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Celebrating Twenty-Nine Years of In Flight USA
4
ON
THE
September 2012
COVER
THE TRAVEL AIR E-4000 ravel Air Company was arguably one of the country’s most prolific industrial endeavors of its time. Having formed in 1925 by some former employees of the Swallow Aircraft Manufacturing Company, the mere six employees set out to build a few airplanes. Within a stretch of four years, they grew the business from six employees to 650 and from an operating space of 900-square-feet to a state-of-the-art manufacturing plant able to accommodate two-shifts of workers. In less than five years, the company produced some 1,800 Travel Airs and incorporated 16 basic designs into their mostly bi-plane aircraft. The Travel Air E-4000 model, as the one on the cover, was designed to compete with inexpensive World War I surplus Standards and Curtiss “Jennies,” according to the EAA AirVenture Musuem, that also owns a 1929 Travel Air E-4000. The highlight of this aircraft is that the forward cockpit was made wide enough to accommodate two passengers. It would clearly look and feel small for two passengers according to today’s standards but in 1929, it was “state-of-the-art.” Another asset are the rubber “bungee” shock cords in the landing gear, which allowed pilots to alnd the Travel Air in rugged 1929 airstrips with less stress on both the aircraft and the pilot. The cover photo is a 1929 Travel Air E-4000, NC390M, s/n 1310 powered with a 235hp Wright Whirlwind J6-7 and is based at Frazier Lake Airpark in Hollister, Calif. This aircraft was with Curtiss Wright Flying Service in 1930-31. It now belongs to Jerry Impellezzeri and he provided In Flight USA with his own photograph. The Flabob Flying Circus, set for Sept. 27-30 at the Flabob Airport in Riverside, Calif., will host the TravelAir Restorers Association (TARA) througout the weekend. TARA is a great group dedicated to the preservation of these historic aircraft. They get together once a year for a reunion and this year decided to join the Flying Circus kickoff event. For more information about TARA, visit their website at http://www.travelair.org or for more information about the Flabob Flying Circus, visit http://www.flabobflyingcircus.com.
T
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TABLE Volume 29, Number 1
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
September 2012
ON THE COVER FEATURE
PHOTO FINISH
REMEMBERING NEIL ARMSTRONG
SENTIMENTAL JOURNEY
A Fly-By for Neil.....11 World Remembers......16
Story Begins.....Page 6 Photo Finish.....Page 57 Story and Photos By Paul Tannahill Cover Photo By Jerry Impellezzeri
NEWS GAMA Responds: Aircraft Certification Process ......................8 NATA: Seminar “MRI For Your FBO” ............................................8
FEATURES
COLUMNS
Editorial: A Fly-By for Neil By Ed Downs ..............................................................11
Contrails: Living Without Wheels
Remembering Dale G. Kuhns By Herb Foreman ........................................................22
Red Bull Stratos Recovery Pushes Final Jump to October ....10 ICON And Cirrus Aircraft To Partner On The Icon A5 ..............13
Book: Distant Thunder: A Life Remembered By Roger Anderson ......................................................34 AOPA Summit News Preview ......................................35 Flying With Faber: Napa Valley By Stuart Faber ..............................................................29 Barnstorming: Flying History at Pioneer Airport By EAA.org ..................................................................42 Air Racing: Competition Continues To Improve Design By Alan Smith ..............................................................43
Seamax M-22 Puts Fun Back In Flying ......................................14 GA Pros Join AKIA Advisory Board ..........................................24 National Hall of Fame Enshrinement..........................................33 National Skydiving Museum Auction ........................................34 Business Aviation News..............................................................36 Sun ‘N Fun Launches Year-Round Activities ............................41 NTSB: Deteriorated Parts Allowed Flutter Which Led To Fatal Crash At 2011 Reno Air Races ..............................................47
by Steve Weaver ......................17 Aviation Ancestry: The Military Constellation, Part III by Scott Schwartz ....................26 Homebuilder’s Workshop: Breakfast at the Airport by Ed Wischmeyer ....................27 What’s Up?!: The Impossible Turn by Larry Shapiro ......................28 Goodies and Gadgets ..............................................31 The Pylon Place: Reno Air Racing Prep by Marilyn Dash ......................45
DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58
AOPA SUMMIT NEWS PREVIEW.....................35
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Celebrating Twenty-Nine Years of In Flight USA
6
September 2012
SENTIMENTAL JOURNEY A LIVING LEGEND
By Paul Tannahill moke wafts through the fuselage catching in the light that streams through the windows as one by one each of the Wright R-1820-97 Cyclone engines belches to life before settling down to a smooth rumble. Crewmember Robert Morril watches intently as each one turns over, looking for any signs of an issue. There are none. Slowly taxiing to the runway, the breaks emit a low groan as they work. Run up on an aircraft of this type takes a bit of time, but eventually we creep out to the runway centerline. With a steady surge of power and a roar like thunder the aircraft trundles down the runway. As we lift from the ground I glance towards Robert and though he has done this countless times before, a wide grin stretches from ear to ear. I’m sure I look about the same. Undoubtedly, our reaction to the experience is quite the opposite
S
of the feelings of the thousands of Flying Fortress crews as they took off to fly into the deadly unknown of the skies above Europe so many years ago. They are the brave individuals who truly made this glorious aircraft the icon it is today. I caught up with the B-17G Sentimental Journey and her dedicated crew from the Arizona Wing of the Commemorative Air Force during a recent stop in Washington State. The Arizona Wing of the Commemorative Air Force (CAF) is based in Mesa, Arizona, where it maintains two hangars and a fleet of vintage military aircraft, many which are airworthy and regularly fly. One of the most active of all the airworthy B-17’s currently flying, Sentimental Journey started its life as one of 2,395 B-17G’s built under contract by the Douglas Aircraft Company. Rolling out of the Douglas Long Beach factory late in 1944, it was accepted by the Air Corps on Continued on Page 7
1979 PIPER NAVAJO PANTHER
Emitting a belch of white smoke, the number three engine of Sentimental Journey slowly comes to life. With a cost of over $2000 an hour (and climbing) to operate, continued public support and donations are imperative to keeping this important piece of history alive. (Paul Tannahill)
1965 BEECH DEBONAIR 35-C33
7760 TT, 15 SMOH, 15 SPOH, April 2012 annual, full Panther conversion to 350hp with the latest Garmin avionics including new 750 touchscreen, GNS 430, and GDL69 XM, known ice, and 2274 lbs useful load!
4235 TT, 600 SMOH, 600 SNEW prop, May 2012 annual, S-TEC 50 A/P, Dual King Nav/Coms, dual yokes, numerous mod/upgrades, excellent paint & interior. Speed, space, range, and payload!
$349,000
$72,900
Reduced to $142,500!
1978 PIPER AZTEC F
6710 TT, 725 SMOH, 440 SPOH, Garmin 430W, HSI, color radar, dual transponders, FIKI, electric A/C, NDH, VG’s, 2154 lbs useful load! Previously operated on a 135 certificate, professionally flown, and always hangared. Motivated seller! $405,000
1979 CESSNA 310R
1958 CESSNA 180A AMPHIBIAN
3045 TT, 570 SMOH, 80 SNEW prop, March 2012 annual. Loaded with Garmin avionics! Upgraded 260hp engine, EDO floats, ART wing extensions, 406 ELT, JPI700, all logs, and too much more to list!
1982 CESSNA 414A RAM IV
Serving the General Aviation Community Since 1981 1965 MOONEY M20C MARK 21
(N51ME) 9100 TT, 115/1210 SMOH, Ice, Bendix RDR-150 radar, HSI, Altimatic X autopilot, Tanis heaters, hot plate, hot props.
3245 TT, 185 SMOH, 185 Prop SNEW, July 2012 annual, Dual KX170B Nav/Coms, KLN90B GPS, Garmin GTX327, Newer interior & windows, 967 lbs. useful load. Performance, reliability, and affordability!
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$49,500
9415 TT, 1100 SMOH, 1100 SPOH, rare 203-gal fuel, Garmin 430W, HSI, color radar, factory-certified for known ice, fresh annual completed July 2012, hangared in Midwest.
$114,500
1975 PIPER ARROW II
7740 TT, 2345 SMOH, July 2012 annual, Dual GPS, Autocontrol IIIB, 48 gals. fuel, 966 lbs. useful load, runs great, Piper Service Center-maintained. Same operator for last 23 years! $42,500
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September 2012
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7
Sentimental Journey Continued from Page 6 March 27, 1945 as B-17G-85-DL USAAF s/n 44-83514. Per standard operating procedures of the time, the aircraft was immediately flown to a modification center. In Tulsa, Oklahoma the aircraft was equipped with the latest updates which in an effort to keep production uninterrupted, had not yet been incorporated into the assembly lines. By the time ‘514 left Tulsa, the war in Europe was over, and the aircraft set out for the Pacific. Apparently arriving too late to see any action, the aircraft ended up in storage at Tachikawa, Japan. The cessation of hostilities did not however mean that the venerable Flying Fortress had outlived its usefulness. In 1947, B-17 ‘514 was finally called to duty, carrying the designation of RB-17G, and assigned to the 5th Reconnaissance Group at Clark Field in Manila; the aircraft crisscrossed the vast expanses of the Pacific as a photo-mapping platform. Eventually in 1950, the aircraft made its way back to the U.S. reconfigured as a DB-17G drone director attached to the 3250th Drone Group at Eglin AFB, in Florida. During this period the aircraft is reported to have also seen service in the Air Sea Rescue role, though it appears to have never received an SB17G designation, making it unclear if it was ever modified to carry one of the large air-dropped life boats usually associated with this function. The following year, 1951, the aircraft became involved in “Operation Greenhouse;” its mission, to direct unmanned drones tasked with collecting samples and data during a series of atmospheric atomic tests. In 1956 the Fortress was re-designated once again as a DB-17P, indicating an aircraft specifically intended for the direction of QB-17 drone Fortresses, and transferred to the 3215th Drone Squadron, Patrick AFB Florida. With the 50s drawing to an end, the military found that it no longer had much use for its few remaining B17s and on Jan. 27, 1959 the old Fortress was transferred to Davis Monthan Air Force Base, Tucson, Arizona for storage and final disposal. Its stay in the bone yard was a short one however, within months the Fortress was purchased by Acme Aircraft Parts for $5,289.99. In short order the aircraft was sold to Western Air Industries, Anderson, California, in late 1960 for the price of $8,000 netting a tidy profit. The aircraft was repositioned to their base where most of the military equipment was stripped out and tossed aside, and two 1,000-gallon tanks were installed in the fuselage. Now carrying the civil registration of N9323Z (which it still carries today) and numbered
EXPO JANUARY 17-20, 2013 On the road, maintenance tasks must often be dealt with out in the open, exposed to the burning sun, pouring rain or bitter cold. Fortunately on this day the weather was mild as Crew Chief Brian Owens works on the #2 engine. (Paul Tannahill) as tanker 17, the aircraft set out around the country to join a growing number of B17s waging an new aerial battle, this time as the heart of America’s heavy Air Attack fire fighting fleet. In 1962 Western became Aero Union, based in Chico, Calif., it became the largest civilian operator of B-17s. More than one third of the B-17s used in the fire bomber role were lost. It was this treacherous line of work that enabled many of the Fort’s that exist today to remain until their historic significance could be fully realized. After 18 years of faithful service, the venerable old B-17s were being phased out in favor of newer equipment. In 1977, an effort was made to sell ‘514. Decorated in military type markings and bearing the name “Class of 44,” the aircraft was taken to the annual CAF Airshow in Harlingen, Texas. Eventually CAF Colonel Mike Clark purchased the old bomber and donated it to the CAF. On Jan. 14, 1978, during a membership banquet, the aircraft was presented to the newly formed Arizona Wing. Volunteers set to work right away cleaning and polishing the airframe. The aircraft was decorated in the light blue markings of the 457th Bomb Group of the 8th Air Force. Of course no B-17 would be complete without nose art. A contest was held to name the aircraft; out of more than 800 entries, the name Sentimental Journey was chosen. Nose art came in the form of one of the most famous pinup girls of the 1940s, Betty Grable. Though the aircraft was operational and regularly flown when it became part of the CAF, its condition was less than pristine. A combination of time and the rigors of fire fighting operations had taken its Continued on Page 20
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Celebrating Twenty-Nine Years of In Flight USA
8
September 2012
PROTECT YOURSELF By Craig L. Fuller President and CEO AOPA or most of us, insurance is one of those things we know we need but we just don’t like to think about, like going to the dentist or paying taxes. So we do something about it only when we have to, often when we get a reminder that our coverage will soon expire. But getting the right insurance, and keeping it up to date, doesn’t have to be painful. In fact, it can be easy. And knowing that we have insurance to protect us and our families from the worst life can throw at us brings peace of mind that’s hard to put a price on.
F
When you own an aircraft, as I do, the need for insurance is indisputable. But even if you don’t own a plane, you have a lot to protect. That’s why AOPA Insurance Services offers insurance for renters, flying clubs, flight instructors, and others. It’s also why we have a range of long-established life insurance services for pilots of all ages and even offer an emergency assistance program in case you should find yourself in need of medical or transportation help when you’re far from home or just in the front yard. I confess that, like so many of you, I sometimes let “updating insurance” fall to the bottom of my to-do list. But I am excited about a new tool from AOPA
Insurance Services that makes finding and getting the right aviation insurance easier than ever. In August we launched a new website, AOPAinsurance.org, that makes it easier and quicker to evaluate, purchase, and manage coverage online. Enhancements to the site will continue to be deployed over the next few months as we receive feedback from users. To go with the new website, AOPA Insurance Services has expanded our coverage options and enhanced our service. As part of our new coverage options, AOPA Insurance Services has added several globally ranked, A-rated insurance carriers to our network of insurance
OBAMA SIGNS PILOT’S BILL By AOPA Communications Staff AOPA commends President Barack Obama for signing into law the Pilot’s Bill of Rights on Aug. 3. The legislation guarantees pilots under investigation by the FAA expanded protection against enforcement actions via access to investigative reports, air traffic control and flight service recordings, and it also requires the FAA to provide the evidence
being used as the basis of enforcement at least 30 days in advance of action. The legislation, championed by Sens. James Inhofe (R-Okla.) and Mark Begich (D-Alaska), co-chair of the Senate General Aviation Caucus, passed the Senate unanimously on June 29. Rep. Sam Graves (R-Mo.), co-chair of the House GA Caucus, and GA Caucus member Rep. Dan Lipinski (D-Ill.) shepherded the measure through the House, which passed on July 23.
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providers, giving you more choices so you can find the perfect combination of coverage and value to suit the way you fly. There’s not much we can do about your next trip to the dentist or when the next tax season rolls around, but we can help you check “update insurance” off your to-do list and give you the peace of mind that comes with knowing your family and your interests are protected, no matter what may come. So I invite you to visit AOPA insurance.org or call our aviation insurance advocates at 800/622-2672 to find out how AOPA Insurance Services can work for you.
RIGHTS
“This law is good news for pilots,” said AOPA President Craig Fuller. “Having access to all available information, including FAA data, is critical for pilots who find themselves under investigation or whose certificates may be in jeopardy. We are pleased that the President signed this measure and commend Senator Inhofe and all of the bill’s supporters for taking action to protect the freedom to fly.” AOPA and the Experimental Aircraft Association have long supported
this bill and its effort to improve communication between GA and the FAA. In addition to improved enforcement measures, the bill will call for an advisory committee to reanalyze the notice to airmen (notam) procedures, as well as a committee to review medical certification. Pilots will also, for the first time, be able to appeal decisions in federal courts and the National Transportation Safety Board is given greater oversight in reviewing enforcement cases.
