowed for quick and fine corrections while flying the meatball.

Near the completion of training, we would carrier qualify, day and night. It was a big deal, our final exam. In the Intruder community, we would go to the boat for the first time with a fellow student, a BN that was our classmate. I was lucky enough to go with my good friend Gradymon. It was an intense experience for both of us, but especially for Grady since he had never seen an aircraft carrier from the air. The first time the BNs ever got to land on a ship was with a fellow knucklehead student (who routinely disconnected his G-suit hose at inappropriate times) piloting him.

Those guys were either crazy or brave as shit.

The day landings were awesome and similar to the landings I had done in the T-2 and TA-4, but the night landings were going to be a completely new ballgame

(U.S. Navy Photo) for me. It was going to be a huge comfort to have Grady by my side. Unfortunately, we didn’t make it up that night.

We spent the evening on the USS Ranger, having dinner and waiting for our turn to climb into a jet. The plan was for us to hot-switch into a plane that our classmates were currently flying. After their last night landing, they would be chained to the deck. With the engines still running, we would switch crews one at a time until Grady and I were safely strapped into the still running jet. Then we’d get fueled up and taxi to the catapult to take our turn at six night traps.

We tracked our jet as she went around the pattern, successfully landing five times. After she took off for the last time, we made our way up to flight deck control to await the last landing and the hot-switch. There were multiple TVs and a window facing the landing area.

I’ll never forget watching my jet on the TV as she was about to land. I leaned over to tighten my chest strap and she hit the deck and caught a wire. As I stood up, I could see her through the window. One moment she was decelerating with both engines howling at full power, just as normal. The next, the pilot and BN ejected, the jet angled out of the landing area toward a row of parked F/A-18s, slammed into them, then flipped into the water.

One of the F/A-18s snapped out of her chains and flipped into the water as well.

Another was impacted so hard it also snapped its chains and spun 180 degrees, managing to barely stay on the deck. I stood there in Flight Deck Control with my hands still on my straps, my jaw hanging open.

The Intruder I was supposed to climb into and fly my very first night carrier landings had just broken its tailhook, smashed into three Hornets, and flipped into the sea.

Welcome to naval aviation!

To be continued next month...

Editor's note: A huge thanks to Paco for sharing his incredible experiences with us. And make sure to pick up a copy of his new book, Lions Of The Sky. Contact the editor: Tyler@thedrive.com This article is reprinted with permission from the magazine, The Drive.

AERO FRIEDRICHSHAFEN BRINGS OUT THE BRIGHTEST IN EUROPEAN AVIATION

By Mike Taylor 34

A

ERO 2019, the leading European trade show for general aviation, was again hosted at Messe Friedrichshafen on the northern banks of Lake Constance in central Europe. The exhibition and its massive indoor hangar/halls deliver a consistently pleasing balance of trade fair, camaraderie, evolution, esprit de corps, solidarity, and fine cuisine. AERO lacks the enormity, the casual spectators, and the frequently petulant weather of comparable U.S. shows; and that’s just fine with the vendors and shoppers it’s devised to draw.

Europeans categorically think of General Aviation (GA) as those aircraft not used in scheduled or chartered air traffic, essentially characterizing them as “sport” aircraft with the occasional appendage of “utility.” Notwithstanding, there is always an adjunct of commercial and military aviation thrown in at AERO too. Much of what might be characterized as purpose-built aircraft in the U.S. is pleasantly folded into sport aviation in Europe, and this is particularly evident at the show. Style is pervasive, flair dominates, and a strong sense of nationalism and personality distinguish one European offering from another.

Take for example the Blackshape Gabriél. This sexy, innovative aircraft is an outgrowth the company’s Blackshape Prime – a popular choice worldwide for sport flying. Co-branded with Transavia, Gabriél is a prime example of the crossover between sport and utility. It derived from a collaboration with the airline Transavia, an Air France/KLM subsidiary, and Gabriél’s intended role is in training commercial pilots.

Derived from the stylish Blackshape Prime, the Italian design group has teamed with Transavia, an Air France/KLM subsidiary, to promote the Gabriél as a flight training platform.

(Mike Taylor)

Ultralight aviation also characterizes a large part of GA in Europe where it maintains a distinctly different certifica-

In Flight USA Celebrating 35 Years

tion class from its U.S. counterpart.

AERO is dominated by light aircraft.

However, at this show, this distinction may include any number of certification standards, including Microlight, Ultralight (UL), Very Light Aircraft (VLA), the U.S. standard Light-Sport Aircraft (LSA), and a large number of small EASA CS-23 / FAR Part 23 certified aircraft.

Examples of light aircraft seen at AERO spanning the various certification classes include the Blackwing Shark from Sweden and the Fly Synthesis Syncro from Italy. Blackwing claims, in Europe alone, there are 500 new Microlight registrations every year. The Fly Synthesis Syncro is available as an LSA or UL meeting their respective country’s weight and performance requirements.

The Tomark Viper SD4 is all metal twoseater from the Slovak Republic.

(Mike Taylor)

The colorful and smartly equipped Belmont Patino comes from Latvia.

(Mike Taylor)

Blackwing Sweden Shark is, according to its paint scheme, “A type of airplane that flies safe and efficient.”

(Mike Taylor)

and premieres, it’s the industry’s foremost exhibition in the world.” He speaks faithfully with regards to sheer numbers of aircraft displayed at an indoor exhibition, and in particular of one- to two-place aircraft.

The show makes its mark with a dose of European flair. At the TL 3000 Sirius by TL Ultralight and the VL-3 Evolution JMB Aircraft displays, visitors were greeted with beauty and style by damsels in dress.

Fly Synthesis Syncro UL is the Italian company’s fastest model. (Mike Taylor)

The TL 3000 Sirius by TL Ultralight greeted guests with a touch of pageantry.

(Mike Taylor)

General aviation in Europe flourishes at the intersection of speed and style.

Other celebrities making their appearance at AERO were the Tomark Viper SD4 from Slovak Republic and the colorful Belmont Patino from Latvia. The Viper SD4 claims to be “ideal for sports, entertainment, and recreational flying,” as if one of those avocations was not all encompassing. The Belmont Patino is an infinitely customizable aircraft meant to suit any buyer’s preferences with its host of styling and equipment choices.

AERO is, in the words of Messe Friedrichshafen CEO Klaus Wellmann, “Europe’s largest exhibition for general aviation, and with regard to innovations

JMB Aircraft, “makers of the world’s fastest UL aircraft,” offered salutations to passersby.

(Mike Taylor)

AERO Offers More

While the most crowded areas at

May 2019

AERO were designated for general aviation services, equipment, engines, pilot supplies, and avionics (including Garmin, which is gaining a foothold in Europe), in particular the corridors connecting Halls A3 through A6, there were many more exhibits to browse for aviators with a wide range of interests.

Twelve large hangar halls at Messe Friedrichshafen are complemented by an outdoor static display. This area was populated by pre-owned aircraft for sale, a small collection of military and historic aircraft, and the Europa-Park Zeppelin tethered on the adjacent airfield, Bodensee Airport Friedrichshafen.

German military technology was observable at AERO. Inside were search-andrescue and law enforcement helicopters.

Outdoors was a steadily visited German Air Force (Luftwaffe) Panavia Tornado multirole combat aircraft, i.e. fighter jet.

Europe also loves its glider/sailplanes, perhaps since they typically offer the most economical method of entry and the best true flying experience for new pilots. The most basic pilot license in Europe, the Light Aircraft Pilot License (LAPL) is available for airplanes, helicopters, sailplanes and balloons but can be used only in Europe.

However, from the LAPL holder on up, one gets full credit for the theory and flight experience towards more advanced licenses. With a Private Pilot License (PPL) for airplanes and helicopters, as well as with a Sailplane Pilot License (SPL) and Balloon Pilot License (BPL), one can exercise their pilot privileges also outside the E.U. Holders of SPL and BPL licenses can add commercial privileges.

In 2019, the glider displays were moved to Hall A1 at main entrance, perhaps again to lure those entertaining the notion of pilot training. The star of the show (among gliders) was the L-23 Super Blaník, a remake of the classic glider from Let Kunovice of the Czech Republic. It is used by the U.S. Air Force Auxiliary Civil Air Patrol as a trainer for cadets.Flying

This L23 Super Blaník is a remake of the classic glider from Let Kunovice of the Czech Republic. It is used by the U.S. Air Force Auxiliary Civil Air Patrol as a trainer for cadets.