GAMA STATEMENT ON FAA REPORT TO CONGRESS ON AIRCRAFT CERTIFICATION PROCESS REVIEW AND REFORM On Aug. 16, 2012 the General Aviation Manufacturers Association (GAMA) responded to the Federal Aviation Administration’s (FAA) report titled Aircraft Certification Process Review Reform that was submitted to Congress. GAMA’s President and CEO, Pete Bunce, said, “This report is an important first step in improving the efficiency and effectiveness of the FAA certification
process which is necessary to support growing industry activity in the development of new aircraft and safety enhancing technologies. The FAA leadership has made a public commitment to dramatic process improvement and has worked diligently with industry to establish recommendations and metrics that will be used to evaluate progress. However, much work remains and we plan to stay laser focused on this initiative. We look
forward to working with the FAA, Congress, and other aviation stakeholders to ensure that certification process improvements are implemented that will contribute to the safety and economic vitality of our industry.” Congress requested the FAA’s review of the certification process through the FAA Modernization and Reform Act of 2012 (P.L. 112.95, Sec. 312). The FAA developed the report in
cooperation with industry through the Aircraft Certification Process Review and Reform Aviation Rulemaking Committee (ARC). GAMA’s Vice President of Engineering and Maintenance, Walter Desrosier, was a member of the rulemaking committee. The FAA’s report to Congress can be accessed at: http://www.gama.aero/advocacy/issues/aircraft-certification/reportaircraft-certification-process.
NATA PRESENTS ITS FBO SUCCESS SEMINAR: AN MRI The National Air Transportation Association’s (NATA) acclaimed FBO Success Seminar Series will head to Dallas, Texas, Sep. 12-14 with an emphasis on improving the vital parts of an FBO operation. This will be the first FBO Success Seminar hosted by an FBO facility – the award-winning Business Jet Center. “Seeking operational help for an FBO is no different than seeking medical help for an illness,” said John Enticknap,
president of Aviation Business Strategies Group (ABSG) and facilitator for the seminar. “Sometimes we need a closer look at all the vital parts in order to come up with a remedy that puts us on the path to prosperity. That’s why we call it an MRI for Your FBO.” Enticknap explained that the seminar, aimed at FBO owners, operators, managers and financial personnel, utilizes a well-balanced, three-pronged approach to doing vital discovery work.
According to Enticknap, the MRI three-letter acronym stands for the following: M = Maximizing Profits; R = Reducing Expenses; I = Improving FBO Productivity and Bottom-Line Performance In addition to the 10 sessions addressing financial and operational productivity, the seminar places an emphasis on networking with other FBOs and learning various best practices through lively roundtable discussions. Business
FOR
YOUR FBO
Jet Center will also conduct a tour of their facility, allowing attendees an opportunity to see first-hand the inner workings of this highly successful FBO. Registration for the FBO Success Seminar is available on NATA’s Website, www.nata.aero/events. The cost for the three-day seminar is $625 for NATA members and $725 for non-members. FBOs registering two or more attendees receive more than a 20 percent discount, per registrant.
September 2012
www.inflightusa.com
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A Night for Flight It should come as no surprise that I believe in supporting general aviation. Every time we climb into the cockpit, we are affirming our belief in the freedom to fly. And every hour we fly, touchdown we make, and gallon of fuel we buy is proof that general aviation has an important place in our lives. Thousands of pilots fly for charitable organizations, promote general aviation in their own communities, and share their love of flying with family and friends. And once a year, we all have a chance to show our support for general aviation at a very special event, the AOPA Foundationâ&#x20AC;&#x2122;s A Night for Flight Benefit and Auction. This yearâ&#x20AC;&#x2122;s event will be held Thursday, October 11 during AOPAâ&#x20AC;&#x2122;s Aviation Summit in Palm Springs, California. Itâ&#x20AC;&#x2122;s a great way to enjoy a fun and elegant evening while raising money to support the programs of the AOPA Foundation, including the work of the Air Safety Institute, protecting community airports, growing the pilot population, and enhancing the image of general aviation. The evening will begin with a courtyard reception at the Riviera Palm Springs Resort. The vintage surroundings will transport you to a time when Frank Sinatra and the Rat Pack ruled the entertainment scene and Hollywood was in its golden age. After hors dâ&#x20AC;&#x2122;oeuvres and cocktails, weâ&#x20AC;&#x2122;ll move to the Grand Ballroom for a three-course dinner accompanied by entertainment from the eraâ&#x20AC;&#x2122;s famous entertainers and a few surprise guests. Starting August, 27 youâ&#x20AC;&#x2122;ll have the chance to start bidding on unique aviation items available nowhere else. Past auction items have included lunch and flying with Harrison Ford, aerobatics adventures with Sean Tucker, travel packages to luxury resorts nationwide, and even brand new aircraft. If you are unable to make it to California, bidding will take place online at biddingforgood.com/aopafoundation. I hope youâ&#x20AC;&#x2122;ll join me for this special celebration of our freedom to fly. Tickets are $250 with proceeds going to support the AOPA Foundation. You can purchase your tickets online at aopa.org/summit/night-for-flight. Itâ&#x20AC;&#x2122;s an easy way to make a difference for the future of general aviation.
Craig L. Fuller AOPA President and CEO
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Pilot Felix Baumgartner of Austria celebrates after he lands at the desert during the second manned test flight for Red Bull Stratos in Roswell, New Mexico, USA on July 25, 2012. Red Bull Stratos is a mission to the edge of space to an altitude of 37.000 meters to break several records including the sound of speed in freefall. (balazsgardi.com/Red Bull Content Pool)
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The second test jump from an altitude of 97,145.7 feet / 29,610 meters represented a significant achievement for the Red Bull Stratos team but has resulted in pushing the final mission – a free fall from the edge of space – back to October. Felix Baumgartner’s capsule suffered damage after landing on rugged terrain and is currently undergoing repairs. When Felix Baumgartner successfully completed his second test jump, landing safely in the New Mexico desert, the team was in a celebratory mood following an intensive week of weather delays. The free fall was higher than planned, making it the second highest jump in history, eclipsed only by Joe Kittinger’s world record set in 1960. The 43-year-old Austrian plunged to earth at speeds of up to 536.8 mph / 864 kmh during a 3 minute 48 second free fall. The ascent, free fall and landing went according to plan. Previous technicalities from Baumgartner’s first test flight had been resolved, such as bitterly cold temperatures permeating his protective gloves and freezing his hands to a point where he could barely pull his parachute rip cord. Baumgartner said right after landing: “The more practice you have, the more confidence you have. We now have a good feeling of what to expect and are ready to go.” However, several hours later the Recovery Team reached the capsule, used during the ascent, and discovered it had sustained damage on landing. After Baumgartner jumped from the capsule, it was detached from the balloon shortly
before it would have drifted into U.S. military airspace southwest of Roswell. However, after descending under the parachute it landed on a rocky, uneven surface and was thrown onto its side. The capsule suffered damage to its outer shell, framework and other key components upon impact. It was taken to Sage Cheshire Aerospace in Lancaster, Calif., where it underwent 10 days of intensive testing. Red Bull Stratos Technical Project Director Art Thompson confirmed that the inner pressure sphere – which maintains an artificial atmosphere for the pilot – and key electronic support systems were intact. However, certain components of the life support systems are being replaced as a precautionary safety measure. The outer shell will be exchanged, using materials from a reserve capsule. The reassembled capsule will undergo a final test in an altitude chamber at Brooks-City Base in San Antonio, Tex., which recreates a stratospheric environment here on Earth. Once this test has been completed successfull, the craft will be certified safe to fly, with the final mission set for sometime in the first two weeks of October. During this period, weather conditions are favorable with calm winds and clear skies essential for the launch of the delicate 55-story high balloon. Don Day, the mission’s meteorologist, confirmed: “Early fall in New Mexico is one of the best times of year to launch stratospheric balloons.”
September 2012
Editorial
www.inflightusa.com
By Ed Downs
egular readers of In Flight USA may have picked up on the fact that editorial opinions and the fun of connecting flying with space sciences come from the unsettled mind of a single person, this writer. It was planned to follow our standard two-topic format in September. But history intervened to change those plans. A remarkable person, test pilot and astronaut passed away, and those who remember when this country was proud of its scientific accomplishments took a moment to reflect. Neil Armstrong is gone. The passing of this great American connects opinion, feelings, flying and science together in a way that warrants that only one story should be written this time. Please know that the staff of In Flight USA, plus every aviator and astronomer I know extends their most heart felt sympathies and condolences to Neil’s family and friends, for their loss is unspeakable. Indeed, God speed, Neil. This writer was in his hotel room after a long day of teaching a Flight Instructor Refresher Clinic, tired and sore from standing for more than 10 hours. But the evening was not over. Research was needed to confirm some facts and num-
R
11
A FLY-BY
bers before continuing with this month Skies to Stars column. With a cross country planned to the Moon, it was time to fire up the computer, unfurl a detailed Moon map, and consider how I would locate my destination, the Apollo 11 landing site. The quest for data clarification started with a search engine entry regarding Apollo 11 technical information, but I was stopped cold in my tracks. Almost every search link connected to some comment about the passing of Neil Armstrong, commander of Apollo 11 and the first man to set foot on the moon. This was the first I had heard of this news. I fired up the TV and confirmed that a person I had never met, but considered a friend and mentor, was gone. An era was at an end, like so many “eras” of scientific adventure and courage that have come to an end in recent times. It was perhaps fitting that my sad discovery took place while planning a telescope adventure for the Skies to Stars column. But new meaning had now been assigned. The intent had been to discus our nearest celestial neighbor, the Moon, and then undertake a telescope adventure to visit this familiar sight. The planned “flight” would now be much more than a
FOR
NEIL
sight seeing trip, it would be a low fly-by over the Apollo 11 landing site, to acknowledge the achievements of Neil and the historic figures of America’s former moon program. Readers are invited to join in on this trip, to envision that you are seeing what is being described. Take a moment to salute astronauts Neil
Armstrong, Buzz Aldrin and Michael Collins with me as we make a low fly-by of the Moon. By now you may be wondering what is meant by a “fly-by” of the Apollo 11 landing site. Certainly, this is not a “real” flight. But, in practical sense it is real, Continued on Page 12 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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Editorial: A Fly-By for Neil Continued from Page 11 using a high quality astronomical telescope. The reflector telescope used for this flight does much more than simply “magnify” an object being viewed. Reflector technology was invented in 1668 by famed British scientist and physicist, Isaac Newton. Yes, this is the “apple on the head” gent of children’s tales, who in real life co-invented calculus and many other mathematical principles that drove us crazy in high school. His telescope design consists of a finely polished mirror at the base of the telescope that collects and concentrates light, the secret of all celestial viewing. That concentrated light is then sent forward to the entry end of the telescope, where it encounters a secondary mirror that turns the light 90 degrees so that it is aimed at an eyepiece mounted to the exterior of the telescope. It is the eyepiece, which can be quickly changed from one magnifying power to another, that magnifies the highly concentrated light into a clear image that can be viewed directly, electronically sent to a computer, or into the lens of a camera. Referred to as a “Newtonian” telescope, this basic technology has been used in virtually all telescopes that have made some of our greatest discoveries. Let’s get ready for the trip. This
writer’s Orion telescope has a 12-inch reflecting mirror, a good size for amateur viewing. Set up and “pre-flight” is important. Our scope is carefully positioned away from bright lights and in an area free of major light pollution common in urban environments. A few simple adjustments, known as “culminating” precisely aligns the primary and secondary mirrors. For this trip, a five-millimeter eyepiece will be used. A simple formula is applied that divides the length of the telescope (1,500 millimeters) by the length of the eyepiece to determine the magnifying power that results – in this case 300. Let’s put this in terms of a fly-by. The Moon does not “circle” the earth; it orbits in an elliptical pattern, with a perigee of 221,600 miles and an apogee of 252,500 miles. Have you ever looked up and thought “boy, the moon really looks big and bright tonight?” You were probably seeing the Moon at its closest, as the eye will pick up that 15,000 mile difference. If you average that difference out, and then divide it by the power of the telescope, you get a number close to 800. Our telescope will not just magnify the Moon’s image; it will move our view to within 800 miles of the surface of the Moon. That will be our fly-by altitude on this trip. Certainly too high to see the lan-
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der, but absolutely close enough to see the details of craters, volcanoes, mountains and flat lands that were seen by Neil and Buzz while on final approach. Topographical features used to identify the Apollo 11 landing sight will be clearly visible. Next, our trip needs a high-quality, high-resolution Moon map that identifies the target. This writer chose one published by Sky and Telescope magazine, but there are others. Quality is important as our trip is pure pilotage, we will need to recognized geographic patterns and specific crater locations. Apollo 11’s landing site was almost smack on the equator of the moon, in the western hemisphere. If just looking at the Moon, this would be on the right hand side. The landing was targeted for the southern region of the Mare Tranquillitatis (Sea of Tranquility), which lays on, and slightly above, the equator. Above Tranquility is Mare Serenitatis (Sea of Serenity) and below Tranquility is the much smaller Mare Nectaris (Sea of Nectar). Of course, these are not real seas, but massive areas that have been flooded by lava millions of years ago, causing the surface to “melt” into a relatively flat plain. Early observers interpreted these as being oceans. The three seas link together in a vertical pattern that makes them one of the first checkpoints we will look for.
September 2012
This is remarkably similar to identifying the multitude of dry lakes in the high deserts of our western U.S. Our magnification will start low to aid in finding large objects, like the seas, and then increase as we look for specific craters and mountainous outcroppings. A key checkpoint will be three craters, Theophilus, Cryillus and Catharina, which appear to be linked together, much like the top three rings of the Olympic Game’s logo. As we look closer, the landing sight is several hundred miles north of these craters where mountainous outcroppings join Tranquility and Nectar. Yes, there are plenty of checkpoints, all of which were memorized by Neil and Buzz; to be called out over the radio as they approached their destination. Okay, our scope is set up and flight plan charted. Let’s go. Take-off is planned so that the Moon is almost overhead. This means we are looking through the thinnest part of Earth’s atmosphere, about 20 miles of potential distortion. A low azimuth view could result in looking through a thousand miles of air. Our maximum magnification of 300 is at the edge of good viewing limits. More than that and all you see is atmospheric distortion. Next, we must make sure that a dimContinued on Page 17
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ICON AND CIRRUS AIRCRAFT TO PARTNER ON THE ICON A5 AMPHIBIOUS SPORT PLANE ICON Aircraft and Cirrus Aircraft announced on Aug. 6, 2012 that Cirrus will become one of the key strategic supplier partners for the ICON A5 amphibious Light Sport Aircraft. The companies have agreed that Cirrus Aircraft, the manufacturer of the leading SR20 and SR22 lines of high-performance single-engine aircraft, will produce a significant portion of the composite airframe components for ICON Aircraft. “Cirrus has a global reputation for producing truly outstanding composite aircraft structures,” said Kirk Hawkins, founder and CEO of ICON Aircraft. “Their extensive experience, specifically in composite sandwich-production techniques, makes them an ideal production partner for ICON. We are thrilled that Cirrus is demonstrating their commitment to growing aviation at the consumer entry point through this collaboration with ICON. The core capabilities of ICON and Cirrus are highly complementary, and this new pairing creates extraordinary potential for the future of aviation.” All composite structures produced by Cirrus for ICON will be manufactured exclusively in the Cirrus Grand Forks, North Dakota, factory alongside the SR20 and SR22 component production lines. Using the composite assemblies supplied by Cirrus and other suppliers, ICON will control all design, system inte-
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1-877-417-3069 gration, final assembly, finishing, and testing at its facility in Tehachapi, Calif. Composite component production will begin at the end of 2012, and the first production aircraft will be completed in the summer of 2013. “The ICON A5 is certainly the most innovative LSA on the market, and we’re delighted to be able to play a meaningful role in bringing it to production,” said Dale Klapmeier, CEO of Cirrus Aircraft. “We believe that Light Sport Aircraft (LSA) and Sport Pilots are critically important to the growth and future of aviation. Cirrus and ICON share the common vision that exciting, innovative, and safe new aircraft are a key to unlocking the enormous potential within our industry. ICON has hit the nail on the head with the A5, and we’re excited to combine Cirrus’ 15-plus years of world-class composite aircraft development and production experience with ICON’s truly exceptional consumer product design and engineering abilities.” For more information, visit: www.iconaircraft.com and www.cirrusaircraft.com.
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SAN DIEGO AIR & SPACE MUSEUM RECEIVES TWO SIGNIFICANT GRANTS Grants will dramatically improve online access to millions of aviation records The San Diego Air & Space Museum’s Library and Archives recently received two significant grants which will continue to dramatically improve online access to its extensive collection. The Museum, which houses the third largest collection of aviation-related research material in the United States, will use $124,500 from the Institute of Museum and Library Services (IMLS) and $25,000 from Goodrich Aerostructures to increase online collection visibility throughout the next two years. In today's high-tech information environment, the use of advanced technology enables rare and unique materials to transcend their physical boundaries. Photographs, films, and rare books are
fragile, and the deterioration process is accelerated through handling, exposure to light, and climate fluctuations. Through the Museum’s digitization efforts, this process can be mitigated so that archival material is not lost. Although digitization is expensive and time-consuming, it provides easy and comprehensive access for all researchers, while also preventing damage from handling. The initial digitization project originated two years ago with the help of the Legler Benbough Foundation. With their funding, the Museum has uploaded more than 135,000 digitized images to Flickr.com, as well as more than 400 rare films to YouTube. The Museum’s Flickr Continued on Page 14
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SMOKIN’
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Celebrating Twenty-Nine Years of In Flight USA
14
September 2012
THE FUN
IS BACK IN FLYING WITH THE SEAMAX M-22
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SeaMax America has put the fun back in flying with the introduction of its award winning SeaMax M-22 Amphibious Light Sport Aircraft. The M-22 was awarded Best Fixed Wing Light Sport Aircraft at this year’s Sun n’ Fun Air Show in Lakeland, Florida. With more than 125 aircraft produced in the last ten years, the M-22 is the world’s premier certified S-LSA amphibious “flying boat.” Having take-off and landing requirements of just about the length of a football field, the M-22 is as capable from water and snow as it is from grass and pavement, permitting unique access to both popular and remote destinations. SeaMax America was founded by licensed pilot Richard Rofe, a successful entrepreneur with a passion for flying and other luxury-sport recreation. “I am thrilled to bring the M-22 to North America and China,” stated Rofe. “The aircraft has a proven design and safety record of over 10 years and represents the perfect solution to make flying accessible to people who had always perceived owning an aircraft as unattainable because of burdensome financial and regulatory requirements.” As an S-LSA, the M-22 pilot requirements are relaxed, consisting only of a sport pilot certificate attainable in just 20 hours of instruction. With a base price of $155,000, the SeaMax M-22 is priced well below a standard general aviation airplane and in
line with the industry anticipated ICON A5, which has been in development for seven years, but is not yet in production. “The M-22 is also easy to fly and maintain,” Rofe added. “There’s nothing like taking off from NYC for lunch in East Hampton, and then being back in the office for an afternoon meeting all for $25 in fuel. The SeaMax has not only changed my career, but my life.” The SeaMax M-22 cruises at more than 100 knots per hour equipped with the tried and true Rotax 912S engine, burning a mere 4-5 gallons of aviation or regular automotive fuel. It has adjustable Recaro seats and holds 26.5 gallons – providing a range of more than 550 nautical miles. With its folding wing design, the M-22 can be stored virtually anywhere...a dock, driveway or even on a yacht. The folding wing feature also allows for easy transport on a trailer. SeaMax America, LLC is the exclusive importer for North America and China and is based in Great Neck, New York. For more information on the M-22 and SeaMax America, please visit the company’s website, www.seamaxamerica.com.
San Diego Air & Space Museum Contin ued from Page 13 page has received more than seven million views in just over two years. In addition to increasing collection visibility, the Flickr platform has both allowed and encouraged the online community to identify images and to add information to the catalog system. The Museum’s online image and film collection is thought to be the largest of its type in the world, and is growing, but it represents less than five percent of the Museum’s total collection. Both the IMLS and Goodrich Aerostructures grants will support the continuation of that effort, which the Museum has titled Great Explorations: Increasing Online Access. With the dramatic rise of online social media activity, the Museum now has a new platform to reach a younger and wider audience, as well as providing an avenue to significantly expand the number of records available online.
These internet resources allow the Museum to share its collection with both aviation enthusiasts and researchers around the world who would not otherwise know about this unique collection, let alone be able to visit the Museum. The San Diego Air & Space Museum is California's official air and space museum and education center. The Museum is an affiliate of the Smithsonian Institution, and it was the first aerothemed Museum to be accredited by the American Association of Museums. Now on display, “How Things Fly,” a special exhibition that examines the wonder of flight through four fun and interactive zones. The Museum is located at 2001 Pan American Plaza, Balboa Park, San Diego, CA 92101. The Museum and gift store are open daily from 10 a.m. to 5 p.m. Closed Thanksgiving Day and Christmas Day.
September 2012
www.inflightusa.com
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ually any general aviation piston engine in nearly any environment. a conventional starter motor with lightweight permanent magnets. More efficient starter operation & improved performance. 12V .............................................P/N 07-01270 ..................................$528.00 24V .............................................P/N 07-01272 ..................................$495.00
FAA Approved back-up Altitude indicator replaces turn & banks under AC91-75. Features inclinometer and failing warning flag. Factory new. 15 month warranty. Simple installation. 14V ..............................................P/N 10-02823.........................$2,395.00 14V w/ 8° tilt................................. P/N 10-02828.........................$2,195.00 28V w/ 8° tilt................................. P/N 10-02829.........................$2,385.00
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Take a look at screen shots of Pocket Plates 3.0 on the Quadra. The Quadra™ is the best handheld GPS system for aviation, and IHDWXUHV D KLJK GH¿QLWLRQ GLVSOD\ 7KH HD display on the Quadra shows four times the detail compared to OTHER 4.3" aviation GPS units.
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Celebrating Twenty-Nine Years of In Flight USA
September 2012
WORLD REMEMBERS
NEIL ARMSTRONG:
ONE SMALL STEP… FOR ALL MANKIND
Astronaut Neil A. Armstrong, Apollo ll mission commander, at the modular equipment storage assembly (MESA) of the Lunar Module Eagle on the historic first extravehicular activity (EVA) on the lunar surface. Astronaut Edwin E. Aldrin Jr. took the photograph with a Hasselblad 70mm camera. Most photos from the Apollo 11 mission show Buzz Aldrin. This is one of only a few that show Neil Armstrong. (NASA) eil Armstrong, the first man to walk on the moon during the 1969 Apollo 11 mission, died on Saturday, Aug. 25, following complications resulting from cardiovascular procedures. He was 82. Armstrong’s words "That is one small step for (a) man, one giant leap for mankind,” spoken on July 20, 1969, as he became the first person ever to step onto another planetary body, instantly became a part of history. Those few words from the Sea of Tranquillity were the climactic fulfillment of the efforts and hopes of millions of people and the expenditure of billions of dollars. A plaque on one of the lander’s legs that concluded “We came in peace for all mankind,” further emphasized that Armstrong and fellow astronaut Edwin “Buzz” Aldrin were there as representatives of all humans. In a 2001 oral history interview, Armstrong credited those behind the scenes for the mission’s success: “when you have hundreds of thousands of people all doing their job a little better than they have to, you get an improvement in performance. And that’s the only reason we could have pulled this whole thing off.” Armstrong is survived by his wife, two sons, a stepson, a stepdaughter, 10 grandchildren, and a brother and sister. “Neil Armstrong was a hero not just of his time, but of all time,” President Barack Obama said via Twitter. “Thank you, Neil, for showing us the power of one small step.” Armstrong’s family released the following statement: “Neil Armstrong was
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also a reluctant American hero who always believed he was just doing his job. He served his Nation proudly, as a navy fighter pilot, test pilot, and astronaut. He also found success back home in his native Ohio in business and academia, and became a community leader in Cincinnati. “While we mourn the loss of a very good man, we also celebrate his remarkable life and hope that it serves as an example to young people around the world to work hard to make their dreams come true, to be willing to explore and push the limits, and to selflessly serve a cause greater than themselves.” The family will be providing further updates at www.neilarmstronginfo.com . “As long as there are history books, Neil Armstrong will be included in them, remembered for taking humankind’s first small step on a world beyond our own,” said NASA Administrator Charles Bolden. “Besides being one of America’s greatest explorers,” Bolden added, “Neil carried himself with a grace and humility that was an example to us all.” Apollo 11 lunar module pilot and fellow moonwalker Buzz Aldrin on Armstrong’s passing: “I am very saddened to learn of the passing of Neil Armstrong today. Neil and I trained together as technical partners but were also good friends who will always be connected through our participation in the Apollo 11 mission. Whenever I look at the moon it reminds me of the moment over four decades ago when I realized Continued on Page 18
September 2012
Contrails
www.inflightusa.com
17
by Steve Weaver
LIVING WITHOUT WHEELS topped at a traffic light this week, I noticed the car in front of me sported a license plate holder that proclaimed that the owner’s other car was an airplane. I thought back to a time when I could have used a license holder that said “My other airplane is an airplane,” but then I wouldn’t have had a car to attach it to. There have probably been other aviation zealots, who have owned two airplanes without owning a car, but I’ve never met another one and it was a strange set of circumstances that caused me to be in such a position. In the late sixties I was operating a flying school in Central West Virginia, working evenings and weekends at the airport while maintaining my “real job,” traveling for a large national company. I had hired another instructor who babysat the airport and flew students while I was gone and, much to my delight, the whole process was working smoothly. But in the spring of 1969 my employer sent down an edict that would change everything I had put together. They would have me move my work to a large northern city and make the continuation of the flight school that I loved impossible. I couldn’t do it. I’d poured my soul into my little flight school and I loved my students who seemed like a box of wiggling, happy, clueless puppies to me. I was living the life I had dreamed about and a life that suited perfectly the person that I had at last found myself to be and I couldn’t give it up. I quit the job. I quit the salary and the expense account. I quit the retirement program, the bonuses and the free trips. Belatedly I realized that I had also quit
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the company car, and the white Chevy Impala that had taken me anywhere I wanted to go was gone too. So now I had no car and no money to buy another one. How, I wondered, will this work? Actually, really very well as it turned out. To eliminate the need for a car to drive to work, I moved to the airport. There was an old unused room behind the front of the office that had been a magnet for junk for many years and this is where I would settle. I pitched out the trash, replaced the glass in the windows and painted the walls. In about a week the room had turned into a (very) low rent pilot crash pad and I had eliminated about 90 percent of the need for a car. Other travel requirements were dealt with as they occurred and mostly I found that the airplanes that I had on hand, (a Champ and a Super Cruiser) could usually be landed in a farm field reasonably close to where I wanted to go. This was to be my means of transport for the next year. I found an 800-foot pasture field on the hill above my parent’s house that would serve well for my overnight visits to my folks. It was located on a bench of land above the valley floor and on takeoff I thrillingly shot off this perch some 600 feet above the Tygart River and the village of Arden, a bit like a ski jump that didn’t end, it seemed to me. There were cows in the field that seemed to show an unhealthy interest in my fabric covered airplane, so I constructed a corral of barbed wire. This was a place of safety, not for the cattle but for the airplane, and the potential fabric munchers were left moodily contemplating the flying machine from the other side
of the fence. I installed permanent tie down anchors made of industrial grade steel mine bolts, which I’m sure are there today, waiting for an airplane to stop by for the night. Sometimes when the pace of teaching wouldn’t allow for an overnight visit and my culinary efforts had me desperate for a home-cooked meal, I would call home with an ETA and my mom would cook up a picnic fit for royalty. Dad would drive the Volkswagen up the steep farm road to the meadow and he and Mom would meet me when I flew in, and the three of us would dine there together on a tablecloth spread on the grass, high above the village. During my carless period, visits to friends and relatives were still done on a regular basis. Shortly after starting my new life at the airport I added a J-3 Cub to the stable and now I had an airplane that I could land in someone’s yard if there were no obstructions. I was invited to dinner at a student’s home located beside a 300 foot field. It was located exactly next door to the city limits, so there was a bit of commotion when I landed the Cub there one evening, including if I remember correctly, a visit by a city fire truck. One of my favorite places for an overnight get away was my Uncle Harold’s place in the country, one county over from the airport. I would jump in an airplane late in the evening, after the last student had flown and land in the farm field across from his house just as the last of the daylight was going. Aunt Goldie would have my favorite food on the table and my uncle, who was fascinated with
Instructor Russ Weaver (no relation), Billie Sue Nestor, student, Steve Weaver and friend David Austin. (Courtesy of Steve Weaver) flying and airplanes, and I would talk aviation until late in the evening. On one memorable visit there while flying the Super Cruiser I decided to use a new field located a few hundred feet to the east of the house. It was there that I flew that airplane through the top of a very large oak tree when I forgot to turn off the carburetor heat during takeoff. I never counted this incident as a crash because it’s my belief that in a true crash the airplane has to come to a complete halt, but a very battered PA-12 staggered out the other side of the tree. After a year or so of this method of getting myself where I needed to go, the little flight school generated enough cash to have a bit left over for an old car and I returned to more conventional means of travel. The field above our old farm is grown over now and Uncle Harold is long gone to his reward, but sometimes when I feel a bit too conventional I drag out the memories of my carless era. They always make me smile.
Editorial: A Fly-By for Neil Continued from Page 12 ming filter is attached to the eyepiece. Remember, the light is being concentrated and the Moon is highly reflective. If unfiltered, viewing can actually be painful, like staring into a bright light bulb. Our first eyepiece equates to a distance of about 7,000 miles above the Moon’s surface and the entire Moon can be seen. One quickly notes that the image is upside down and left and right orientation can be confusing. One must spend time to become accustomed to this inverted viewing and learn to relate it to our Moon map. It does not take long to identify the three seas and we can move in for a closer look. Our next look is at an altitude of 1,600 miles above the surface and the entire moon is no
longer visible. We can now see the three checkpoint craters. Regrettably, the Moon is three quarters full during our trip, meaning it is extremely bright, a condition that blanks out some surface detail. Ideally, an object close to the terminator line (day/night) is much easier to see as deep shadows give everything a three-dimensional look. It is now time to descend to our fly-by altitude of 800 miles, and sure enough, even with poor contrast, the mountains and outcroppings at the Apollo 11 landing sight are clearly visible. We are now, in real time and personally, seeing the place where the words “One small step for (a) man, one giant leap for mankind” where spoken. This writer paused, and wept, and prayed.
The fly-by to honor Neil was complete. It was a surprisingly emotional trip, both sad and angry; sad for the loss of a quite champion of the human spirit and exploration, and angry because of the contempt and disregard being shown towards scientific achievement by our political leadership. Even with the stunning success of the Curiosity Mars landing, the media only asks questions about justifying the cost and complains about the money being tossed into space. No spacecraft of any type, certainly not Apollo 11, carried a suitcase filled with millions in cash, to be forever lost to the citizens of the U.S. The work of NASA is spread throughout the economy, to thousands of vendors, service providers, universities and tens of thou-
sands of direct and indirect employees, meaning jobs. It is not even possible to calculate the benefits of technological fallout, with the space program having been the parent of countless private businesses and technologies that we all use every day. This writer can think of no other government program that has so positively affected our economy and world leadership status in such a direct, measurable, fashion. Neil knew this, our astronaut corps knows this and the pros at NASA know this. Maybe it is time for “management” to talk to the “real workers” and get our country back on track.