(Mike Taylor) Continued on Page 36

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In Flight USA Celebrating 35 Years

AERO Friedrichshafen Continued from Page 34 enthusiasts in Eastern and Western Europe differ ideologically according to Christoph Becker, editor of FliegerRevue magazine.

Speaking specifically with regards to their fascination for both old and new facets of aviation, the East is rife with engineering, design, development and has a long history of manufacturing. Becker commented, the aircraft featured FliegerRevue provide “aviation eye-candy” for those unfamiliar with the many eastern designs and challenged by the magazine’s German language.

Junkers Flugzeugwerke of Dübendorf, Switzerland was one of the Swiss aircraft makers represented at the AERO. The company is currently building a second replica of the six-seater Junkers F13 all-metal transport plane. It was originally constructed in 1919 and the company was there to celebrate the aircraft’s 100-year anniversary. A recently completed F13 is flying under the Rimowa moniker. The company hopes to produce at least five units of this classic design, all from original blueprints.

When old and new technology meet, the results are some distinctively interesting aircraft that seem to exist without any particular reference to time and place.

Those at AERO 2019 fitting this description included a single-seat biplane Bücker Bü 133 Jungmeister and a FK12 Comet

tandem folding-wing biplane produced in Germany. The Bü 133 Jungmeister “Liesel Bach” was named for the first woman to fly over Mount Everest. The FK12 Comet from FK-Lightplanes is a tandem foldingwing biplane made in Germany; it’s where new technology meets classic styling.

This Bücker Bü 133 Jungmeister “Liesel Bach” was named for the first woman to fly over Mount Everest. (Mike Taylor)

May 2019

remarkable design presented at AERO 2019 was the vertical take-off and landing e-flyer AutoflightX. It’s purported to be the best 3D mobility solution for people and goods. Another entirely new and unusual-looking aircraft featured at the show was the “flying wing” made by Horten Aircraft from Eisenach, Germany.

Both examples are exploring non-traditional aircraft design with the application of modern technologies.

AutoflightX plans to elevate transport with electric vertical take-off and landing vehicles.

(Mike Taylor)

Two Sides of the Atlantic

With the FK12 Comet tandem foldingwing biplane from Germany, new tech meets classic style.

(Mike Taylor)

Power to the Piston

Sustainable and e-flight (electronic flight) technologies continue to be nascent in the aviation world. However, one

North American and European aviators maintain a strong bond despite the expansive Atlantic divide between them.

This bond is evidenced in nearly every vendor present at AERO 2019. All were well aware that their market is not limited to just one continent. For example, Airplus of Friedrichshafen, Germany, which markets unique products for aircraft performance and customization, is working with customers on both sides of the ocean per-

forming installations of ADS-B equipment in business aircraft. Their growth into this market is the result of overwhelming demand in the U.S. exacerbated by the FAA’s 2020 mandate and deadline.

Avionics vendors too are seeing opportunity in the competitive arena of cockpit management. In addition to the aforementioned Garmin, Dynon Avionics is finding that popularity for its products is materializing throughout Europe, likely due to its comprehensive approach to cockpit/panel design. Watch for Dynon to continue its expansion into Europe where a strong light aviation market thrives.

At AERO 2019, a number of exhibitors admitted to being travel-worn, having just arrived from a week in Florida at the Sun ‘n Fun International Fly-in & Expo, an event in the process of re-branding itself as Sun ‘n Fun Aerospace Expo.

Back-to-back shows this year, between Sun ‘n Fun and AERO, put a strain on expo personnel. Curiously, though perhaps favorably, the two shows will occur at the same time in 2020, making it imperative that duties be divided and back-to-back travel be eliminated. Although, participants might still try to attend both spending a few days at one with a non-stop flight between Orlando and Zurich in the middle.

As aviators go, they tend to be an adventurous sort. AERO 2020 will be held April 1–4.

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37

NATA AWARD CELEBRATES DON CAMPION – A LEADER BUSINESS AND COMMUNITY OUTREACH

38

In Flight USA Celebrating 35 Years

The National Air Transportation Association (NATA) announced on April 18 that Don Campion, President of Banyan Air Service, is this year’s NATA Distinguished Service Award honoree.

Campion will be recognized during the June 18th Industry Excellence Awards Presentation Luncheon held in conjunction with the NATA 2019 Annual Meeting and Aviation Business Conference.

The NATA Distinguished Service Award is given to an individual or organization still active in general aviation on a regular, day-to-day basis and recognizes outstanding service and ongoing contributions to the industry. Campion’s celebrated 40-year aviation business career is also hallmarked by his philanthropy and community service extending beyond general aviation and his business locality.

He has been a long-time member of NATA and previously served on its Board of Directors from 1999 to 2002.

“The Association is happy to present Don with this year’s Distinguished Service Award for his tremendous contributions to the general aviation industry. He has been

a role model for many of us within aviation business and we applaud him for his dedication to giving back to his community,” stated NATA President Gary Dempsey.

“What I admire most about Don is his persistence, even early on when the odds seemed stacked against him. In my first few years running a large MRO in Tampa, Don spent time getting to know his fellow aviation brothers and sisters throughout Florida–always willing to share his knowledge as a mentor. He is a champion for state issues, joining the fight to get tax relief on labor. Don is a very effective leader and gentleman, and he always has a smile and a giving, positive attitude.”

In 1979, Don was contracted as a copilot for a small charter operation flying primarily from south Florida to the Bahamas. Realizing an opportunity to provide aircraft maintenance in the region, Campion co-founded Banyan Air Service at Ft. Lauderdale Executive Airport (FXE) in Florida. Under Don’s leadership, Banyan Air Service has grown from one small hangar he ran with a friend and two employees, to a staff of over 190. Banyan is a leader in the avia-

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tion business community, with more than 400-based aircraft in a 24-hour complex that spans over 100 acres–including one million square feet of office and hangar space. Last year, the company announced it will provide FBO services for Sheltair’s new 20-acre FXE Northside Hangar Complex. Construction is currently underway on the $30 million development with ribbon-cutting ceremonies scheduled for the winter of 2019.

Banyan’s technical divisions have received the FAA Diamond Award for training and the company is an FAA and EASAapproved repair station in Argentina, Brazil, Chile, Columbia, Mexico, and Venezuela.

Banyan has been named one of the Best Places to work by South Florida Business Journal, received recognition from the City of Fort Lauderdale, and is consistently ranked by pilots as a top 10 USA Business Aviation Center.

“Don leads not only a first-class quality operation at Banyan, but also one that is guided by his ongoing commitment to integrity, team work, and giving back to his local and global communities, including his tireless efforts to restore

IN

AVIATION May 2019

Don Campion, President of Banyan Air Service, is this year’s NATA Distinguished Service Award honoree.

(Courtesy NATA)

medical service to a village in Nigeria–a project started by his parents nearly 70 years ago,” added Greg Schmidt, Pentastar Aviation President and CEO and NATA Board Past Chair. Raised by medical missionary parents, Don grew up in Nigeria, experiencing a rural environContinued on Page 41

May 2019

39

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In Flight USA Celebrating 35 Years

SUN ‘N FUN – DAY 1

May 2019

Homebuilder’s Workshop

T

his year’s “plan” was to visit as many exhibitors as possible, and I visited a lot of ‘em, always asking the same question – “What’s new this year?” Lots of folks had something new and everybody reported healthy sales.

I got there Monday to get press credentials and to make sure that my forums on thumb drives would work with their computers. Those tasks accomplished, I went into the museum.

One plane on display was Neal Loving’s Love, a small, single-seat inverted gull-wing homebuilt. Loving’s story is truly amazing: he was in a glider accident and had both legs amputated, designed and built five airplanes, then got his degree in aeronautical engineering at age 40. And he was a black man at a time when things were bad for blacks. He must have been quite a man.

Another interesting plane was a Wittman Tailwind with retractable landing gear and four “whiskers” sticking out the front of the engine cowling. Nobody seemed to know what those were for.

The next day, out on the field, HigherGraphics makes not vinyl to cover your plane but paint templates. Back in the day, folks used to fill in rivet holes with epoxy to make a smooth surface until folks realized that loose rivets would not be visible. I wonder why nobody mentions that about vinyl coats.

The RV-8 with the Rotec radial engine was on display, a truly impressive installation. Unfortunately, I was never there when the builder was.

Want ground transportation?