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Neil Armstrong Continued from Page 16 that even though we were farther away from earth than two humans had ever been, we were not alone.” Apollo 11 command module pilot Michael Collins said simply, “He was the best, and I will miss him terribly.” As news of Armstrong’s death became widely known, many NASA officials offered their thoughts on the agency’s best-known representative: “The passing of Neil Armstrong has
shocked all of us at the Johnson Space Center,” said Center Director Michael Coats. The whole world knew Neil as the first man to step foot on the Moon, but to us he was a co-worker, a friend, and an outstanding spokesman for the Human Space Program. His quiet confidence and ability to perform under pressure set an example for all subsequent astronauts. Our role model will be missed.” “Neil Armstrong was a very personal inspiration to all of us within the astro-
naut office,” said Bob Behnken, Chief of NASA’s Astronaut Office. “His historic step onto the Moon’s surface was the foundation for many of our personal dreams to become astronauts. The only thing that outshone his accomplishments was his humility about those accomplishments. We will miss him as a friend, mentor, explorer and ambassador for the American spirit of ingenuity.” Neil A. Armstrong was born Aug. 5, 1930, in Wapakoneta, Ohio. He earned an
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Armstrong, right, joined astronaut Dave Scott on the Gemini VIII mission in March of 1966. (NASA) aeronautical engineering degree from Purdue University and a master’s in aerospace engineering from the University of Southern California. He was a naval aviator from 1949 to 1952. During the Korean War he flew 78 combat missions. In 1955 he joined the National Advisory Committee for Aeronautics (NACA), NASA’s predecessor, as a research pilot at Lewis Laboratory in Cleveland. Armstrong later transferred to NACA’s High Speed Flight Research Station at Edwards AFB, Calif. As project pilot, he was in the forefront of the development of many high-speed aircraft, including the X-15, which flew at 4,000 mph. He flew more than 200 aircraft models. They included jet and rocket-powered planes, helicopters and gliders. Armstrong was selected as an astronaut in 1962. His first space flight was Gemini 8, which he commanded. He was the first civilian to fly a U.S. spacecraft. With fellow astronaut David R. Scott, Armstrong performed the first docking in space, with an Agena target satellite. Less than an hour later their spacecraft began an unplanned rolling motion. After undocking, it increased to one revolution per second. One of the Gemini’s 16 thrusters had stuck open because of an electrical short circuit. Armstrong used re-entry thrusters to control the capsule, and after a 30-minute struggle, it was stabilized. Flight rules required a return to Earth after use of the re-entry thrusters, so the crewmembers fired retrorockets that sent Gemini 8 to a contingency landing zone in the Western Pacific. The eventful flight on March 16, 1966, had taken just over 10 hours, 41 minutes. Apollo 11 lifted off on July 16, 1969, with Armstrong, Aldrin and Mike Collins aboard. Collins remained in lunar orbit in the command module while Armstrong and Aldrin descended in the lunar module Continued on Page 19
September 2012
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Neil Armstrong Continued from Page 18 they had named Eagle to their historic landing on the moon’s surface. “Houston, Tranquillity Base here. The Eagle has landed,” Armstrong said, telling a tense and waiting Earth that men had finally reached the lunar surface. He and Aldrin spent about two hours exploring, gathering more than 50 pounds of moon rocks and setting up three scientific experiments. The next day, after 21 hours and 37 minutes on the moon, they fired Eagle’s engine to begin the return to Collins and the command module. The crew returned to Earth, landing near the USS Hornet in the Pacific after a mission of just more than eight days. President Richard M. Nixon was on the aircraft carrier’s deck to welcome them. “This is the greatest week in the history of the world since the creation,” Nixon told the three. After 16 days in quarantine to protect Earth from any returned moon germs, the crew went on U.S. and international tours. Millions greeted them as heroes. Armstrong later served as deputy associate administrator for aeronautics in the Office of Advanced Research and technology at NASA Headquarters. He resigned from the space agency in 1971. As a professor at the University of Cincinnati from 1971 to 1979, he was involved in both teaching and research. He later went into the business world. Among other positions, he served for 10 years as chairman of Computing Technologies for Aviation Inc. of Charlottesville, Va. and later as chairman of AIL Systems Inc., an electronic systems company based in Deer Park, N.Y. Armstrong was a fellow of the Society of Experimental Test Pilots and the Royal Aeronautical Society, and an honorary fellow of the American Institute of Aeronautics and Astronautics and the International Astronautical Federation. He was a member of the National
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Academy of Engineering. He served as a member of the National Commission on Space in 1985 and 1986, and was vice chairman of the Presidential Commission on the Space Shuttle Challenger Accident. He also was chairman of the Presidential Advisory Committee for the Peace Corps from 1971 to 1973. Seventeen countries decorated
Armstrong. He received many special honors, including the Presidential Medal of Freedom, the Congressional Gold Medal, the Congressional Space Medal of Honor, NASA’s Ambassador of Exploration Award, the Explorers Club Medal, the Robert H. Goddard Memorial Trophy, the NASA Distinguished Service Medal, the Harmon International Avia-
tion Trophy, the Royal Geographic Society’s Gold Medal, the Federation Aeronautique Internationale’s Gold Space Medal, the American Astronautical Society Flight Achievement Award, the Robert J. Collier Trophy, the AIAA Astronautics Award, the Octave Chanute Award, and the John J. Montgomery Award.
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Sentimenal Journey
Continued from Page 7 toll. Caustic elements in the fire retardant had a tendency to promote corrosion and with turrets and other original equipment long discarded, the aircraft was a mere shell of its wartime glory. In 1981 the Wing decided to ground the aircraft for restoration. Large areas of the nose and fuselage were re-skinned, the entire aircraft was rewired, the radio room was reconstructed, and replacement turrets were procured and installed along with bomb bay doors, just to name a fraction of the work preformed to on the aircraft. Remarkably, because the Wing did not yet have a facility in which to house the project, all work was performed outdoors. For a majority of the surviving B17s, this would be the end of the story. Having been restored and put on display a majority of the surviving B-17s serve as a silent reminder to the sacrifice made by so many in the greatest conflict the world has ever known. For the dedicated individuals of the Arizona Wing a silent reminder was not enough. After three years of intense work, the aircraft was once again ready to take to the skies. The mid-1980s saw the Arizona Wing send the B-17 on its first official tour, with appearances in 55 different cities. Since then, Sentimental Journey has been a regular sight in the skies above the U.S. Through the years, the tour has grown significantly. The Fortress generally sets out in late May, not returning home to Mesa, until early October. On average 80,000 visitors tour through the aircraft each year. Crews rotate in and out along the way as schedules permit. The operation of an aircraft as large and complex as Sentimental Journey is no simple task, especially when so much time is spent on the road. Tools, parts and equipment, all need to be packed along, either in the airplane or the support vehicles. Often this means packing light and when mechanical issues arise, it is up to the resourcefulness of the crew to source parts, equipment and sometimes, even the assistance of generous locals to get the old B-17 safely back in the air. When the tour is over for the season, the devoted volunteers of the Arizona Wing set to work on the aircraft performing scheduled maintenance and repairs, as well as continuing the ongoing restoration process adding original items as they become available. Their level of dedication and effort has yielded a beautiful example of one of the most authentically restored B-17s currently flying. A flight on Sentimental Journey is a rare treat, being one of only a handful of airworthy Flying Fortresses left in the world. It is certainly a departure from the
modern aircraft most of us are used to. The mighty B-17 climbs out, the sound of the gear retracting brings my attention to the jack screw which is bringing the tail wheel up, its exposed strut extending into the fuselage right next to me. Shortly after the gear is up, we are signaled to get up and move around the aircraft. Passengers crowd around the large windows in the waste section each complete with its own .50 caliber machinegun. Moving around the aircraft in flight is slightly more difficult than when it is on the ground. Maintaining a solid hand hold is a good idea to keep from loosing your balance. Explicit instructions are given before the flight to not grab onto the exposed control cables which run along the top of the fuselage. Unlike in the movies, flying in the B-17 is loud. The aircraft is un-pressurized, and is largely devoid of any sound deadening insulation, thus communicating with others requires a raised voice and leaning in very close. Ear plugs are offered before the flight. Midway through the flight, word came that the bomb bay doors would be opened, so every one moved into the radio room to gaze at the ground below through the large hole that was opening in the bottom of the aircraft accompanied by a rush of outside air. Flight time is long enough to roam around and take it all in. Eventually, we are directed to take a seat as we return to the airport. Back on the ground, as the four Wright radial engines fall silent, one can’t help but feel awed by the experience. A brief pleasure flight in this great aircraft is a far cry from a grueling eight-hour mission over Berlin where death stalks you at every turn; it none the less offers a tangible link to the past. Sentimental Journey is a mobile memorial to the men and women who built these magnificent machines, and the brave crews that flew them into battle, many paying the ultimate price, as well as to the dedicated volunteers who have worked so hard to make this proud aircraft what it is today, truly a living legend. For more information about the CAF, the Arizona Wing or Sentimental Journey, or to get up to date information on tour stops and book a flight, get membership or donation information, individuals are encouraged to visit the website at www.azcaf.org or call 480/924-1940. The CAF and the Arizona Wing are non profit volunteer run organizations. All donations including donations for flights on the aircraft are tax deductible. Public support is vital in keeping these historic aircraft where they belong, in the air. Photo essay continued on Page 57
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orn on a farm in Iowa and raised near an airport, Dale Kuhns took an early interest in aviation, constructing model airplanes and robbing his piggy bank to buy rides at the airport. He attended Miller Vocational High School in Minneapolis where he worked on his A&P license. After graduation, he enlisted in the Air Division of the U.S. Marine Corps where he served four years. After his discharge, Dale became an apprentice in the United Airlines training program. Dale moved to San Francisco and continued with United as a mechanic for eight years. He also joined the â&#x20AC;&#x153;Flying Tenâ&#x20AC;? Club at the San Carlos Airport where he earned his pilots license. At age 27, he invested $400 as a down payment on two aircraft, took in a partner with a commercial license and established the highly successful FBO, â&#x20AC;&#x153;Peninsula Aviation,â&#x20AC;? several years before the tower became operative. Dale was appointed as a Cessna dealer and operated a full range of services that included flight training, maintenance, pilot supplies, lounge, etc. In 1969, he became one of the first pilots to fly traffic patrol in the Bay area with the likes of Lou Hurley and Hap Harper. By this time, he had 20 aircraft in his fleet and employed six instructors. Dale is the only person to taxi an aircraft from Crissy Field in San Francisco down Van Ness Avenue to the Civic Auditorium. He displayed his Cessna line at the Cow Palace, landing in the parking lot. Before the â&#x20AC;&#x153;hostâ&#x20AC;? of regulations that now exist, he taxied a C-150 down Holly Street, across El Camino Real to the American Legion parking lot in San Carlos to promote a membership drive
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Dale at the San Carlos Airport in 2002. (Courtesy of Herb Foreman) for the San Carlos Chamber of Commerce. Dale remembered the day in 1968 when his Peninsula Aviation flew Robert and Ted Kennedy from San Carlos to Los Angeles. Bobby was killed at the Ambassador Hotel four hours later. Dale helped set up the first Air Transportation class offered at Ravenswood and Menlo Atherton High Schools. Early in his flying career, he also began teaching ground school courses at the College of San Mateo where he earned the reputation of â&#x20AC;&#x153;Excellent Teacherâ&#x20AC;? to retirement 40 years later! At age 36, he sold his successful FBO to become the Executive Director of the San Carlos and later the Sunnyvale Chamber of Commerce. He took both business organizations to new heights of excellence. Dale continued to fly to the day of his death from lung cancer more than 50 years after his first solo. His last aircraft was an excellent C-182. He was still his â&#x20AC;&#x153;own bossâ&#x20AC;? and worked as a building contractor on the Peninsula during the last years of his life. He can truly be classified as a pioneer at the San Carlos Airport! A â&#x20AC;&#x153;good man!â&#x20AC;? His many friends will miss him.
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September 2012
TOM POBEREZNY, FRANK CHRISTENSEN AND DALE KLAPMEIER JOIN AKIA ADVISORY BOARD The Aircraft Kit Industry Association was formed this past summer at AirVenture to provide corporations with a vested interest in homebuilding an opportunity to speak with a unified voice on issues of safety and industry growth. To broaden their resources, the group has invited three prominent figures in aviation to provide guidance and counsel in select key issues affecting the industry through an advisory board. These include Tom Poberezny, who functioned as President of EAA for 23 years and was Chairman of AirVenture for 35 years. Poberezny has had extensive experience in dealing with the FAA, NTSB and has a thorough knowledge of the evolution of the Experimental Amateur Built (EAB) movement. Frank Christensen, was head of Christen Industries, and revolutionized the kit aircraft business with the introduction of the Eagle aerobatic aircraft kit in 1977. He also organized and supported the Eagles Aerobatic Team for 25 years. As the founder of the modern aircraft kit movement, Christensen has had extensive experience with issues of marketing, liability and insurance.
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
Dale Klapmeier, CEO of Cirrus Aircraft, got his start in aircraft kit manufacturing with the VK-30. He successfully transitioned into certificated aircraft production with the SR-20 and SR-22, which has become the most popular general aviation aircraft with more than 5,000 units on the flightline. With his experience in EAB and Part 23 aircraft, Klapmeier has invaluable insight into the issues facing both types of manufacturing. “In accepting our invitation to participate on an advisory board, these men bring a level of credibility, knowledge and experience that not only contributes instant recognition to AKIA, but which will be invaluable in addressing the issues currently confronting all of us in the EAB movement,” said Dick VanGrunsven, President of AKIA. “We’re pleased to have them with us and believe they add significant power to the voice of AKIA.” AKIA’s mission is to represent aircraft kit manufacturers, designers, suppliers and supporters with a unified voice in the promotion and safety of the aircraft kit industry.
GAMA ISSUES SECOND QUARTER SHIPMENT REPORT, SIGNS OF STABILITY AND GROWTH ACROSS SEGMENTS The General Aviation Manufacturers Association (GAMA) released the results of the first six months of general aviation industry shipments and billings. Airplane shipments increased 5.9 percent in the first six months of 2012 compared to 2011 while the accompanying value of the airplane deliveries rose 13.2 percent. “We are starting to see positive signs in the 2012 shipment data,” said GAMA’s president and CEO, Pete Bunce. “When coupled with the positive trend we are seeing in the used market, we may finally be witnessing the start of our recovery. However, significant impediments remain in our member companies’ ability to bring new, innovative and safety enhancing products to our customers. While we have seen positive steps by FAA’s leadership to improve the effectiveness and efficiency of the certification process, much work remains to be done to take full advantage of the opportunities offered by improving and emerg-
ing markets.” Business jet deliveries increased 13.1 percent to 294 airplanes in the first half of 2012 compared to the same period last year. Turboprop airplane deliveries also improved to 243 units from the 2011 shipment level of 220 units. The piston engine airplane segment was basically flat at 381 deliveries or a 1.6 percent decline compared to the first six months of 2011. The First Six Months of Shipments of Airplanes Manufactured Worldwide 2011 2012 CHANGE Pistons 387 381 -1.6% Turboprops 220 243 +10.5% Business Jets 260 294 +13.1% Total Shipments 867 918 +5.9% Total Billings $7.2B $8.2B +13.2% NOTE: GAMA’s 3rd quarter General Aviation Shipment Report is scheduled to be published on Nov. 6, 2012.
www.inflightusa.com
September 2012
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818-896-6442 800-828-6756 fax 818-896-9541 vista@vistaaviation.com Whiteman Airport • 10000 Airpark Way • Pacoima, CA 91331 USA Factory New Multifunction STEC Autopilot Systems Display/ XM Weather Combo $1,500! BOSE
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The KMD 250 is intended for piston singles. The new MFD offers M 55X SYSTEM most of the advantages of the KMD550 and 850 displays but without the radar and terrain awareness and warning system (TAWS) interfaces. The KMD 250 is slightly smaller than the 550 or the 850. The software and remaining capabilities on the KMD 250 are nearly identical to those on the KMD 550. Bendix/King offers two versions of the KMD 250, one that gets it’s GPS data from a separate GPS navigator and one that has a built-in GPS. The model with the built-in GPS can be used as a standalone VFR unit, or it can be interfaced with a separate GPS, such as Bendix/King’s KLN 94 color IFR-approved moving map GPS. TSO Certified. Honeywell’s new Data M 60 SYSTEM Link Weather Receiver, KDR 610, brings high speed textual and graphical weather to your cockpit. This new receiver interfaces to the Bendix/King KMD 250. Available weather products include Composite NEXRAD radar, Graphical METARs, AIRMETS and SIGMETS, as well as, Textual METARs, TAFs, AIRMETs and SIGMETs. The active flight plan can be overlaid on all graphical weather images. Additionally, the system allows you to pan, zoom and interrogate The STX 165 Sports a professional 1/2 3ATI areas of interest. Bezel that compliments any aircraft panel. Its bright OLED display is readable in virtually all Units are factory new surplus. Six month Vista Aviation lighting conditions and automatically dims for Inc. warranty applies. Limited to supplies on hand !! night time operations. Check out just a few of KMD-250 W/O INTERNAL GPS & KDR-610 XM the STX 165 features. WEATHER RECEIVER $1,500 • Built-in Encoder Simplifies installations and KMD-250 WITH INTERNAL GPS & KDR-610 XM lowers cost. WEATHER RECEIVER $1,800 • Three Timer Functions Elapsed Flight Time, Both systems include mounting racks & install kits. Up Timer, Down Timer Antennas available at additional cost. • Pressure Altitude Display See what altitude your transponder is reporting to Center • Optional OAT Probe Input Displays Outside Air Temp.,Density Altitude, Icing Alert • Small and Light Weight 7.4" behind the panel depth, 1.3 lbs. • Low Current Requirements Ideal for LSA Glider - UAV Operations
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When panel space is at a premium, the compact SL30 nav/comm transceiver and SL40 comm fit a lot of capability in a surprisingly small package. Save Space, Reduce Workload. SL30 packs a 760-channel VHF comm transceiver and 200-channel VOR/LOC/GS nav receiver with DME display into one small space. Besides traditional nav/comm features, SL30 also incorporates workload-reducing functions such as automatic decoding of the Morse code station identifier for VOR/LOC/ILS, most-used frequency storage in unit memory, built-in course deviation indicator and more. Get Two for the Price of One SL30 is the only panel-mount nav/comm with a standby frequency monitoring feature providing the capability of two nav/comms in one. SL30: Think slim.
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1977 CESSNA 150, 20,360 TT, 151.5 SMOH, KMA-24, DUAL KX-155, KN-64 DME, R-546 ADF…$20,000
1980 CESSNA 172RG, 14,299 TT, 1439 SMOH, KMA20, KN74DME, McCoy MX170, KT76A Transponder, KX170B, David Clark Intercom, ......................$38,000
1981 CESSNA 182R, 5341 TT, 2180 SMOH, KING IFR AND APOLLO GPS, KN64, PMA7000 AUDIO , 300AP, GX55 GPS, L TRONICS DF, KX155A (2), KI209, KT76C, KI208, KR87............$65,000
1978 BELLANCA SUPER VIKING 17-30A 2300TT, 650 SMOH, dual Garmin 430, IFR, Call Dusty for more information...................................................$40,000
VoiceFlight Systems visited our shop and demonstrated their revolutionary VFS101. This device fixes the two major problems with the Garmin GNS430/530 GPS units - tedious waypoint entry with the concentric knobs, and the lack of Victor Airway support. As we witnessed in our shop the VFS101 expands Victor airways for you.Visit www.voiceflight.com for a video demonstration. You will be surprised just how quickly you can put in a long flightplan using this system.
Vista is an authorized VoiceFlight Systems dealer. Call us today to learn about installing a VFS101 in your airplane! MasterCard
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Celebrating Twenty-Nine Years of In Flight USA
26
Aviation Ancestry
September 2012
by Scott Schwartz
CONSTELLATION, PART III nown to aircrews as the “Willy Victor,” the WV-2 became the EC-121K in Navy parlance, after aircraft designations became standardized among the services in 1962. One hundred, forty two of these aircraft were ordered for the Navy, and the first of them were delivered in 1953. Thirteen of the EC-121Ks were converted into EC-121M “electronic intelligence” aircraft, while another nine were modified to become WC-121N weatherreconnaissance machines. Other EC121s were used by Navy training squadrons – and one of these aircraft served until 1982. For its part, the USAF received 84 EC-121s; the first of these came from the Navy contract, with deliveries to the Air Force beginning in 1953. Ten of these aircraft – RC-121s – became TC-121C trainers. Most of the remainder were used as electronic-monitoring or as radiobroadcast aircraft for use in psychological warfare. The reader should consider that the WV-2/EC-121 aircraft were operated primarily during an era when satellite surveillance was in its infancy or was nonexistent. So, it makes sense that the Navy put its WV-2/EC-121s to use in conjunction with “picket” destroyers for nine years, beginning in 1956. Flying missions, which lasted as long as 20 hours, the aircraft extended the “eyes” and “ears” of the destroyers in the hope of detecting incoming Soviet missiles or bomber aircraft. Squadrons of EC-121s covered both the Pacific and Atlantic “barriers” – the operation being known as “Barrier Force” – with operations winding down by 1965. But, that wasn’t the end of Navy EC121 operations altogether, as the aircraft was put to use in hurricane-hunting and intelligence-gathering operations, as well as for training electronics warfare officers. As for the United States Air Force; the war in Viet Nam found that service making good use of its EC-121s in connection with its Operation Rolling Thunder and with the Linebacker I and II operations. Prior to the war, Air Force EC-121s were used as adjuncts to landbased radar that was set up along both coasts of the United States. Cruising 300 miles offshore, t he EC-121s plugged the holes in early land-based radar coverage. Once the war in Viet Nam began, however, EC-121s were used to direct American fighters engaging in combat, as
K Flown into Chino Airport from Camarillo in January, 2012, EC-121T, serial number 53-0548 is awaiting further restoration at the Yanks Air Museum. (Scott Schwartz)
Flight deck: the Yanks Air Museum has placed a removable plastic partition behind the seats, in order to keep visitors from touching the controls. After all, this is a flyable aircraft. (Scott Schwartz)
Radar operator’s station; most of the equipment on board this aircraft is in working condition. (Scott Schwartz)
Radio operator’s station; note the Morse code key! (Scott Schwartz)
Four Wright R-3350 Turbo-Compound engines power the EC-121. (Scott Schwartz)
well as to track enemy aircraft. Since the EC-121s were designed to detect targets flying over water, terrain and buildings tended to “clutter” the images received on its radar. EC-121 radar operators, however, drawing upon their experience in tracking aircraft over Cuba, were able to bounce their radar signals off the water. This enabled them to detect enemy aircraft (those that weren’t flying too high, or too low, that is) up to 150 miles away. The tracking EC-121 flew as low as 50 feet above the water, while a back-up EC-121 cruised at 10,000 feet, some distance away. These EC-121s made up the Big Eye task force. Despite the EC-121 radar operator’s ingenuity in tracking North Vietnamese aircraft, most of the MiG’s being detected were far beyond the range of the EC121’s “height-finder” radar, which meant that the radar operators could not tell U.S. fighter pilots how high the enemy aircraft were flying. This shortcoming severely limited the EC-121’s usefulness as a fighter director aircraft. Because the relatively slow EC-121s were vulnerable to interception by enemy aircraft, they were protected by F-104s flying MiG Combat Air Patrol (“MiGCAP”). So serious was this threat, that EC-121 missions would be canceled if the F-104s weren’t available. As if the threat of being shot down wasn’t enough, the heat generated by the radar equipment rendered the on-board air conditioning all but useless. Despite these challenges, an EC-121 assisted in the shooting down of two MiG-17s, by providing airborne radar warnings to two F4-Phantom fighters, on July 10, 1965. This was the first interception to be controlled by an EC-121. Beginning in March of 1967, BigEye became the College Eye task force, and EC-121 crews took on the additional tasks of directing attack aircraft, as well as helping to keep American Aircraft clear of Chinese air space. This latter item was in response to a protest by Chinese, after an F-105 entered Chinese air space while in pursuit of a MiG. August of 1967 saw the addition of Vietnamese-speaking crewmen to one EC-121K, which became known as Rivet Top. The equipment aboard this aircraft enabled the crew to listen in on the communications between enemy pilots and their ground-controllers. This may sound like an ideal arrangement, except for one problem; the bilingual intelligence spe-
cialists flying aboard the EC-121s weren’t provided with radar screens, because the radar worked in conjunction with then top secret equipment that could “read” enemy transponders. Consequently, the intercepted communications could not be matched to specific enemy flights; this severely limited the system’s usefulness assessing threats to American Aircraft. Even after these restrictions were lifted (in 1972!), American fighter pilots receiving reports were not told where the information was coming from. What’s more, the poor quality of the radio transmissions from the EC-121s required other aircraft to provide radio-relay services which often did not work. As a result, many fighter pilots were suspicious of the information provided by the EC-121s, when they received it at all. These problems were never completely resolved; nevertheless EC-121s did manage to aid in the shooting down of 25 MiGs between 1965 and 1973. Operation of the EC-121 by the Air Force ceased altogether by September of 1978. By that time, the aircraft had been transferred to the Air Force Reserve, which used them as advance early-warning aircraft. There are roughly 12 EC-121s in existence today; one of these is EC-121T serial number 53-0548, which is owned by the Yanks Air Museum in Chino, Calif. Leaving Air Force service in 1979, “0548” was stored at Davis-Monathan Air Force Base, where it sat for five years until it was purchased by Wayne’s Aviation. The aircraft wound up at Camarillo Airport, in Camarilo, Calif. where it stayed until January of 2012. Wayne’s Aviation flew the aircraft to several airshows, but the organization lost its momentum – at least as far as the EC-121 was concerned – and the aircraft sat until it was purchased by the Yanks Air Museum in 2004. At that point, Yanks Museum Manager Frank Wright and his team of fellow mechanics had their work cut out for them. It took nearly eight years to slowly bring the aircraft back to life. Not surprisingly, corrosion was a big issue. The type of aluminum utilized by Lockheed in the construction of the aircraft tends to actually peel away in layers as it corrodes. So, portions of the outer wing panels had to be patched up. On top of this, the fabric on the rudders had to be replaced, the stainless steel fuel lines had Continued on Page 32
September 2012
www.inflightusa.com
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Homebuilder’s Workshop
BREAKFAST AT AIRPORT By Ed Wischmeyer Sometimes things turn out the way that they should. One of the traditions at Hodges, a grass field 40 minutes south of the Savannah, Georgia area, is that they have breakfast on the third Saturday of the month. A few folks are based there, a few folks fly in, but most drive in, and the eclectic collection of airplanes is what you might expect at a grass field. The breakfast fare is scrambled eggs, toast, both bacon and sausage and, of course, grits. It is Georgia, of course. And sometimes there are doughnuts. It’s refreshing to me in this politically correct age that they say grace before breakfast. Everybody participates. This morning is the first Saturday of the month, and a similar tradition is starting at Swaid’s Field, a grass airport 30 minutes to the northwest of Savannah. The menu was similar, many of the people were the same, and grace was still said. In other parts of the country, a fly-in breakfast means pancakes and sausage. For those of us who are not only watching our weight, i.e., watching it jump three pounds if we get within eyesight of a pastry, but also trying to control our weight, pancakes are on the no-no list. Scrambled eggs are a great improvement. Swaid Rahn is building up an airport and has 10 or so T-hangars in place, plus his maintenance business at the other end of the airport. This morning, a half dozen planes flew in, and maybe a dozen cars were parked. It was cool, sunny, with just a light breeze. In other words, perfect. One other difference between the two airports is that Hodges is, metaphorically, a canyon in the pine trees. Swaid’s is more open, and although the field is surrounded by trees, the trees are at a distance, or on the far side of the houses across the street. One of the planes that flew in was an
THE
absolutely immaculate Ed Bucker Jungmann Wischmeyer biplane, modernized with a Lycoming engine. I’m hoping to get a ride in it some time and write a story, but this plane was an obvious trophy winner. Also present was the AirCam that winters at Hodges. This one had been modified with an enclosure for the back seat, comprising a flat slab windshield that goes from the back of the pilot’s seat up front to the leading edge of the wing, vertical slabs of plexiglass on each side, and open on the back. I got a ride back there, and the enclosure really works – the only wind I had was on my elbows, and it was more than a breeze but much less than a blast. And here’s a surprise – the enclosure adds a bunch of speed to the AirCam, maybe 8 or 10 mph, not sure. Then again, if you go faster in the AirCam, all you do is increase the wind on the front seater. Looking at it another way, you can fly at the same speed with less power. After all, burning six gallons per hour, total, in a twin is extravagant. This was actually my first flight since back surgery, a month ago today. The surgery doesn’t have to be reported to the feds till the next medical, but it’s the pilot’s responsibility to not fly when he or she is not fit, for whatever reason, and I’m still not ready to fly PIC. I had a decompressive laminectomy, and it’s hard to think of that as major surgery when you walk in for surgery at 11 a.m. and you walk out at 3:30. What is major is that you’re not allowed to exercise or do physical therapy till six weeks after the surgery. Since my back was cooperating this morning, although it is still far from healed, and since I was able to climb into and sit in the AirCam, we went for a short ride to take pictures of the event on the ground. I got to fly while the front seater took the pictures, and got to enjoy AirCam flying again. Someday, I gotta get another one.
1980 0 CESSNA 182Q/PETERSON E STOL 260/SE 1767 TT, 447 SFRM/FWF, Garmin 430W, KX-155 NAVCOM, STEC 50 A/P, Garmin GTX-327 TXP, PS Eng. PMA-7000MS Audio Panel, EDM-700, Custom Metal Inst. Panel, ALT VAC Sys., Kts-2-U Speed Mods., Stby Att. Gyro, BOSE Headsets, Converted in 2/2001. Like New Paint, Leather Int. & Glass! Fresh Annual, N. NV Based...................................................................$189,500 1964 4 PIPER R COMANCHE E 400 0 “Poorman’s P-51”: 4353 TT, 197 SMOH, 215 SPOH, STEC 50 w/GPS Coupler, Garmin 430W, KX-175B, Dual G/S, DME, ADF, TXP w/Enc, Standby VAC, EDM-700, Bonzer R-ALT w/DH, Precise Flight Speed Brakes, Speed Mods, w/New Paint (Your Colors & Scheme), NDH & All Logs ............................................$112,500 1978 8 CESSNA A TU U 206F F 2793 TT, 370 SFRM Garmin GNS 530W, KX-165, KCS-55A HSI, STEC 60-2 A/P, Insight GEM, Dig FF, T-Plus Intercooler, Cargo Pod (installed), Wheel Pants & more, P+I 7+/10, Fresh Annual Insp., NDH & All Logs. An exceptionally low time T-206 with no corrosion! ......................$169,500 1963 3 PIPER R COMANCHE 250 4966 TT, 1671 SMOH, 63 SOH, KX-170B w/GS, KX-170B, NARCO ADF 31, King 209 Nav, King 208, NARCO Auto Panel, METCO Air Tips, SKY TEC Starter and more. All Log Books and Fresh Annual
.........................................$32,500
1965 5 PIPER R COMANCHE 260 4318 TT, 1449 SMOH, (Fuel Injected IO540), 1053 SPOH, King KMA-24, Dual KX155 NavComs w/GS, KN-62A DME, KLN-89 GPS, 2 pl I/C, Updated Gyros, Eng Pre-heat, .250 Solar Gray Glass. Complete Logs since new. Annual Due 2/2013
..............................................$52,500 STERLING AIR, LTD. takes pride in offering members of the general aviation community the following selection of professionally tailored services: • Aircraft Sales • NAAA Certified Appraisals • Computerized “MLS” • Aviation Consulting – Cost Effective Analysis FREE – NAAA Certified Aircraft Appraisal and National “MLS” Listing, in return for your consigned aircraft!
Check the latest aviation news at
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Call 800-770-5908 • 775-885-6800 www.sterling-air.com 2640 College Parkway • Carson City, Nevada 89706 Bill Drake • Jim Jenkins • Steve Lewis
Celebrating Twenty-Nine Years of In Flight USA
28
September 2012
W h a t’ s U p ! ?
THE IMPOSSIBLE TURN ometimes I feel like I’m hearing an echo when I write certain words here. They are words that I’ve heard so many times and shared even more often. Sometime I am sure that my headstone will read; Well, I’m finally gone and I did my best to use common sense when ever possible. Every aviation day of my life as I stroll around my home airport and the many others I have the pleasure of visiting, I see more and more lack of “Common Sense.” Last month I was visiting one of my favorite mountain airports; one I have loved for many years going back to the 1950s. I have done airshows there. I have R.O.N.ed there, and can hardly fly to Reno or Lake Tahoe without looking
S
The courtesy bikes at the Truckee Airport. (Larry Shapiro)
over towards Truckee to see if any gliders are flying. It’s truly a jewel of runway havens and it now sports a new look with it’s recently up-dated admin building, offices, snack bar and pilot’s lounge. I guess I should also mention their spiffy courtesy bikes for those of you who can still peddle one. I was actually getting a little giddy knowing I was going to be paying a ground visit there for the first time in many years. I arrived less than an hour after the lack of “Common Sense” prevailed and a probably very nice, smart, caring and capable pilot tried to make that “Impossible Turn.” Let me leave no doubt in your mind, I want to be sure you know what turn I’m talking about. It’s that turn we’ve all been told and taught never to attempt. It’s that turn you are not suppose to even try if you are below 500 feet on takeoff and experience a possible engine/power problem and decide to do a 180 and get back on the runway. The area around the Truckee airport
Images and visions of Sagar Pathak
is acres and acres of flat hard fields and roads capable of providing a pilot in need with many safe options other than the runway and an almost sure walk-away landing with little or no damage to the airplane. Please, allow me this with no disrespect to the now deceased pilot or his family. He was an educated, experienced pilot on a humanitarian flight in great weather. I applaud him for that. He tried and failed at making the “Impossible Turn.” In doing so, three hangars were destroyed, fuel service was shut down for days, truckloads of soil had to be removed because of fuel contamination and a really nice guy perished...and for what? The hangars will be replaced, fuel will flow again, an insured airplane was destroyed, but one that could be easily replaced if necessary and this story would have had a much happier ending. I’d like to tell you this is the first time I’ve experienced this, but I can’t. I’ve buried way too many pilot friends that all thought they could make that “Impossible Turn.” I’ve yet to find a way to replace a human life, but I’ve found many ways to replace an airplane. My final thought on this, please, common sense should always prevail. Some time back you may have read that I turned a 182 upside down in a field. My airplane was sending me messages that it wasn’t feeling well and I could see the runway, it was right in front of me. Since I was new to the area, I asked my passenger what was between the runway and us? He answered, some old trees and some old houses. Old trees burn or break, houses aren’t soft, and the field below me was so I opted for the field. My passenger and I both walked away and I lost my favorite 182 . . . but I’m here to tell you about it and that’s my point . . . I now hope I’ve made that clear.