Spencer Aircraft had folding electric bicycles that you can pedal. Really cool, but I suspect not real useful if the destination is on a highway.

Airmaster had propeller hubs for engines from O-200 to O-540, from two blades to five. Concerted that electric constant speeds can’t change pitch as fast as hydraulics? Not to worry.

Aeromomentum had a number of engines on display, all derived from auto engines, some they could name, some they could but were not allowed to. Mark Kettering had lots to say about his engines and obviously knows a thing or two, too much to report here, but I was impressed.

He’s doing as much as he can to make engine installations as easy as possible.

At the Verner engine booth, my favorite P-35 scale LSA had little progress from last year. But an Aeromomentum inline engine would make a neat P-40.

Another prop vendor was DUC, a French company with offices in Sebring, Florida. They have both electric and hydraulic constant speed props.

Another cool bird is the Hummingbird Helicopter, a kit version of the Sikorsky S-52 four-seat helicopter, on wheels, not the traditional skids. Earlier versions were FAA certified, and they’ve made lots of improvements, including changing the engine from Franklin to Lycoming. They’re selling two a month in China.

The four-seat Sling 4 was there with the funkiest, most unrecognizable flat head pop rivets you’ve ever seen. What were they? Traditional pop rivets with the heads filled with bondo. If it was me, I’d dimple the rivets. The Sling is a South African design, now with U.S. representation in Torrance, Calif. They flew the Sling 4 nonstop from California to Florida, including a long, low session over the Gulf of Mexico to avoid weather. Hmm. CubCrafters has their 10-year homecoming in Yakima this October, and they have orders for years ahead. The third generation has its own engine, is bigger, faster, and has a constant speed prop. Unique to them is that they sell LSA, experimental amateur built, and Part 23 Certified aircraft all from the same assembly line.

Need floats? Clamar has Kevlar and carbon fiber floats, including 55 sets on AirCams. Speaking of which, the stock AirCam fuselage is now beefed up for a third seat, and the old fuselage is no longer sold. But, if you want to do the third seat right, they recommend souping up the engines with a big bore kit, six grand a side, and then the seat itself and everything else adds another four grand to the price. I should never have sold my AirCam. Speaking of my AirCam, it was eaten by a tree in a crosswind a year after it went to the new owner. He was pretty banged up. I also researched the RV-10 that I started when I was still married. It, too, was eaten by trees, no fatalities, in a poorly flown instrument approach as darkness was falling, said approach not authorized at night.

Superior AirParts has been buying back some of its engines because of the risk of problems. Barrett, however, is reconditioning those engines as an alternative to the buyback.

I’ve sometimes wondered what a single-seat high-wing would be like, and the BD-6 is such. There is adequate but not excessive fuselage width, but the seating has the pilot’s head near the wing

trailing edge. What with the structure around the door, duplicated on the other side, and the windshield bracing, the forward view through the distant windshield is unique. You’d get used to it, of course.

WipAire also reports lots of business, especially on larger floats.

AirTech has a unique covering process – spray-on primer, spray-on finish coat. As far as I know, other processes have an additional coat. Robb, the new owner, used to use the process on AgCat tail surfaces. At the other end of the spectrum, the paint on the F-14 static display is badly faded.

At Auburn University, the flight training department is healthy again after being on the short side of university politics some years back. They now have 31 Cessna 172s, and their enrollment has doubled in the last few years.

At the Velocity display, there were a number of twins (!) with side sticks instead of their traditional single-center stick. Reason is that the center tunnel is so full of engine controls that there’s no room for flight controls.

One of the cooler sport planes was the Legend, two seats, tandem, originally flown with a V-8 but then converted into the Turbine Legend. It’s back, with composite parts built in North Carolina and a build center in Youngstown. The flap and aileron controls have been relocated in the wing for more fuel volume, which the turbine needed, and the horizontal tail has been changed. They talk about its cruise speed, which is awesome, but c’mon now, who wants to fly at turbine speeds and altitudes, unpressurized? They’re also contemplating a 750 HP LS engine for it, which seems a bit much for a conversion in an airplane. It’s still a really cool plane, though.

By the way, the wings and tail are the same as used in the Radial Rocket and the fixedgear P85, which is fixed taildragger.

The Enstrom helicopter has an electronic governor coming to make it easier to fly.

Piper has a trainerized, low cost version of the Cherokee. There’s no baggage door (hence, no emergency exit) and if you order a backseat, it’s a single seat in the middle. Don’t be confused by the Continental engine, it’s a PMA Lycoming O-360 clone. Why do it? Thirty percent lower cost, with both VFR and IFR equipage available.

The high wing Vulcanair full four seater sells for about the same as the new Piper trainer, and has pushrod controls.

They say that 30 chief instructors prefer

Ed Wischmeyer

(Ed Wischmeyer)

(Ed Wischmeyer)

(Ed Wischmeyer)

(Ed Wischmeyer) it. Coming are fixed pitch propeller and autopilot.

That’s what I saw on Day 1. Day 2 to come.

VOLUNTEER INSTRUCTORS NEEDED

May 2019

EAA, flight instructors, and aviation companies are joining forces again during EAA AirVenture Oshkosh 2019 to continue to expand and improve the EAA Pilot Proficiency Center and build on past years’ successes in improving pilot and CFI skills.

During EAA AirVenture 2019 the EAA Pilot Proficiency Center (PPC) will again feature Tech Talks, as well as VFR and IFR flight scenarios in Redbird Flight AATDs. The EAA Pilot Proficiency Center is a gathering and skill-building area for those with a desire to increase their knowledge, hone their abilities, and net-

FOR

EAA PILOT PROFICIENCY CENTER

www.inflightusa.com

work with other passionate pilots. The PPC is promoting, showcasing, and encouraging the use of multiple tools and programs to stay engaged in year-round activities to advance proficiency and skill in general aviation.

Thirty-eight flight and ground instructors are needed to teach in the center each day. Fourteen CFIs each shift to operate Redbird LD advanced aviation training devices, two instructors each shift to operate a Redbird Xwind simulator, and two instructors in the ready room to assist pilots in selecting the scenarios

they would like to fly.

Also, two instructors are needed to operate a Redbird MCX in the NAFI Professional Development Center (PDC) tent to train PPC instructors.

Admission to AirVenture and lunch will be provided for all volunteer instructors for the Pilot Proficiency Center.

Also, lodging will be available. The early application increases your chance of getting the schedule you prefer.

Visit the EAA website (eaa.org) for more information on teaching in the EAA Pilot Proficiency Center.

NATA Award Celebrates Don Campion Continued from Page 38 ment where they installed their own electric generators, dug wells for water, and built their own homes and furniture. His upbringing had a profound impact on his future community work and desire to give back. Don and his wife Sueanne are actively revitalizing a small rural hospital in Egbe, Nigeria. As the Egbe Hospital’s project leaders, the Campions recruit personnel, raise financial support, ship medical equipment and supplies, and provide oversight to establish medical care in this

region. Over the years, Banyan Air Service has also provided significant resources and assistance for natural disaster relief in Florida and nearby areas.

Campion is currently President of the Florida Executive Airport (FXE) Association and a long-time member of the FBO #1 20 Group, an association of independently-owned aviation services company peers. In June 2009, he was inducted into the Florida Aviation Trades Association Entrepreneurial Excellence Hall of Fame. His other recent accolades

include: the FXE Distinguished Service Award (2019), FXE Achievements in Community Excellence Award (2018), Excalibur Award (2011), International Business Award from the Greater Fort Lauderdale Chamber of Commerce, and Junior Achievement South Florida Business Hall of Fame Laureate (2011).

He also participated on the Everglades University Aviation’s Program Advisory Committee. Don attended Seneca College of Applied Arts and Technology, a four-year aviation program, which

41

EAA Pilot Proficiency Center will build on past years’ successes in improving pilot and CFI skills during EAA AirVenture 2019.

(Courtesy EAA AirVenture)

included a commercial, multiengine pilot’s license followed by one year of aircraft maintenance at Centennial College.

Contact NATA at events@nata.aero or (202) 774-1535 ext. 6 for more information on the Industry Excellence Awards Presentation Luncheon and to secure tickets. Registration is also available for the full Aviation Business Conference at www.nata.aero/abc.

42

In Flight USA Celebrating 35 Years

May 2019

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.