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I have just found my new favorite seat to sit in while flying. Based on my size it’s a little tight and hard to get in, but worth the effort and I’m referring to a Pilatus. Let me describe in in the simplest of way: WOW! Fast, smooth, comfortable, and now I wish I were rich so I could have a few of them, okay, maybe one, but it does almost everything I could want in a flying machine.
Larry Shapiro I could go on about this, but suffice to say I was in and out of little strips, big ones, busy one and lazy ones . . . our eight passengers loved it as well and I can honestly say, I think it’s a great bargain for what it can do, and this is not a paid endorsement, just my expression and impressions of a great airplane. My call line is now open for you opinions. If you own one of these, your calls will be answered first. I’d like to mention that flying with a totally professional and caring pilot really add to this recent pleasure. There is more to being a professional pilot than just steering the airplane around in the sky, being on time, having the airplane ready to launch, and delivering what was promised. Hats off and a salute to my friend and pilot Dave Fry; well done sir, and I know that by the look on our passenger’s faces.
Flying VIPS There is something to be learned here. The airplane being ready is one of them but knowing what awaits you on the ground is another. Being prepared for large overly excited and enthusiastic crowds can be a little scary if you aren’t prepared, and it might be a good idea to let the ground personnel at your landing destination know in advance to expect pandemonium. I think we scared the youknow-what out of a few of them. First you have to protect the VIPS on board, you then have to give a heads up to the receiving FBO to warn their ground folks. Finally, wearing a helmet, kneepads, and carrying a shield might help as well. Final comment, WOW! It’s really exciting, now stand back and get out your cameras! Okay, okay, I know you want to know whom my passengers were, I will respond to your private email enquiries.
PAO Open House It’s only once a year that I can invite you all to come and visit us at the beautiful by the bay Palo Alto Airport. Once again on the 22nd of this month, we will Continued on Page 33
September 2012
www.inflightusa.com
29
Flying With Faber
A RETURN n 1943, I resided with my family on the San Francisco Presidio where my father was a medical officer at Letterman General Hospital. Many of the kids from the base spent a few weeks at a summer camp near the town of Napa. It was more a hamlet than a town. As I recall, the village center consisted of a general store and a post office. The camp was huddled in the hills just above Napa. We slept in tents, played baseball, rode horses, made handicrafts and swam in the lake. By my Wisconsin standards, this lake was little more than a puddle. During the pre-war years, I grew up near Milwaukee where an abundance of deep, clear glacial lakes, many of which expanded over hundreds of acres, were within a half hour of our house. When the camp director asked for a volunteer to ride one of the horses bareback into town each day to pick up the mail, I was the first to raise my hand. I got the job! The 30-minute round trip junket consisted of a ride over a dusty trail. Except for a few trees, some native grass and an occasional dilapidated fence, the ride to town presented a paucity of civilization. As we shuffled up to last ridge, I feared I would have to tow the poor nag. I applied full throttle to the summit, then pointed the horse’s nose downward and we dead-sticked it into town. Napa, settled in 1848 with a saloon, general and a courthouse, soon came into view. As the hills ascended above the valley, they glistened from the showering beams of sunlight. The grass danced gracefully in syncopation with the ocean breezes from the west. Suppose I had said to myself, “Gosh, these hills seem ideal for raising wine grapes. I bet I could grow some world class selections of Pinot Noir or Cabernet Sauvignon or even Chardonnay. I’m going to return some day and try my hand at developing a small vineyard.” Unfortunately, the thought never entered my mind. Imagine if I had coaxed my dad to purchase a few acres for a paltry $100! Today, wines from the Napa Valley enjoy worldwide fame. Along with this industry, Napa has developed into a cosmopolitan city with superb restaurants, hotels and attractions Actually, the idea about Napa as an ideal place to develop wines did not originate with me. Had I taken a closer look, I might have observed a few vineyards that had been around for almost a centu-
TO
NAPA
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Napa’s beautiful Third Street Bridge. (Courtesy of donapa.com) ry. By the beginning of the 20th century, the number of wineries proliferated, some of which have survived to this dayCharles Krug, Beringer and Shramsburg to name a few. In the 1920s, Prohibition temporarily slowed things down. However, by the end of WWII, Napa Valley had commenced its advance toward what it has become today – one of the leading viticulture regions of the world. Today, Napa Valley is home to huge wineries such as Robert Mondavi, plus hundreds of boutique growers who produce some of the world’s best wines. From the time this solitary 10-year-old kid on a horse headed to town to retrieve the mail, Napa Valley is now visited by as many as five million people each year. Napa, which means “land of plenty,” was named by the native Wappo Indian population. Word of the region’s abundance and temperate climate spread quickly during the 19th century. By the late 1840s the area was teeming with quicksilver mines and lumber mills. During that period, the three-hour trip along the waterway from San Francisco to Napa was the primary means of transporting cargo. Soon a railroad line opened between Vallejo on the shores of San Pablo Bay to the city of Calistoga. The famed Silverado Mine was stripped clean by 1875. Folks then turned to vegetable farming and wine making.
Downtown Napa During the past few years, downtown Napa has evolved into a modern city center blended with a distinct early 20th Century ambiance. The riverfront has been transformed into an enchanting place for folks to stroll and gather. The Oxbow Public Market houses more than 40,000 square feet of boutiques which
hawk local food, wine and crafts. Near the Market is the General Store, a popular spot for breakfast, lunch, wine tasting and shopping. Downtown is packed with things to do and places to see. You can catch a performance at the Napa Valley Opera House or the historic Uptown Theater. Or, visit the Historic Napa Mill, picnic by the river at Veteran’s Park, take a Napa Art Walk, a stroll along Riverwalk or shop the boutiques.
Stuart J. Faber and Aunt Bea Building. At one time, the building served as a huge warehouse and grain mill. The pet-friendly inn is now comprised of three uniquely designed buildings, each with a distinct personality. My favorite rooms are in the new section. Tastefully furnished, each looks out upon dramatic views of the river. Complimentary services include wireless internet, a delicious breakfast and evening wine tasting.
The Oxbow Public Market. (Courtesy of donapa.com)
A suite at the Westin Verasa. (Courtesy of donapa.com)
Shpping at Oxbow Public Market. (Courtesy of donapa.com)
The Airport Napa County Airport (KAPC) is at an elevation of 35 feet and has three hard-surface runways. The longest is Runway 18R/36L with a length of 5900 feet. Runway 18L/36R is 2510 feet. Runway 6/24 is 5007 feet long. Instrument approaches include an ILS to Runway 26L, RNAV approaches to Runways 6 and 26L and a VOR approach to Runway 6. Napa Jet Center, 800/229-6272, is the primary FBO. The field is approximately six miles from downtown.
Hotels Several stylish hotels have recently sprung up in Napa. The Napa River Inn, 500 Main Street, 877/251-8500 was partially carved out of the 1884 Historic Hatt
The Westin Verasa Napa, 1314 Mckinstry Street , Napa 94559, 707/2571800 is a recently constructed mediumrise hotel that resembles a huge rambling ranch house. The lobby and public areas are finished in stately woods and limestone brick. The 180 spacious guest rooms and suites all feature the Westin Heavenly Bed, the Heavenly Bath, and sleek custom furnishings. Most suites have a kitchenette and dining area. Amenities throughout the hotel include a 32-inch flat-screen wall-mount television, X-Box 360 with iPod Docking Station and DVD player, high-speed internet access and in-room movies. Guests can select a room or suite with views of the Napa River or historic downtown. The hotel is conveniently situated just steps from the Oxbow Market. Just outside the city and close to the airport is The Meritage Resort and Spa, an idyllic Napa Valley luxury hotel and resort, nestled within its private vineyards against the surrounding hills. The resort is a destination unto itself with Tuscan inspired guestrooms and luxury suites, Continued on Page 30
Celebrating Twenty-Nine Years of In Flight USA
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September 2012
Flying With Faber
attractive, are the Embassy Suites Napa, 1075 California Boulevard Napa, CA 94559, 707/253-9540 and the AVIA Napa Hotel, 1450 First Street, Napa, CA 94559, 707/224-3900.
Dining
The Meritage Resort upon arrival. (Keith Rosenthal Photography)
Delectable dining by Siena Restaurant. (Rex Gelert) Continued from Page 29 seasonal farm-to-table cuisine in Siena restaurant and wine tasting in the Estate Cave. This is an exquisite compound with a lavish underground luxury spa with steam grottos, soaking pools, treatment alcoves and tranquil walls of cascading water. The Trinitas Tasting Room, constructed deep within a cave, allows guests to experience wines from Trinitas Cellars of Napa Valley in the dramatic, richly appointed bar. Two picturesque 18-hole golf courses lie just two miles from the resort. Both courses offer unobstructed views of lush Napa Valley vineyards and scenic hillsides. In addition, there is a new 1,650 square-foot fitness studio, bocce ball court, croquet lawn and hiking trails. For a night on the town, an evening shuttle delivers guests to downtown Napa and back. The resort is located at 875 Bordeaux Way, Napa, California, 94558 Phone: 707/251-1900, or visit www.the meritageresort.com. Two other hotels, which are quite
We sampled a number of restaurants, some outstanding and a few for which the writing of a favorable review would be a struggle. Here is the list of the outstanding. Although breakfast is reputed to be the day’s most important meal, it’s not my favorite. However, if I lived in Napa, I would show up every morning at Grace’s Table, 1400 Second Street, 707/226-6200. The husband-and-wife team who operates this amiable place prepares everything from scratch. I generally ration myself to one donut every six months. I devoured a quantity at one sitting sufficient to fill my quota for the next decade. Never in my life have I experienced such flavor, texture and quality in a donut. I did not stop there. I tried a few house-made cinnamon rolls, a helping of iron skillet cornbread and scrambled eggs with tortillas, tasso ham, cheddar and pico de gallo. Alexis Bakery, 1517 3rd Street, Napa, 94559, 707/258-1827, serves fabulous cinnamon French toast with peaches and pure maple syrup, plus an exciting breakfast quesadilla with ham, egg, tomato, onion, jalapenos and cheddar.
Great cuisine at Tarla. (donapa.com) Rodde, offer authentic Italian selections fashioned after some of the leading food centers of Italy such as Sicily, Campania, Puglia and Calabria. Fresh, hand-crafted pasta is made daily. Pizza with a delightfully thin crust is baked in a wood-burning oven imported from Naples – the place where pizza began. Linquini with Manila clams and oregano is sensational. You can dine in the warm, softly illuminated interior or on the expansive patio. Tarla Mediterranean Grill, 1480 First Street in Downtown Napa,707/2555599, was another spectacular discovery. The restaurant serves sophisticated, yet coherent Greek and Turkish fusion cuisine. Chef Gary Castro sounds neither Turkish nor Greek to me, but does it really matter? Many of the dishes have Armenian and Middle Eastern influences. Each of these ethnic regions claims ownership of shish kebob. I won’t become entangled in that debate other than to say that Tarla’s lamb version of meat on a skewer ranked with the best I’ve ever had. Served with Mediterranean herbs and spices, pilaf, fresh local veggies, the dish will set you back a resounding 18 bucks! Mediterranean short ribs with fresh veggies is irresistible as are the tiger prawns served with parsnip puree, radicchio and salsa verde.
The Napa General Store (Courtesy of donapa.com) The Napa General Store, 540 Main Street #100, Napa, 94559, 707/259-0762 is a popular market with a colorful collection of locally made arts and crafts on display. We enjoyed a great breakfast with views of the river to our left and an interesting array of goods to our right. Oenotri, 1425 First Street, Napa, 707/252-1022 was a memorable dining experience. Italian restaurants have sprouted up from coast to coast and it has become a challenge to decide just what is Italian about many of them. Oenotri owner-chefs Curtis Di Fede and Tyler
The Napa Valley Wine Train tours through some of the world’s best wine country. (Napa Valley Wine Train)
Napa Valley Wine Train
Enjoy a freshly prepared lunch or dinner inside a fully restored 1915-1917 Pullman Dining Car or a 1952 Vista Dome Car. (Napa Valley Wine Train) round-trip journey from the center of Napa, through one of the world’s most well known wine valleys to the quaint village of St. Helena, and back. As they are transported through the vineyards and wineries of Napa Valley, guests aboard the Wine Train enjoy a freshly prepared lunch or dinner inside a fully restored 1915-1917 Pullman Dining Car or a 1952 Vista Dome Car. The tracks upon which the Napa Valley Wine Train travels were originally built in the 1860s to bring guests to the hot spring resort town of Calistoga. While the track to Calistoga no longer exists, the balance of the route of the Napa Valley Wine Train is substantially unchanged. During the excursion, the train gently whisks you past five bustling villages: Napa, Yountville, Oakville, Rutherford, and St. Helena. Each town is separated by a collection of vineyards with rows of plants rolling along the contours of the foothills. Needless to say, Napa has changed considerably since I first rode my horse into town. Today, there are many things to do ranging from riding horses, hiking, biking, visiting art galleries to taking a course on how to butcher a pig and make sausage. Of course, you can visit a winery or two-or more. Napa has the excitement of a new city with the safety, charm and friendliness of an early American town. The only thing lacking was a blacksmith to fit my horse with a new pair (or two pair), of shoes.
The Napa Valley Wine Train chugs along for a relaxing three-hour, 36-mile
Sell Your Airplane Fastwith an In Flight USA Classified Ad. Turn to Page 54 for details or call (650) 358-9908 to use your Visa/MasterCard
September 2012
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OODIES AND ADGETS
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One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.
Photograph Your Best Flying with the Fat Gecko(r) Co-Pilot Camera Mount Capture your flight hands free. The Fat Gecko(r) Co-Pilot makes it easy to mount any camera inside your airplane for an unobstructed view of your cockpit and the open airspace ahead. The retractable telescoping bar fits a variety of cockpit widths ranging from 36” - 49.5” and creates a stable suspended base for your camera between any two opposing windows. Two industrial locking suction cups secure each end to the window’s surface for a trustworthy hold, even in turbulence, pressure changes and cold temperatures. Attach any camera to the built in standard tripod thread in the center of the bar and lock in your angle to capture the open air or instrument panel, the pilots actions for in-flight training sequences, or the thrilled look on your passengers’ faces behind you. Once attached, the camera can be adjusted to shoot up or down, turned sideways or even reversed by loosening the two adjustment knobs on the mount. Action Cameras like WingmanHD, GoPro and Contour (with adapters) attach seamlessly to the Fat Gecko(r) Co-Pilot to enable wide-angle video shots out the front of the plane that include both front seat occupants. Standard video and still cameras up to 5 pounds are supported by the Co-Pilot as well. The Fat Gecko(r) Co-Pilot sells for $99.99, and is available now through Sporty’s Pilot Shop, Aircraft Spruce and PilotMall, as well as other respected pilot supply stores worldwide.