THE SPECIAL CHALLENGES UNIQUE

T

he axiom that communication influences the outcome and success of every human endeavor is rarely more evident than within the complexity of modern aviation. Many types of communication are employed in aviation, and an error or degradation could result in serious consequences. Systems and equipment used include normal conversation, handwritten notes, hand signals, light gun signals, paper copy, radio, interphone, telephone, digital links such as PDC and CPDLC, SATCOM, ATIS, NOTAMs, transponders, microphones, headsets, megaphones, and more.

Communication during aviation operations becomes a special challenge when systems, human factors, or other circumstances adversely affect the transfer of much needed information. Poor communication can cause or aggravate problems. Good communication can alleviate or prevent problems and aid in solutions. Communication errors abound in aviation operations, and ASRS has received many reports of communication incidents implicating most methods and equipment currently employed.

This month, CALLBACK emphasizes reported incidents in which communication may not have been the primary problem or cause, but was intrinsic to the development or resolution of a problem. In these incidents, the quality of communication was a subtle, but intricate human factor that directly influenced the quality of the outcomes, whether as a beneficial asset or significant handicap.

The Unintended Consequence

An Embraer 145 First Officer reported an unusual odor in the cockpit.

The crew’s appropriate response to that event contributed to another problem.

The conclusion is drawn that using an oxygen mask in a flight training environment would be beneficial prior to a situation where it is actually needed.

• While in the cruise phase of flight, we encountered moderate turbulence.

The autopilot disconnected. The Pilot Flying reduced airspeed. A smell similar

to ozone developed on the flight deck. We coordinated with the Flight Attendant.

She smelled it as well and attempted to find a source. The smell briefly dissipated but then returned. No smoke, fire, or other unusual indications were noted.

The autopilot was reconnected and functioned normally. The smell continued.

Therefore as a precaution, we donned the oxygen masks and [notified ATC]. The flight landed without further incident.

The unknown source of the odor was the major threat. The ability to communicate with ATC was difficult due to an extremely busy frequency. Once the oxygen masks were on, crew communications became more difficult as well. This was my first event that actually required crew coordination while using the masks.

Training communication techniques in the actual aircraft with masks on would have been a valuable tool for me.

To and Two are Too Confusing

A Cirrus SR22 pilot “heard” the Controller’s instruction to turn and thought that it made sense. It was later learned how the small communication error resulted in a deviation from the clearance that the Controller issued.

• I was traveling direct and under Air Traffic Control. I was descending from 7,000 feet to 4,000 feet in IMC to avoid weather buildups. During the descent, ATC contacted [me], and I understood [that they] told me to turn west to 290 degrees. I started the turn, and the Controller continued to say, “Turn,” but they were very excited, repeating the instruction. I kept reporting back that I was turning 290. I began and completed my turn to 290 [degrees] as I was descending to 4,000 feet. I thought that I understood their instructions correctly, as I was just west of Class B airspace, and it made sense to me to turn away from it. If there was any aircraft near [me], it did not show up on my TCAS, so it would have been a few miles away and not in direct conflict. I later found out the Controller was saying, “Turn left to 090.” The “to” caused me to understand 290. I did not hear the “0.” The Controller was very busy and

TO

AVIATION COMMUNICATIONS

hard to understand,…very excited, and talked very fast.

Altimetry for QFE Students

Departing Moscow, a G650 First Officer became confused regarding an altitude assignment related to QFE/QNH altimeter procedures. Better communication with the other pilot or ATC may have prevented the incident, but the discerning reader might yet detect some inconsistency in the reporter’s account of this complex issue.

• The departure clearance included, “Climb via the IVANOVSKOYE 1D (UM 1D) SID, except maintain 900 meters.” The crew briefed the use of QNH for departure and noted that 900 meters was 3,640 feet QNH. 3,600 feet was set in the altitude window along with LNAV. After takeoff, the Pilot Flying climbed to 3,600 feet, but noted that the metric altitude altimeter function was also selected and displayed on the left PFD. The Pilot Monitoring noted the 1,100-meter indication and set the altitude preselect to 3,000 feet, and I, the Flying Pilot, was momentarily confused and started a descent using vertical speed of approximately 200 feet/minute. Before we could descend to the incorrect altitude of 3,000 feet (which would have been about correct for 900 meters QFE), we received normal, further climb instructions.

This was an interesting human factors event because the last time I flew into Moscow, QFE was the standard altimetry in use, so all of my previous experience was in QFE in this location. Since Russia is switching to QNH operations, issuing climb altitudes in meters can cause pilots that usually fly with feet to second guess the clearance, even though the ALT/HEIGHT CONVERSION table is readily displayed on Jeppesen charts. This subtle communications issue, coupled with fatigue and other operations such as dealing with tight slot times, de-icing/anti-icing, and flight planning due to destination weather below forecast minimums (as was the case in this operation), all contributed to this momentary altitude deviation.

ATC did not note the deviation, and no separation issues occurred as a result

of this event.

Pilots operating in QFE/QNH environments should not use the metric altitude feature of advanced cockpit avionics if conducting QNH operations due to the conflicting data displayed. In this case, QFE meters is 1,100, which corresponded to 900 Meters QFE (field elevation at [Moscow] is 686 feet MSL). Contributing factors in this event included fatigue, recency of operations in QFE/QNH airspace, and the departure altitude clearance limit being conveyed in QFE meters when Moscow and other large cities in Russia have reportedly switched to QNH operations.

A Communication Disconnect

After normal communication with the ground crew was established, this B737 flight crew got a surprise during engine start and pushback. While the incident could have ended much worse, appropriate communication may have aided in minimizing risk and resolving the problem.

From the Captain's Report: • We began a normal, on time pushback from [the] gate. Wired communications with the ground crew were standard.

I directed my First Officer to start engines.

He was starting Engine Number 2 when I noticed the Wing Walker give me the hand signal for “Set brakes.” I did not set the brakes, as we were still moving backward at a fast walk pace. I queried the Tug Driver over the intercom, and there was no answer. Our rearward speed increased, and the Wing Walker was still signaling, “Set brakes.” It was then that I noticed my tug was at the Safety Zone and not connected to our aircraft.

It took some time for this reality to set in, as the Tug Driver showed no sense of urgency and no attempt to communicate. I thought perhaps this was another tug, not ours. I gently applied brakes and brought the aircraft to a smooth stop. My First Officer and I were confused and a bit shocked at what had just occurred. I signaled my ground crew repeatedly to reconContinued on Page 43

CHAMPIONS

May 2019

D

By Robert DeLaurentis Previously an AOPA Blog

OF

erek Rowe is a retired British military helicopter pilot who teaches the AOPA Aviation Curriculum at McGavock High School in Nashville, Tenn. I was introduced to him through Cindy Hasselbring, senior director of AOPA’s High School Aviation Initiative, who is responsible for AOPA’s aviation program that is now being taught in 100 classrooms across the United States.

Rowe has put together an ambitious project to support the AOPA curriculum.

Students are learning to virtually fly an aircraft around the world (equatorial circumnavigation) using five Redbird simulators. They will be exposed to the many challenges that flying internationally entails, including fuel planning, weather, navigation, communications, and pilot fatigue in addition to experiencing what it takes just to fly an airplane.

To prepare the students for some of the real-life challenges they would experience on this kind of flight, Rowe is having the students read, discuss, and write a book report (remember those?) on my book, Zen Pilot: Flight of Passion and the Journey Within. They’ll learn how to respond to air emergencies and international travel, including my airplane’s engine failing over the Strait of Malacca at 14,000 feet, coasting without power 19.6 nautical miles while overloaded with 600 pounds of fuel and oil spraying

Safe Landings

Continued from Page 42 nect so I could ask what happened. They repeatedly refused and walked away. After discussion with my Dispatcher and the Chief Pilot, I decided to return to the gate to investigate what happened and have Maintenance inspect our nose gear.

Maintenance found nothing wrong with the nose gear. The Ground Operations Supervisor told me that the crew had not secured the tow bar correctly, resulting in a disconnect. This could have been a tragedy.

The error with the tow bar was just the start. The Tug Driver should have communicated via intercom with urgency the moment this happened. He delayed and his headset cord detached from the aircraft. At that point, he and the entire ground crew should have recognized this as an emergency. They all should have signaled by hand, “Stop!” Instead, the Tug Driver remained seated and became a spectator.

The Wing Walker signaled, “Set brakes.”

Had I complied with his signal, the flight

AVIATION: INSPIRING

THE

www.inflightusa.com

on the 1,500-degree-Fahrenheit exhaust, getting put on trial for walking across the tarmac unsupervised in Oman, being charged $22 dollars a gallon for fuel, and clearing out full-sized crabs from under my bed before going to sleep on an island in the middle of the Pacific Ocean.

To give the kids additional incentive, I provided Rowe with five serialized “Courage Coins” and signed courage coin cards for the best five book reports. The coins are intended to be given to aspiring pilots to carry for inspiration and courage until they earn their pilot’s certificate and then “flown forward” to other aspiring pilots to encourage them to do the same.

The coins can also be a keepsake to inspire people to go after their impossibly big dreams and hold at moments when they need courage to fly through the turbulence they may experience in life.

To help the kids who are afraid to fly or who are spooked by something they read in Zen Pilot, I also included my DVD jointly produced with Gleim Aviation titled, “Overcoming the Fear of Flying: Unleashing Potential for Pilots and Passengers.” The video helps to release pre-flight anxiety, calm racing thoughts, and transform terror into positive action so you can fly through life and the air with ease, grace, and joy.

To bring the experience together in the real world, we have planned a field trip for the kids to come and see the Citizen of the World with its two Predator drone engines, huge five-bladed nickel-

attendants most likely would have been injured. There was also a possibility of a tail strike (yes, we were moving that fast). Had we been in proximity of another aircraft or any obstacle, the collision would have occurred before I knew what happened.

The ground crew involved need to be [educated]… Failure to properly secure the tow bar resulted in tow bar separation.

Failure to recognize this as an emergency and act accordingly put our aircraft and passengers in danger. Refusal to communicate with me afterward was just unprofessional.

From the First Officer's Report: • The training of ground and ramp crews needs to stress the importance of communication with the flight crew anytime the aircraft is moving. The need to contact the flight crew by any means necessary when the tow bar becomes detached during pushback should be understood as urgent to prevent an injury, incident, or accident.

NEXT GENERATION

tipped props, and 52-foot Twin Commander wing span while the airplane is getting the environmental system upgraded at Peter Schiff’s facility in Cookeville, Tenn. Our hope is that the students will be able to experience firsthand an aircraft that is being prepared for the most challenging circumnavigation possible from the North Pole to the South Pole. They will be able to see what a general aviation aircraft is capable of with the latest technology, persistence, and a tremendous amount of support and love from many generous sponsors.

During the field trip we will light the Avidyne avionics panel so the students will be able to see what modern technology has to offer a pilot, including an Apple iPad Mini with Xnaut cooling, MaxViz infrared camera, L3 battery backup, Avidyne IFD 550/440 touch screen with synthetic vision/Bluetooth/Wi-Fi/glass panel touchscreen GPS, SATPhone Store satellite communications, Lightspeed noise-canceling headsets, and a STEC 2100 3-D digital autopilot.

And equally important, the kids will see that aviation is an inspiring and empowering vehicle for the following messages that can positively affect all of us: “One Planet, One People, One Plane: Oneness for Humanity” – Citizen of the

TO FLY

43

World’s call to action to connect the North Pole to the South Pole and everyone in between on a mission of global peace.

There are more similarities than differences among people. Look for the similarities and seek to understand the differences.

We all are Citizens of the World and stewards of our planet.

If you share our vision for changing the world through general aviation and are interested in sponsoring an event like this for a local high school or aviation group, please reach out to us at robert@flyingthrulife.com. We need more champions of aviation to bring about positive changes in the world.

Robert DeLaurentis is a successful real estate entrepreneur and investor, pilot, speaker, philanthropist, and author of Zen Pilot and Flying Thru Life. A Gulf War veteran, Robert received his pilot’s license in 2009, completed his first circumnavigation in 2015, and is currently preparing for his South Pole-to-North Pole expedition in the “Citizen of the World,” taking off Dec. 2018 with his mission, “Oneness for Humanity: One Planet, One People, One Plane.” For more information, visit PoletoPole Flight.com. poletopoleflight.com/

Senior Living and Care Solutions Senior Care Authority, Peninsula will provide you the guidance concerning your loved one, including finding the best places to live, receiving the proper care, and navigating through a complex health care system.

• Free consultations • Available 7 days a week • Serving South San Francisco to Palo Alto For more information contact Annamarie Buonocore at 650/504-8549 abuonocore@seniorcareauthority.com

AOPA FLY-INS DOUBLE EDUCATIONAL PROGRAMMING

44

In Flight USA Celebrating 35 Years

May 2019

Learn from Aviation Experts, Including a Former U.S. Air Force Thunderbird Lead

By Alyssa J. Cobb AOPA

Now when you come to an AOPA Fly-In, you can choose among two full days of free educational seminars and paid ground school workshops.

“Our educational programs are among the most popular events at our flyins,” said Chris Eads, AOPA senior director of outreach and events. “We decided

to expand our offerings, doubling the content so that you have more to choose from at each event.”

Each day will feature up to two dozen free 45-minute educational seminars and up to four three-hour ground school workshops. The ground school workshops cost $99 in advance or $120 at the door.

New this year is that the workshops will qualify as ground school training and

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you’ll receive a logbook endorsement from the instructor. The time can be counted toward certificates or ratings you might be pursuing or toward the ground portion of the flight review. Previously, we offered just one day of these workshops, but we have expanded them to both days and doubled the course options.

“For the same low price as previous years, you get access to more in-depth workshops and a logbook endorsement,” Eads said. Previously, you could only take in a couple of the workshops during the single day they were offered. Now, you can choose among seven or eight workshops, jump between them, and take in as many as you want.

The seminars and ground school workshops are all taught by aviation experts.

One of the new ground school workshops covers the basics of formation flying, and who better to learn from than a former commander of the U.S. Air Force Thunderbirds and experienced warbird formation pilots? In this ground school, you’ll learn from AOPA Air Safety Institute Executive Director Richard McSpadden, who was the commander and flight leader for the Thunderbirds; AOPA Vice President of Airports and State Advocacy Mike Ginter, who had a 27-year career as a U.S. Navy pilot and flies warbirds; and AOPA Vice President of the Pilot Information Center and Flight Operations Mike Filucci, who flew for the U.S. Air Force, had a 28-year career flying for American Airlines, flies warbirds, and teaches formation flying.

The other new ground school features Catherine Cavagnaro, who operates Ace Aerobatic School and is a columnist for AOPA Pilot. Cavagnaro has extensive aerobatic and spin training, even teaching with the late Bill Kershner, making her a perfect guide to walk you through aerobatics and upset recovery training.

Seminar and ground school workshop topics include some of the most popular ones from previous years as well as new subjects.

Take in entertaining, informative seminars and ground school workshops during the two-day AOPA Fly-Ins scheduled for 2019. We have doubled the educational programs, so there is something for everyone!

(David Tulis, AOPA) Free 45-Minute Seminars • ATC communications • Autopilot technique • Avionics tips and tricks from Aspen, Avidyne, BendixKing, Garmin, and SiriusXM • Emergency procedures • Engine health • Equipping for ADS-B Out • Mastering ForeFlight’s new features • Using iPads in the cockpit • VFR and IFR flying Paid Three-Hour Ground School Workshops • Advanced IFR • Advanced VFR • Aerobatics and upset recovery (new!)

• Aircraft maintenance • Beginner/refresher IFR • Formation flying (new!)

• Mountain flying You won’t want to miss these educational opportunities; register in advance for meal tickets and the ground school workshops to save money! The Frederick AOPA Fly-In, where we’ll be celebrating our eightieth anniversary, is coming up soon, May 10 and 11, so register now!

We’ll also be hosting fly-ins at Livermore, California, June 21 and 22, and Tullahoma, Tennessee, Sept. 13 and 14.

Coming to an AOPA Fly-In? Check in with fellow pilots in advance through the AOPA Fly-In Hub (aopa.org).

Visit In Flight USA’s website for the latest aviation news...

www.inflightusa.com

May 2019

LEE LAUDERBACK; 10,000

AND

www.inflightusa.com

Founder and chief pilot of Stallion 51, Lee Lauderback, has hit 10,000 hours in the P-51 Mustang; the only known person in history to do so. He shared this milestone with the Sun ‘n Fun International Fly-In and Expo audience during his signature solo Mustang demonstration routine last month.

Lee has been flying at Sun ‘n Fun for more than 30 years, and at this year’s event, Lee was inducted into the Florida Aviation Hall of Fame for 2019. This honor caps off a lifetime of service and accomplishments in aviation, adding to the many honors he has received from his aviation colleagues.