ZuluLog.com Announces New Pilot Logbook App For iPhone and iPad Devices ZuluLog.com, a leading provider of cloud-based aviation record keeping services for pilots, Part 91 aircraft operators, defense contractors, and law enforcement agencies, recently announced the release of its new iOS app targeted for iPhone, iPad, and iPod touch devices. Although the new app can be used as a standalone pilot logbook on the device, it is designed to be used in conjunction with a cloud-based user account at ZuluLog.com. Customers can use the new app to enter, edit, and view records from anywhere, regardless of data connection availability. Once back online, customers can securely sync data from the app to their online ZuluLog.com accounts with a single click. “Our secure, cloud-based Web system has been very successful, both with individual pilots and with companies and government agencies,” says Kelly J. Bonner, Senior Vice President of Customer Relations. “However, following our release last year of a dedicated Android app, our customers have asked for a corresponding app to use with their Apple devices. We’re confident that our new iOS app will be as popular as our Android app.” In addition to pilot logbook capabilities, the new iOS app also features such modules as tracking of PIC currency, instrument currency and NVG currency; custom field entry; a flight counters screen; tracking of clearances, frequencies, and transponder codes; quick reference cards for commonly-used information; and other aviation tools. “Also, we have built this app from the ground up to be multi-user capable,” continues Kelly. “Individual customers will enjoy it, but we also expect it to be popular with our professional customers in law enforcement, defense, and corporate aviation. The ZuluLog iOS app is free, as is the corresponding Android app. The iOS app is available on the Apple App Store, while the Android app is available on Google Play, formerly known as Android Market. For more information, please visit the company’s website at www.zululog.com.
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Celebrating Twenty-NineYears of In Flight USA
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September 2012
Aviation Ancestry um has a few other projects to complete, before it can focus on the EC-121. The plan, though, is to keep the EC-121 airworthy. There are a couple of challenges involved – an Airworthiness Directive involving leaking propeller hub seals has to be complied with, but, Mr. Wright asserts that the real problem lays in finding pilots and flight engineers who are
flight, and after completing several orbits over Camarillo in order to make sure there were no mechanical problems, “0548” departed the area, detouring over the Mojave desert (in order to avoid populated areas – another FAA stipulation). Ninety minutes later, the EC-121 touched down at Chino Airport. According to Mr. Wright, the muse-
Continued from Page 26 to be carefully inspected (they tend to crack), and, of course, there was the FAA’s extensive list of items that needed to be inspected and/or repaired. Still, the big aircraft was ready for the ferry flight to its new home on Jan. 14, 2012. The FAA stipulated that only essential crew could be on board for the
qualified to fly this aircraft. Many of those who are currently flying aircraft like the EC-121 are in their late 70s. So, it will probably come down to these pilots being able to pass their skills on to a younger generation. For now, though, “0548” is in good hands.
EC-121 Data:
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Length: 116 ft., 2 in. Wing span: 126 ft., 2 in. Empty weight: 69, 210 pounds. Engines: Four Wright R-3350 turbocompound units, 18 cylinders each. The engines were originally rated at 3,400 HP each, but “0548’s” engines are “derated” to 2,800 HP, because 145 Octane fuel is no longer available. Top speed: 299 mph. “0548” cruised at 200 mph during its ferry flight to Chino. Service Ceiling: 25,000 feet.
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LIVERMORE OPEN HOUSE AND AIR SHOW SET FOR OCT. 6 The Livermore Airport, Livermore, Calif., will host its Airport Open House and Air Show on Saturday, Oct. 6, 10 a.m. to 4 p.m. at the Livermore Municipal Airport. Admission and parking are free. Featured performers include Jacquie Warda, Rich Perkins, Vicky Benzing and Dr. D’s Old-Time Aerobatics. Watch a demonstration jump by a four-man skydiving team and participate in a scavenger hunt for great prizes! The Livermore Municipal Airport is home to more than 500 general aviation aircraft, including military, warbirds, antique/classics, experimental/homebuilt and aerobatic models. At the Open House event, young people, ages 8-17, are invited to experience flight and learn about aviation from an Experimental Aircraft Association Pilot. Sign up by calling 925/960-8220. The Rotary Club of Livermore Valley is providing food at a nominal cost so make this a fun-filled, familyfriendly day at the airport. For more information, call 925/9608220.
September 2012
www.inflightusa.com
50TH ANNIVERSARY ENSHRINEMENT DINNER AND CEREMONY When it comes to appropriately and publicly saluting our nation’s aviation pioneers, there may be no other event as significant as the National Aviation Hall of Fame’s Enshrinement gala. Not surprisingly the spectacular formal dinner and ceremony has become known as America’s “Oscar Night of Aviation.” The 2012 edition of this historic event will again see a freshman crop of air and space legends inducted before an anticipated audience of 1,000 or more peers and admirers. This includes not only NAHF members and former enshrinees, but also hundreds of government, aerospace and defense industry leaders, media representatives and aviation enthusiasts from around the world. The evening begins with a one-hour Opening Guest Reception held in the spacious atrium of the Dayton Convention Center. Guests then convene in the adjacent grand ballroom for a gourmet dinner and evening’s live and multi-media onstage presentations to each of the four honorees. The Enshrinee Class of 2012 being honored is: Geraldyn “Jerrie” Cobb, record-
setting pilot who learned to fly at age 12, was the first and only woman to pass all of the Mercury astronaut selection tests. 1981 Nobel Prize nominee for her pioneering humanitarian work in the Amazon jungle. Keith Ferris, known world-wide as the “Dean of American Aviation Art,” founded the American Society of Aviation Artists. Also an expert and inventor of aircraft paint systems for military camouflage and high visibility purposes. The late Lt. Gen. Elwood R. “Pete” Quesada, USAF, helped develop and successfully demonstrate air-to-air refueling in 1929, served as first commander of Tactical Air Command, and later helped establish and helmed the FAA. The late Richard T. Whitcomb, acclaimed as the most influential aeronautical researcher of his time, his revolutionary concepts include the Area Rule, Supercritical Airfoil, and Winglets that enable aircraft to fly faster, farther and with less fuel. For more information, visit www.nationalaviation.org/2012-enshrine ment/
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What’s Up Continued from Page 28 host our annual Airport Day. We invite you and our neighbors to come and visit our unique airport nestled between a beautiful golf course, a Bird Museum, two great calorie counters, a big duck pond for the kids, and miles of walking trails. Oh, yeh, we have some airplanes too. We try to remind our neighbors that PAO is their Airport and they should come over and check to see that we’re taking good care of it. This year we are adding the very popular attraction, food trucks . . . oh yeh, I’ll be there too. Please come by and say Hi! I’ll be the one holding the microphone.
I’m Just Saying . . . I have found in this aviation community a lot of caring interesting people. I especially like those who teach for love and not the money. They have “Real” paying aviation jobs and want to share their experience and they are very committed to doing just that. I know there are many that teach to pay rent and build time for their next step up and we of course need them also . . . which is why I always suggest two to three instructors on
the way to sitting on a private ticket. No disrespect intended to the newbies, thanks for being there. I’m just saying…
On final . . . Whew! What a month...I’ve recovered from my wife’s first “BIG” Birthday, watched my mom turn 92, and survived my granddaughter’s first day of school. How could that be possible, she was just born yesterday. Now I’m trying to get through all the political TV junk. On the much brighter side and much more important, I’m preparing for my favorite time of year. I’m excited to participating in the celebration of the Jewish New Year. I look forward to this time as it gives me the opportunity to ask you to forgive me if I have in anyway been inappropriate in my words or actions. I also forgive those of you who may have dealt from the bottom of the deck. For my heroes in uniforms, feel free to join my family and me for this event in our Synagogue or our home. Until next time . . . That’s Thirty! “Over”
Join in the .GRAND OPENING. of the new in Guilin, China.
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September 2012
DISTANT THUNDER: A LIFE REMEMBERED By Roger Anderson Edited by April Anderson magineye Publishing has announced the release of Distant Thunder, a historic memoir by actor/producer/radio personality Roger Anderson, edited by April Anderson. Growing up in the early 1900’s when America was still being settled, crafted and divided was challenging in itself. For someone who had an undeniable creative gift, intense wanderlust and a fierce sense of independence, life was a perfect storm. Barefoot ranch hand, student of flight, WWII bomber pilot, Hollywood
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movie actor; Roger Anderson’s story is one filled with many varied chapters. While he was ultimately the sum of those experiences, he was consistently one-ofa-kind. Fame and fortune danced around him his entire life. His brushes with it, along with the undeniable fact that he had an obviously overworked guardian angel on his shoulder continually snatching him from the jaws of death on too many occasions to count, were legendary. He was the Master Storyteller, and his true-life adventures enthralled everyone lucky enough to be within earshot. They had an aura of fiction, being so dramatic and removed from our own reality,
and as he wrote them down later, in his inimitable reporter/commercial copywriter style, they documented global history and events that we’d only previously read about in textbooks. Distant Thunder is Roger’s story, with the countless twists and turns his path inevitably took. But it’s also a story of our country in its youth, with major milestones, accomplishments, battles and scars that it proudly carries within its history. Information with regard to purchasing Distant Thunder can be found on the website, Distantthunder.com and is available in hardcopy and e-books.
BANKRUPTCY JUDGE DENIES HAWKER BEECHCRAFT BONUSES By Alton K. Marsh, AOPA The top eight Hawker Beechcraft executives got a denial of up to $5.328 million in bonuses and a bit of a tongue lashing from United States Bankruptcy Judge Stuart M. Bernstein. The judge said it looked to him like the money was a retention payment, and that’s not allowed under bankruptcy laws. He is based at the United States Bankruptcy Court for the
Southern District of New York. The money would have gone to the Hawker Beechcraft chairman, vice president of operations, vice president of human resources, vice president of engineering, executive vice president and general counsel, senior vice president of global customer support, chief financial officer, and executive vice president of customers. Congress specifically passed a law to prevent bonuses to “insiders”
such as top executives for staying with a company through a bankruptcy process. The bonuses were to be awarded if financial goals were met and if the proposed sale to a Chinese businessman closed at $1.79 billion. Bonuses were to be reduced but were still to be awarded at a reduced level if the final deal closed for at least $1 billion. “The debtors are fond of basketball analogies and argue that the [financial]
targets are not ‘lay-ups,’” Bernstein wrote. “That may be so, but they are more like free throws than half-court flings at the buzzer.” The judge expressed his opinion that a retention program was intended. “…when viewed as a whole, it [the incentive plan] sets the minimum bonus bar too low to qualify as anything other than a retention program for insiders.”
NATIONAL SKYDIVING MUSEUM ONLINE AUCTION OFFERS ONCE IN A LIFETIME OPPORTUNITIES A virtual online auction offering once in a lifetime skydiving opportunities and the chance to mingle with some of
the sport’s living legends has been added to the National Skydiving Museum Weekend and Hall of Fame Fundraiser.
The auction went live Aug. 1 athttp://www.myminiauction.com/nsm20 12-org and will close Nov. 5, prior to the
weekend event. Winning bidders can redeem their prizes the weekend of the auction or make arrangements for a later date. All of the proceeds from the auction will help support building the museum. There are four exciting experiences up for auction. If you can make it to Eloy for the event the weekend of Nov. 9, you can bid on the opportunity to attend the Hall of Fame dinner and sit at the “Legends” table with Hall of Fame members Col. Joe Kittinger (Ret), Lew Sanborn (D-1), Jerry Bird and Lenny Potts. You will also get a personalized, autographed copy of Come Up and Get Me, An Autobiography of Colonel Joe Kittinger. There are three skydiving opportunities to bid on as well. You can bid on the day of jumping (5 jumps) with World Champions Arizona Airspeed. You can also bid on Tunnel Time with Arizona Airspeed and Arizona Arsenal – and best of all, not just one but the top four bidders win 15 minutes of one-on-one coaching. Continued on Page 39
PALM SPRINGS, CALIFORNIA OCTOBER 11-13
EXHIBIT HALL HUB Not only can you peruse hundreds of aviation exhibits, test pilot products and gear, and watch new product announcements in the Palms Springs Convention Center exhibit hall during AOPAAviation Summit Oct. 11-13, but you can mingle with fellow pilots and learn new techniques and tips to improve your flying at the Learning Pavilion and Interactive Lounge in the show hall. Learn about the top technology
changes that you’ll face in the next 10 years, get tips from air traffic controllers, learn about flight training scholarship opportunities, see what weather options are featured on iPads now, and find out more about AOPA’s FlyQ. In addition to industry experts, pilot and comedian Dave Coulier, AOPA Editor in Chief Tom Haines, Flight Training Editor Ian Twombly, and AOPA Vice President of Air Traffic Services and Modernization
IPAD: By Sarah Brown AOPA ince the first-generation iPad stormed into the consumer market— and general aviation cockpits—in 2010, pilot reactions have been mixed. Many swear by the flight planning, electronic flight bag, and weather capabilities; others, frustrated by screen glare, unwieldy mounting, or application overload, are more inclined to swear at it. And some are just curious what the tablet can do. Whether neophytes or regular IFR iPad flyers, pilots can learn how better to make the iPad work for them at AOPA Aviation Summit in Palm Springs, Calif., Oct. 11-13. Seminars range from “iPad 101” to “Advanced iPad: Tips and Tricks for Becoming an Expert,” offering guid-
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Heidi Williams will talk about what’s new in aviation throughout the show. (See the Learning Pavilion seminar schedule at www.aopa.org.) Network with fellow pilots through meet-ups tailored to your region and type of flying in the exhibit hall’s interactive lounge. Multiple meet-ups are scheduled including Women in Aviation and military. Plus, meet your AOPA regional manager and other pilots from your area.
FRIEND
ance on everything from choosing hardware to making the most of your apps. Pilots who are thinking about buying or recently purchased an iPad can get a jump on what they’ll need to know in “iPad 101.” Find out what accessories to get and how to set up the iPad for cockpit use, and bring your questions to this seminar designed for the iPad newbie. See the schedule for times and further details at www.aopa.org. Experienced iPad users can jump to “Advanced iPad,” where they’ll learn tricks for putting their favorite app to its best use. This seminar, hosted by 2010 National CFI of the Year Jeffrey Robert Moss, digs deeper into topics such as use during instrument flights. Short presentations in the Learning Pavilion will take a look at some of the
AT
For Bonanza fans, the American Bonanza Society will offer special Beech tracks and seminars. With all of these learning opportunities conveniently located in the exhibit hall, you’ll be able to maximize the tips and information you learn. Sign up for AOPA Aviation Summit at www. aopa.org.
OR FOE?
myriad apps that make the iPad such a handy tool. In-flight weather can help you get a picture of the situation around you, but should you choose satellite weather or ADS-B? “New Apps/Tools: iPad Weather Options” discusses your options for in-flight weather and how to connect the hardware you’ll need. And if you’re only using your iPad as an electronic flight bag, you may be missing out. Find out about other apps to use for flying in “New Apps/Tools: iPad: Beyond the EFB,” also in the Learning Pavilion. Find out about AOPA’s new suite of digital flight planning products, AOPA FlyQ, in “New Apps/Tools: AOPA FlyQ: Flight Planning on the Go.” The products provide robust flight planning capability, airport directory information and aviation weather, allowing pilots to sync all of
their FlyQ flight planning activities between a computer, smartphone, and iPad seamlessly. Aviation apps have blossomed in the years since the iPad’s inception. What’s next for this medium? AOPA Editor in Chief Tom Haines, industry experts, and AOPA Government Affairs staff will discuss what the growth of the iPad and other tablets means in the long term in “New Technology: Top Technology Changes You'll Face in the Next 10 Years: Avionics—Unplugged” in the Learning Pavilion. AOPA Aviation Summit takes place Oct. 11-13. Find a schedule of seminars and a full schedule online at www.aopa.org.