Lee was one of the first civilian pilots for the USAF Heritage Flight program; in 2013, he was in inducted into the EAA Warbirds of America Hall of fame; in 2016, he became a member of the Society of Experimental Test Pilots (SETP); in 2017, the FAA recognized him for his 50 plus years of safe flight operations and his many contributions to aviation safety with the Wright Brothers Master Pilot Award Program (MPA); and most recently, Lee was awarded the 2017 ICAS Sword of Excellence Award.

Lee began what is now Stallion 51 in

COUNTING!

1987 after flying as Arnold Palmer’s chief pilot for many years. Despite hitting the magic 10,000-hour mark in the Mustang, and with more than 22,000 hours total time, his flying career is far from over. He’ll continue to perform at airshows around the country as well as sharing his love and knowledge of the Mustang with pilots everywhere.

Stallion 51 Corporation offers orientation flights, check-out, transition and recurrency training in the legendary dual cockpit-dual control P-51 Mustang and historic T-6 Texan as well as FAA Medical certification, aircraft sales and manage-

45

(Courtesy Stallion 51) ment. Stallion 51 has been a world leader in WWII aviation for more than 30 years; focusing on safety and quality flight training. www.stallion51.com.

GATHER AND PRESERVE THE BOUNTY OF THE MENDOCINO COAST Historic Northern California Resort Introduces Second Annual “Forage and Ferment Experience;” Local Experts Teach Guests How to Gather, Cook, and Preserve Delicacies from Land and Sea

The breathtaking Mendocino Coast is blessed with fertile soil, ancient forests, and a generous ocean, all yielding succulent delicacies. More than 3,000 kinds of mushrooms thrive there, including the rare candy cap, which is pleasingly redolent of maple syrup. Salmon, crab and sea urchin are all plentiful, as well as prized huckleberries and savory seaweed, edible seeds, roots and more. This May, the Little River Inn will offer a Forage And Ferment package that allows guests to gather some of this goodness with local experts and learn how to prepare and preserve the food that makes Mendocino’s cuisine so singular. This 2day/2-night experience is only offered from Friday, May 10 to Sunday, May 12, 2019, and has a limited number of spots.

“Here in Mendocino we are blessed with such a variety of indigenous edibles and we have centuries’ old traditions of cooking and preserving them,” states Cally Dym, fifth generation owner of the Little River Inn, “We wanted to share some of our culinary secrets with our guests while they enjoy our hospitality at my family’s inn.”

The Mendocino Coast Forage And Ferment Experience takes place at the charming ocean view Inn, where you will find an award-winning restaurant, an Audubon-certified golf course, regulation tennis courts, and a day spa and full-service salon.

Here’s a snapshot of the itinerary for the weekend: Friday, May 10: Welcome reception, cooking demonstrations with Greg Fonts of Freedive Shop/Triton X who will dive in the morning with his team for this evening’s appetizers. In previous years, Greg has come back with scallops, rock fish, box crabs and urchins. He’ll teach us where he found each sea creature, and how to prep and cook it.

Delightful cocktails, wine, and appetizers emphasizing locally gathered comestibles will be served.

Saturday, May 11: Complementary breakfast is served , then attendees will head heading into the woods with Kevin Smith, archaeologist and PhD student, host of Catch N Cook California on YouTube, and Countryman Forager, with over 30 years of experience foraging the California coast from Del Norte to San Diego and teaching folks how to mine the forest for treasures such as mushrooms, roots and berries.

Later, enjoy a packed lunch at Van Damme Beach and meet Larry Knowles and Erica Fielder, co-owners of Rising Tide Sea Vegetables. They will show how to locate various palate pleasing-varieties of seaweed that may include Kombu, Nori and Wakame. She will also be your guide to exploring tide pools and the plethora of seafood that can be found there.* That evening there will be tips on preservation and communal feast prepared by Chef Marc Dym, featuring the day’s haul and other local fare.

The Mendocino Forage And Ferment Experience will be offered exclusively May 10-12, 2019. The cost is $500 per person to enjoy all of the items as outlined in the itinerary (does not include accommodations). Two nights lodging for two starts at $490, exclusive of tax and gratuity. A limited number of spots are available and reservations require a 7-days notice.

Call 707/937-5942 or 888.INN.LOVE to book. For more info, please visit https://www.littleriverinn.com/2019-mendocino-coast-forage-ferment-experience/. * Guests must purchase a California fishing license (not included) if they wish to participate in Saturday’s tidepooling excursion. Licenses are available either online from the California Department of Fish and Widlife or at a variety of drugstores and convenience stores.

About Little River Inn

Little River Inn is a family-owned and operated boutique resort on the Mendocino coast of California with a chef-driven restaurant, nine-hole Audubon-certified golf course, professional tennis courts and day spa. Ideal for the entire family (and pet-friendly as well), the Inn has 66 guest rooms ranging from the economical to the luxurious.

Several private meeting and special event spaces with stunning ocean and garden

views make the Inn an excellent venue for small- to medium-sized weddings and corporate retreats. The restaurant, helmed

by CIA-trained Executive Chef Marc Dym, is a destination unto itself and the delicious, often hearty California coastal cuisine has a following so dedicated that it is not uncommon for guests to fly in by private plane for Sunday Brunch. In addition, Ole’s Whale Watch Bar is a classic local hangout where guests gather for drinks and a casual bite. Little River Inn Continued on Page 46

AVIATION OXYGEN EQUIPMENT

WWW.AVIATIONOXYGEN.COM

46

ABSOLUTE AVIATION ENHANCES FLIGHT TRAINING WITH ALSIM AL250 SIMULATOR In Flight USA Celebrating 35 Years

Alsim has announced the sale of an AL250 simulator to Absolute Aviation, a flight training facility in Wetaskiwin, Alberta, Canada.

The Alsim AL250 is a generic and compact simulator for single- and multiengine piston (SEP/MEP reconfigurable) PPL, CPL & IR training. The device was designed for smaller to mid-sized flight training organizations and is certified by the authorities. With more than 30 installed worldwide, the AL250 is proven to be costeffective and clearly shows markedly better mastery of flight maneuvers and procedures, with students learning faster.

Absolute Aviation trains their student in both the Cessna 172 for singleengine training and the Piper PA-60 for multi-engine training. Close proximity and access to major airports, such as Edmonton International, provides both uncontrolled and controlled airspace for

student pilots. Their AL250 will feature Alsim’s own GPS system, inspired by the well-known and popular general aviation avionic found in various light aircraft.

Absolute Aviation also provides aircraft maintenance and charter services.

Eric Schletz, Chief Flight Instructor at Absolute Aviation, points out, “Due to the immersion, real-life feel, and capabilities of Alsim’s AL250, it is the best environment to practice emergency procedures safely and effectively. We chose Alsim because it is the most accurate representation of flight in any comparable simulator.

Absolute Aviation provides high quality training and we feel the use of Alsim’s device will only increase our quality.”

Absolute Aviation’s flight training and aircraft maintenance facility, located in Wetaskiwin, Alberta, Canada has been in operation for more than 40 years. Their location allows them to serve customers from

Absolute Adventures Offering Sightseeing Tours In Open Cockpit Bi-Plane

Ever wonder what it’s like to fly in a vintage bi-plane? Absolute Adventures will be offering a oncein-a-lifetime experience of sightseeing tours with their open cockpit BiPlane from May until September in their WACO UPF-7.

The WACO will be operating out of the Reynolds Alberta Museum ramp in Wetaskiwin (Alberta, Canada) from 10 a.m. until closing of the museum at 5 p.m. Flights outside these hours can be arranged by contacting calling 780-352-5643 or by text message to 780-362-3341.

Edmonton and Central Alberta effectively.

Flight Training Services are offered by a qualified team of instructors who ensure student safety remains the top priority. Flexible schedules accommodate all types of student

life styles. Ground school can be taken in regular weekly scheduled classes, an accelerated one-on-one or on weekends, and even online!

Learn more at www.absolute aviation.ca/ .

The Little River Inn, (www.littleriverinn.com) located on the spectacular Mendocino coast of Northern California, is truly a destination worth visiting. But having said this, aviators often find that while one can fly into a local airport, services to their final destination are difficult to arrange. This is not the case for guests of the Little River Inn. Pilots with advanced lodging reservations at the Little River Inn are offered free shuttle service to and from the Little River Airport. The Little River Inn is open 365 days a year, with special seasonal activities that add unique adventures to guests who wish to fully experience the wonders of the Northern California coastline. This airport service has been provided for decades and continues to make aviators feel especially welcome.

All one must do when making lodging reservations is to let the front desk staff at Little River Inn know you will need shuttle service from the Little River Airport

(KLLR) and your approximate arrival time.

Once your aircraft has been tied down, simply call the front desk staff at (707/9375942) and they’ll be on their way to pick you up. There is also an informational sign at Little River Airport that includes the phone number for the Little River Inn. In addition, Air Galore (a full service FBO) offers rental car and bike services at the Little River Airport. With a GPS instrument approach, 5,200-foot runway, and IFR services through Oakland, high-performance aircraft are easily accommodated. There is plenty of exploring you can do in the picturesque Anderson Valley, heart of California’s wine and apple country. For more airport information, call 707/972-4498, email inquiries to c3458j@gmail.com, or visit their website at: https://air-galore.com/ .

Start your vacation planning now with a call to the Little River Inn. Special events await your arrival and aviation services are second to none. Have a great time!

LITTLE RIVER INN, THE PERFECT FLY-IN “GET-A-WAY”

Mendocino Coast Sell Your Airplane Fast with an In Flight USA Classified Ad. Turn to Page 48 for details or call (650) 358-9908

May 2019

Continued from Page 45 has a beautiful, nine-hole golf course that plays like 18 and is appropriate for many skill levels. The Inn also has a Day Spa with three treatment rooms and offers inroom services, and just recently launched a full-service salon offering pedicures, manicures, facials, and a hair studio.

Overseen by fifth-generation Innkeeper

Cally Dym, Little River Inn was proud to celebrate its 80th anniversary in 2019.

Little River Inn is located two miles south of Mendocino overlooking the Pacific Ocean, at 7901 N. Highway One, Little River, CA 95456. For reservations and additional information, call 707-9375942 or visit www.littleriverinn.com.

LONE STAR RED STAR RPA FORMATION CLINIC

May 2019

www.inflightusa.com

47

American Aircraft Sales Co. WE HAVE MOVED! 50 YEARS IN BUSINESS–NEW LOCATION

1955 Beechcraft T-34B Mentor

1972 Piper Cherokee 180 G

60 HRS Since Restoration............$225,000 800 SFRMAN, 8000 TTSN, ADS-B Stratus, King IFR, nice paint and interior, NDH...............................................$44,950

Mike “Tuna” DeCanio in his Nanchang & videographer Erik Johnston in the back seat with Dallas in the distance.

(Nick Viggiano)

O

1977 Cessna 310R

1963 Cessna 310

1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH ..$195,950

3400 TTSN, 200 SMOH, King IFR, HSI, Hangar kept ............................................................$49,950

By Nick Viggiano

ver the course of my “residence” in the “Warbird Community,” I have had friends attend a “FAST Formation Clinic.” FAST stands for Formation And Safety Team; it is a worldwide organization whose goal is to educate and teach safe formation flying in restored, vintage military aircraft and civilian aircraft.

Last year, I made friends with Hugh “Radar” Hunton while covering the “Warbirds on Parade” event, sponsored by the Dallas Ft. Worth Wing of Commemorative Air Force. The DFW Wing is based at Lancaster Regional Airport, and as Hugh was giving me a tour of the DFW Wing, he brought me to a “Sleeper Cell” of former Communist Bloc Aircraft!

Well, actually Lancaster Regional is also home to the DFW Red Stars, the local contingent of the “Red Star Pilots Association” (RPA). The RPA’s mission is to promote and preserve the safe flying and display of aircraft designed and built in current and former communist bloc nations,including aircraft from Russia, China, Romania, Czech Republic, etc. The RPA also acts as the primary clearing house for information related to the maintenance and safe operation of these Red Star aircraft.

After meeting Hugh, I joined the DFW Red Stars Facebook page to keep track of the going ons with the group. Through this group, I found an old friend, Ed Kettler, who purchased a Nanchang CJ-6 and was also a member of the DFW Red Stars.

It was through an announcement by Ed and Hugh on FB that I found out about the upcoming Lone Star Red Star

Ed Kettler briefing.

(Nick Viggiano0

formation clinic. So, I contacted Ed and Hugh to ask if I could attend, capture some images and write an article about the clinic. I was welcomed and started to make plans to attend the event.

The RPA is one of the 17 FAA-sanctioned signatories to the Formation And Safety Team organization. The Commemorative Air Force/TRARON and the EAA Warbirds of America are two of the other signatories. To participate, you do not need to be a member of the Red Star Pilots Association, but you do need to be a member of one of the other signatories and pay the fees for the event.

I decided to attend the opening day of the clinic on Thursday, March 21, with the hope of going back either Saturday or Sunday. Longtime friend and aviation Continued on Page 49

1974 Piper Warrior 151

1979 Piper Warrior II 161

426 SMOH, 3200 TTSN, hangar kept by last owner since 1993, needs annual ..........$29,950

1278 SMOH, 15,193 TTSN, Garmin Avionics ........................................$25,000

1982 Cessna 172P 180 HP

1940 Phillips Aviation CT-2 Skylark

1387 SNEW 180 HP Engine, 5200 TTSN, IFR, Hangar Kept, Looks like new, NDH. ..........CALL!

70 hours since new; one of only two made by the Phillips Screwdriver manufacturer .....................................................$195,000

1942 Grumman Bearcat F8F-2

1944 North American P-51 D Mustang

820 hours since new...Considering Offers

588 hours since new.....Considering Offers

1977 Cessna 172 Skyhawk 180 HP

1975 Grumman Traveler AA5A

L/R fuel, Garmin GPS, king IFR, new paint/leather interior and new windows, NDH .............................................................$89,950

Call for Specs.....................................$29,950

Office Space & Tie Downs Available for Rent Robert Coutches

Cell - (510) 783-2711 • (925) 449-5151 550 Airway Blvd. • Livermore, CA 94551• Livermore Airport (KLVK)

www.americanaircraft.net

48

In Flight USA Celebrating 35 Years

AIRCRAFT FOR SALE

PILOT POSITION WANTED

American Aircraft Sales, Livermore Airport, CA, www.americanaircraft.net, cell (510) 783-2711, (925) 449-5151.

3/13

SoCal pilot desires Turbine/Jet SIC time. Comm/Instru/Multi-Eng with SIC for Gulfstream G-IV and scores of hours in the Citation V560. 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:TFN

From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, www.tjair.com.

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J.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also recovery & storage for singles & light twins. (800) 421-1729, Orlando, FL.11/14

AirplanesUSA Aircraft Sales, new office at San Carlos, CA, Airport, www. airplanesusa.com, (650) 394-7610.1/16

Small Manned Aerial Radar Target, Model 1. Tiny jet aircraft, long-range tank. SMART-1, Tucson, AZ, (520) 6821281, www.smart-1.us.

10/18

SPORT/ULTRALIGHTS SportCruiser LTE, from $141,900. Leasing & financing options. Cruiser Aircraft, www.cruiseraircraft.com.

10/18 Innovator Aircraft™, fast, comfortable, beautiful. (404) 969-5703, commutercraft. com.

2/19

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

8/14

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RV12i5. Total performance perfected.

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11/18

Express Aircraft, Composite Aircraft Technology, LLC. High-performance, four-place, experimental. (360) 864-6271, www.compairtechllc.com.

12/18

AIRCRAFT FOR RENT Fly right, fly better & fly with Attitude.

Large selection of rental aircraft. Attitude Aviation, Livermore, CA, (925) 456-2276, www.attitudeaviation.com.

11/16

FLIGHT INSTRUCTION Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings.com, (602) 6147994.

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AVIONICS Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtronicsavionics. com, (209) 736-9400.

11/14 Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero.

7/15

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8/18

ENGINES Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872.

10/06 Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14

Corona Aircraft Engines. Complete engine overhauls on all Continentals & Lycomings. Superior air parts dealer.

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8/14

Oil coolers and more. Buy, sell, repair, overhaul or exchange. Pacific Oil Cooler Service, La Verne, CA, (800) 866-7335, www.oilcoolers.com. 4/17

FUEL Fuel Cells. Repair, overhaul or new.

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2/09

OXYGEN SUPPLIES

M.I. AIR Aviation Education. FAA-approved 61 & 141 flight. Chino Airport, CA, (909) 393-7686, www.miairservices. com.

3/19

SIMULATORS FAA & EASA-certified simulators. All your piston aircraft in one compact SIM. ALSIM AMERICA, flight training solutions. alsim.com.

8/18

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8/18

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8/14

No cheap imitation watches at HME! Special pricing on ATP series multifunctional watches with Altimeter. To order or for information, (323) 464-6660 or www.hmewatch.com.

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Lightweight bike, international certification for mountain bike reliability.

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10/18

FBOs Northgate Aviation Chico Jet Center®

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Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviat2ion.com.

3/13

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10/18

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10/18 Programs in Aviation Maintenance Technology, Airframe & Powerplant.

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10/18

FlareAssist™ RADAR. Radar altimeter that announces altitude through your headset. Low introductory price. (321) 253-9434, www.flareassistradar.com.2/19

AVIATION CONSULTANTS 4720:TFN

PROPELLERS Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 553-7767, (419) 447-4263.

2/08

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5/18

AIRCRAFT PARTS Aircraft Parts for General Aviation.

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10/18

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SERVICES Protect your assets. Legally avoid California Aircraft Sales and Use taxes.

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3/06

May 2019

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18500:9 Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, (909) 985-1908, wwww.susanbiegelmd.com.

11/16

Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com.

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4/10

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19/3

HANGARS/TIEDOWNS One-piece doors. Hydraulic or bifold.

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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 in scenic airport community on the White River. Unique location for outdoor adventures. Contact Glennis Sharp, (870) 430-5088, www.thevalleyairport.com.

18100:TFN

Aviation heaven on earth. Heaven's Landing, in Blue Ridge Mountains of No. Georgia, (800) HEAVEN2.

10/18

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1716:TFN

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FLYING CLUBS West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc.org.4/16

Seary Partnership Searey amphibious LSX partnership forming. Will build at SQL and base at HWD. If interested, contact Curt Taylor, (650) 619-0589.

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Join Private Jet Pilots, a flying fraternity of 6,000+ active pilots & aviation affiliates. Visit us at www.facebook.com/ groups/privatejetpilots, call (561) 7199692, or email bert@privatejetpilots.com and use reference #85488056. 19200:5

ART/VIDEOS/PHOTOGRAPHY Victory Girl Custom painted flight jackets & aircraft nose art. (909) 297-6688, www.victorygirl.com.

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1/15 Last Man Club DVD, an all-American adventure featuring WWII Gulf Coast CAF B-17 Warbird. 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.

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

11/07

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11/18 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.

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MUSEUMS Golden Age Air Museum Grimes Airfield, Bethel, PA (717) 933-9566, goldenageair.org Military Aviation Museum Virginia Beach, VA, (757) 721-7767 www.militaryaviationmuseum.org Wings of History Aviation Museum San Martin, CA, (408) 261-8935 wingsofhistory.org Hiller Aviation Museum San Carlos Airport, CA (650) 654-0200, www.hiller.org Planes of Fame Air Museum Chino, CA, (909) 597-3722 www.planesoffame.org

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Above: Mike “Tuna” DeCanio in his Nanchang & videographer Erik Johnston in the back seat.

(Mike Viggiano) Right: Ed Kettler banking in his Nanchang (Mike Viggiano)

Above: Mike “Tuna” DeCanio in his Nanchang & videographer Erik Johnston in the back seat taking off. Bottom Left: Hugh “Radar” Hunton briefing. Bottom Right: Flight Assignment Board with sectors.

(Photos by Mike Viggiano)

Lone Star Red Star RPA Formation Clinic

Continued from Page 47 videographer, Erik Johnston, was also going on Thursday, so I knew this would be a great day.

When I arrived at the Lancaster Airport, I immediately met up with Ed Kettler while he was greeting Mike “Tuna” DeCanio, who just landed with his Nanchang. It was good to see my old friend, Ed, and seeing Mike. Last year, I covered Mike and his wife’s “Wings Over Pegasus” event, which raises funds for their nonprofit organization “Pegasus Project, Inc.” It is a great organization that rescues horses and finds them loving homes. Next to arrive was Erik Johnston, another old friend and noted aviation videographer.

As the morning progressed, I met up with Hugh “Radar” Hunton and Erik introduced me to the RPA Official Photographer, Jay Selman. And around 9:30 a.m., the first meeting got started

going over the itinerary and the sectors that would be assigned to training. The sectors were broken into four areas, all south of Lancaster and the crowded DFW airspace. These were Hillsboro, Ennis, Athens and Tyler. Only one formation flight at a time was allowed in each sector.

This was a safety measure to keep training flights deconflicted, and each sector had its own dedicated frequencies. I would have loved to sit in for the entire meeting, but I had to get busy capturing images. Then Erik came up to me and informed me that I was picked to go on a combination practice, photo flight.

The practice/photo mission was to consist of a two-ship element with Mike DeCanio and Ed Kettler’s Nanchangs.

Mike was going to be flight lead with Erik in his back seat, and Ed was going to get practice as a wingman, and I was in the back seat of Ed’s Nanchang.

We took off in formation and since this was a practice flight for Ed, we flew mostly in the fingertip formation, with Mike in the lead. Ed practiced switching from right to left fingertip and vice versa.

We would also break up and practice rejoins in various turns and from the left and right. Twice we went into the trail position and basically chased Mike through the sky with (my favorite) barrel rolls and wingovers. After about 45 minutes, we headed back to Lancaster and landed as an element. It was a great experience and I got some great shots, and Erik Johnston produced a great video, which can be seen on his YouTube channel.

It was time for lunch after we landed, and the lunch was provided by the event hosts. While I enjoyed the lunch spread, one of the seminars started and it was a joy to sit in and listen to the do’s and don’ts.

This Formation Clinic was serious business. Do not get me wrong, everyone involved had fun, but the safety of all was the main focus. Bob “Kilo” Watts was the lead check pilot, Terry “Ski” Slawinski and Jeff “Linedog” Linebaugh were the RPA check pilots. These aviators are top notch and the four-day clinic was a complete success, Unfortunately, I was only able attend Thursday, but looking at the DFW Red Stars Facebook page there were many Fast Cards earned, and Jay Selman and other photographers did a great job capturing the weekend’s events. Friday night’s pizza party and Saturday night’s BBQ dinner were courtesy of event sponsor Ladd Gardner Aviation Insurance.

One last word in closing. The hospitality that the Red Stars extended to photographers was outstanding! Hope to attend next year.

50

In Flight USA Celebrating 35 Years

May 2019

AD INDEX Aerosearcher ............................ 22 Aircraft Ins. Resources ............ 22

Senior Care Authority ..............43

MAY 2019

Aircraft Specialties .................. 19

Columbia State Park .................. 2

M.I. Air ....................................20

Airplanes USA A/C Sales.......... 6

Cotter Homeowners Assoc. .... 36

Nalls Aviation............................27

Aircraft Spruce ........................ 15

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

Alliance Intl. Aviation (AIA) .... 6

American A/C Sales ................ 47 AOPA ..........................................7

Arizona Type Ratings.............. 37

Attitude Aviation...................... 51 Aviation Oxygen...................... 45

CFI Academy .......................... 24

Corona Air Venture.................. 44

Dr. Susan Biegel, MD ............ 12

Flatbike ....................................52

Hartwig ......................................3

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

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

Kitfox ........................................11 Last Man Club ........................50

Lawyers for Men’s Rights ......26

Mountain High Oxygen ............3

Oakland Aviation Museum ......41

Pacific Coast Avionics ............10

Pacific Oil Cooler ......................9

Planes of Fame ........................20

Signature Aviation ....................38

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

Threshold Aviation....................39

TJ. Aircraft Sales ......................23

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

Vans Aircraft ............................46

Victory Girl ..............................26 Waco Air Museum ..................16

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

Wicks ........................................35

San Martin Airport Day ..........16

Zanette Insurance ......................5

R&M Steel ..............................12

Schweiss Doors ........................26

Wisconsin Aviation ..................25

Zen Pilot ..................................13

An Award Winning Family Film “Last Man Club” Will be playing at the EAA Aviation Museum in the Skyscape Theater Royal 6:30 on May 2nd, 2019 Theater Location: 3000 Poberezny Road Oshkosh, WI 54902 For more information visit: https://bit.ly/2T8Ordk Available at www.thelastmanclub.com www.AMAZON.com

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