HARRISON FORD ON THE BLOCK FOR GA AT ‘NIGHT FOR FLIGHT’ By Jim Moore AOPA ith a theme harkening to the golden age of Hollywood, A Night for Flight offers an elegant evening of fine food, entertainment, and a chance for donors to preserve the future of general aviation in the last country on the globe with a vibrant GA community. The Oct. 11 gala hosted by the AOPA Foundation during AOPA Aviation Summit in Palm Springs, Calif., also will feature a chance to bid on a flight and lunch with Hollywood legend Harrison Ford--most certainly not the typical $100 hamburger. The experience begins with a tour of Ford’s impressive
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collection of aircraft, followed by a flight around the Los Angeles basin with the actor, pilot, and stalwart supporter of AOPA and the freedom to fly. Lunch at one of Ford’s favorite restaurant will follow, all donated by Ford to help raise the tax-deductible donations that make the work of the AOPA Foundation possible. Donors make it possible for the AOPA Foundation to pursue critical missions, including expansion of the pilot population needed to support GA airports and businesses in generations to come. Educating communities, decision makers, and the media about the value of GA is also an AOPA Foundation focus, along with enhancement of pilot training and safety. The Ford experience is one of many
auction items that will be open for bids online through Oct. 13 at 7 p.m. Eastern time. A private tour of the Reagan ranch, a chance to name a character in an upcoming Stuart Woods novel, and a hunting excursion to Patagonia will also be among dozens of items up for bid. A Night for Flight will also acknowledge this year’s four winners of the AOPA Foundation’s Hat in the Ring Society Achievement Awards, given to individuals whose efforts have made a significant and positive impact on the future of GA. The awards will be presented by comedian, actor, pilot, and Hat in the Ring Society co-chair Dave Coulier. Flying Wild Alaska pilots John Ponts, Luke Hickerson, and Doug Stewart also
will attend the event. Transportation to the Oct. 11 gala will be provided from all AOPA hotels to the Riviera Palm Springs Resort & Spa for an evening of cocktails, the music of Frank Sinatra and the Rat Pack, and a three-course dinner in the Grand Ballroom. Tickets cost $250, half of which is a tax-deductible donation to the AOPA Foundation. Contact Julia Jones at 301/695-2268 with any questions. AOPA Aviation Summit takes place Oct. 11-13. Find a schedule of seminars and a full schedule online at www.aopa.org.
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September 2012
Business Aviation News
CESSNA CITATION LATITUDE RANGE INCREASES At the Latin American Business Aviation Conference and Exhibition in August, the Cessna Aircraft Company announced that it has increased the range capability of its planned new midsize jet, the Citation Latitude, once again. The Latitude was originally announced to have an expected range of 2,000 nautical miles, but through customer input and quality design and engineering, the Latitude is now expected to have a maximum range of 2,500 nautical miles (4,630 kilometers). “Our customers were pleased when we increased the range from 2,000 to 2,300 nautical miles early this year, but we know to stay competitive in the marketplace and as we talked with more customers getting to 2,500 nautical miles was imperative,” said Bob Gibbs, vice president, International Sales, South
America. “Through innovative design and engineering work, we are excited to give our customers a 25 percent increase in expected range since the Latitude was first announced.” Announced in October 2011, the Citation Latitude will offer Cessna’s widest-yet passenger cabin with stand-up access throughout its length of more than 16 feet. Billed as a game-changer in the mid-size segment, the Citation Latitude combines the payload, speed and range that customers want with an unmatched cabin experience at its price point ($14.9 million in 2011 USD). Scheduled for its first flight in mid-2014 and designed for a crew of two plus up to eight passengers, the aircraft will have a maximum altitude of 45,000 feet (13,716 meters) and a maximum cruise speed of 440 knots (815 kilometers per hour). It will climb to
TO
2,500 NAUTICAL MILES
43,000 feet (13,106 meters) in just 23 minutes. The Citation Latitude features the fully integrated Garmin G5000 avionics system and Clairity, an intelligent cabin technology solution developed by Cessna in partnership with Dallas-based Heads Up Technologies. Clairity ties into the avionics system and integrates cabin electrical systems with data and communication sharing through a fiber optic backbone. Cabin systems are controlled either through intuitive touch-screen user interfaces at each seat, or customers’ personal electronic devices. A video highlighting the Latitude’s features can be viewed on Cessna’s YouTube channel. Visit the gallery of Latitude images at www.cessna.com. The Cessna Latitude
(Cessna AIrcraft)
MULTIPLE U.S. LAW ENFORCEMENT CUSTOMERS SELECT BECKER DIGITAL AIRBORNE AUDIO CONTROL SYSTEM FOR THEIR AIRCRAFT Fairfax County Police Department (FCPD) near Washington DC recently took delivery of its second new Bell 429 light-twin law enforcement/EMS helicopter equipped with Becker Avionics DVCS6100 Digital Audio System. The FCPD's aviation unit received its first Bell 429 in December of 2011 and has since logged 600 flight hours and executed 900 missions to protect and support the 1.2 million people who reside in Fairfax County. FCPD's 429 helicopters are configured for law enforcement operations and emergency medical service. In the first seven months of the year, the FCPD's initial 429 helicopter performed 40 medical evacuations and directly assisted in 34 arrests. Both of FCPD's new 429's were completed and delivered by Paradigm Aerospace Corporation/PAC International in Mount Pleasant, PA. The Becker DVCS6100 was chosen for both aircraft due to its unique ability to effectively manage and control all audio sources in the aircraft. Becker's Digital multi-channel audio and intercom system, with its software configurable profiles, provides the flexibility to specifical-
ly customize the system to meet the demanding operational requirements of airborne Law Enforcement and Air Medical Transport organizations. The DVCS6100 provides crystalclear audio quality and manages up to eight transceivers, receivers, and several audio warning sources in one central system. It is also the only commercial digital audio product available that can provide simulcast capability on 8 channels.
About the DVCS6100 The DVCS6100 design provides the customer with ability to match a wide range of operational requirements with only one system. The built-in scalability and flexibility reduces not only the cost and time requirements for constant reengineering and certification of a tailored system solution, but also reduces the learning curve for system integration, maintenance and troubleshooting time. Through software programming options, the product is both easily and quickly configurable to individual customer requirements, thus saving time and money. The state-of-the-art Digital DVCS
6100 will enhance the effectiveness of any aerial platform. When compared to a legacy analog audio system, Digital technology provides simplified installation, improved performance, reduced wiring and weight, along with reduced installation and maintenance costs. Furthermore, the comprehensive built-in-test (BIT) feature enables avionics technicians or line maintenance crews to easily diagnose/isolate failures and to replace system components quickly. No matter what the mission - from EMS to law enforcement, to passenger transport and surveillance or utility operations – the Becker Digital Audio system ensures a more modern and capable aerial platform.
Becker's Digital Audio System Features The DVCS6100 was designed for both rotary and fixed-wing applications. The product fully reflects Becker Avionics' proven know-how over the last 40-years in audio system development for the aerospace industry. Since the market introduction of the 1st DVCS genera-
tion, over 1,000 systems have been delivered worldwide, with all achieving outstanding field reliability. The company's continuous product improvement program has also contributed to the DVCS6100 being another Becker product success story. Becker's Digital Audio technology offers crystal-clear voice communication quality, a proven Man-Machine-Interface (MMI), outstanding reliability, scalability and flexibility, and is software configurable. The main system components of the DVCS6100 system are the Remote Electronic Unit (REU) 6100, the Audio Control Unit (ACU) 6100, and the optional Intercom Amplifier IC3100. Becker Avionics' DVCS6100 provides 'best in class' performance - Becker, the market leader in commercial Digital intercoms. For more information see: www.beckerusa.com or http://www. beckerusa.com/dvcs/
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
September 2012
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Business Aviation News
CESSNA CITATION TEN: THE FASTEST CIVIL AIRCRAFT Cessna’s Citation Ten regains prominence as the fastest civil aircraft in the world with an increase of its maximum speed to Mach .935. Cessna Aircraft Company, announced this speed record last month with partner, Chip Ganassi Racing Teams (CGRT) and their owner Chip Ganassi at the GoPro Indy Grand Prix of Sonoma in Sonoma, Calif. “As our founder Clyde Cessna said, ‘speed is the only reason for flying,’ so at Cessna we design, engineer, manufacture and fly the fastest civil aircraft in the world – not for us, but for our customers so they can work faster, more efficiently and get the job done,” said Scott Ernest, Cessna President and CEO. “Through innovation, creativity and a desire to exceed our customers’ expectations, the Cessna team took the already powerful Citation Ten and made it that much better. That’s why partnering with racing legend Chip Ganassi makes so much sense as he knows a little something about speed as well.” For the four-time defending IZOD IndyCar Series Champion, speed is a way
Cessna’s Citation Ten is the world’s fastest civil aircraft with a top speed of Mach .935. (Cessna Aircraft Company) of doing business – whether on the race track or managing his seven teams across three completely different forms of racing – the value of speed to his business is
unmatched. “My teams compete in nearly 70 races a year and I try to make it to as many as I can,” said Ganassi. “The races might be on the same weekend and
IN THE
WORLD
sometimes even on the same day and thousands of miles apart. So like any business owner, time is one of my most valuable assets. This airplane shrinks the map for me and has become a vital piece of my business allowing me to spend more time at the track and with my teams. You couldn’t put a value on how important it is to my business.” To celebrate this announcement, Cessna and CGRT have deepened their partnership with a new associate sponsorship that will give Cessna a presence on all four of Ganassi’s race cars – the No. 9 driven by Scott Dixon, the No. 10 driven by Dario Franchitti, the No. 38 driven by Graham Rahal and the No. 83 driven by Charlie Kimball, at this weekend’s race. A video highlighting the Citation Ten’s features can be viewed on Cessna’s YouTube channel. While you are there, also watch interviews with Ganassi during a recent visit to Cessna (Ganassi 1, Ganassi 2, Ganassi 3, Ganassi 4). Visit their gallery of Citation Ten images at cessna.com/news/ citationjet/citation-ten.html#
SAN DIEGO BUSINESS AND COMMUNITY LEADERS JOIN IN SCHUBACH AVIATION’S 20TH ANNIVERSARY GALA CELEBRATION Community business leaders, nonprofit organization executives, long-time clients, aircraft owners and other associates gathered recently at Palomar Airport to join with Henry Schubach, president and founder of Schubach Aviation (www.schubachaviation.com), in celebrating the company’s 20th anniversary. Schubach Aviation is San Diego’s premier private air charter firm, currently employing a staff of 30 people. The company operates and maintains a fleet of luxury private aircraft at Palomar Airport and Lindberg Field. Co-hosted by Riviera magazine, the event was staged at Schubach Aviation’s 40,000-square-foot hangar, which was transformed into an upscale space complete with an elaborate white bar as the centerpiece, surrounded by modern lounge areas. Approximately 220 guests attended the elegant reception. “It meant the world to us, and me personally, to have our long-time clients and friends there to commemorate our 20th anniversary milestone,” said Schubach. “We wouldn’t be where we are today without them. Today we’re in a good position to further expand our fleet
and range of charter services, and we look forward to serving both old and new clients in the years to come.” Guests were invited to board several luxury aircraft surrounding the event site, including a Gulfstream IV-SP, Hawker 800XP, and a Citation II. A slick, black Lamborghini, Bentley GTC, Bentley Mulsanne, and a Rolls Royce Ghost were on view, courtesy of Symbolic Motors. Snake Oil provided specialty cocktails and other beverages. Campine Catering provided elegant tray-passed hors d’oeuvres. Cupcakes Squared was the dessert caterer. EuroBar hosted an espresso bar featuring organic coffee, cappuccino and espresso. Mark Lessman, who regularly entertains at Mille Fleur Restaurant in Rancho Santa Fe, was the featured saxophone jazz musician. The highlight of the evening was a surprise 12-minute video, featuring interviews of Schubach Aviation’s friends and clients who expressed their congratulations and gratitude to Henry Schubach and his employees for their outstanding service throughout the company’s 20 years. Mike Arms, president of Helen Woodward Animal Center, and Charger
football star Quentin Jammer, president of the Jammer Family Foundation, thanked Schubach for his company’s generous monetary and volunteer contributions and its ongoing support of the San Diego community. Most heartwarming was an account of one client who, with the help of Schubach, was able to travel quickly from the East Coast upon news of his mother’s grave illness so he could be with his mom during her final hours. Another customer relayed how Schubach had enabled him and his team to fly aid into New Orleans during Hurricane Katrina and help with the rescue efforts there. As one client put it, “Congratulations from one old Air Force pilot to another, who I taught to fly,” joked Bill Gershen, CEO/President of Vanguard Industries and a Rancho Santa Fe resident. “All kidding aside, I want to thank you, Henry, for the many years of very safe and efficient travel. I commend you on your 20 years of excellent service.” Last August, Schubach Aviation moved to its new 45,000-square-foot headquarters at Palomar Airport so that it
could accommodate larger aircraft and anticipated growth. Currently sales are 15 percent higher this year over the same time last year. Its fleet of private aircraft includes a newly added G-IV SP, two wide-bodied Bombardier Challenger 601s, a Hawker 800XP, a Citation II, CJ1 and a factory-new CJ3. The company plans to add two new aircraft within the next month.
About Schubach Aviation: Schubach Aviation is one of San Diego’s most experienced, on-demand charter aircraft carrier, providing the corporate community and leisure travelers with private aircraft charters to anywhere in the world. Founded in 1992 by Henry Schubach, the firm employs a team of highly experienced pilots, mechanics, and support staff at 2026 Palomar Airport Road in Carlsbad, Calif. and at Lindberg Field in downtown San Diego. More information about the company can be found on the web at www.schubachaviation.com.
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STALLION 51 FEATURED IN SEASON PREMIERE AVIATION TV SHOW
September 2012
OF INTERNATIONAL
Kissmmee Gateway Airport's aviation business shows off historical planes in “The Aviators.” For 25 years Stallion 51 Corporation has been training pilots in high-performance, fighter aircraft, making memories and fulfilling flying dreams at Kissimmee Gateway Airport. On Sept. 17, 2012, Stallion 51 will be sharing its legendary P-51 Mustang and historic T-6 Texan
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with the world on The Aviators season premiere. The PBS series is back for a third season with more great stories of flying heroes, fascinating places and incredible aircraft. “The Aviators is for everyone who has ever gazed skywards,” says host Kurt Arnold.
MAN HAS THE POWER
...
Stallion 51 is a leader in WWII aviation and they offer a wide range of services in their P-51 Mustang and historic T-6 Texan. These aircraft will be featured in the upcoming season of The Aviators premiering on PBS in September. (Stallion 51 Corporation) “Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”
Look What’s Coming Soon
Eddie Andreini Airshows 650-726-2065
For the first episode, Arnold straps into the cockpit of the T-6 Texan to experience firsthand how aviation cadets learned to fly in WWII starting with advanced training in the T-6 “Pilot Maker.” In the second episode, Arnold advances to the greatest fighter in WWII – the P-51 Mustang. Excellent air-to-air footage captures the thrill of flying the Mustang. “Stallion 51 is enormously proud of our flight operations that teach the history and fundamentals of flying these aviation legends. Kurt’s experience with Stallion 51 replicated the training young aviation cadets would have gone through in WWII,” says Lee Lauderback, president of Stallion 51 and chief pilot. The Aviators is an award-winning TV series featuring interesting people, the latest aircraft and technology, as well as the best fly-in destinations, taking viewers behind the scenes of all things related to aviation. The Aviators reaches an estimated U.S. audience of more than 9.3 million and is viewed on more than 80 percent of Public Broadcasting Service (PBS) stations. The series also airs in Canada on Travel and Escape and on Discovery in more than 100 countries. The Aviators airs weekly on hundreds of PBS stations. Check your local listings for air times in your area. The show can also be viewed online in iTunes and on Hulu in addition to their website at www.theaviators.tv.
About Stallion 51 Stallion 51 Corporation is a comprehensive aviation organization offering a wide range of services in historic aircraft, including orientation flights in the legendary, dual-cockpit, dual-control P-51 Mustang and historic T-6 Texan, as well as L-39 UAT training flights. Stallion 51 offers check-out, transition and re-currency training, as well as aircraft sales and management. Stallion 51 is a leader in WWII aviation and for 25 years has focused on safety and quality. For more information, visit www.stallion51.com.
About Kissimmee Gateway Airport Located just eight miles from Walt Disney World and 10 miles from the Orange County Convention Center, Kissimmee Gateway Airport accommodates general aviation air service 24 hours a day with two paved runways, 5,000 and 6,000 feet each. The airport also offers full-service FBOs, flight training, aircraft storage, aircraft restoration, P-51 Mustang pilot training, T-6 Warbird adventure flights and an industrial park. Its air traffic control tower operates from 7 a.m. to 10 p.m. Built in 1942, Kissimmee Gateway Airport is owned and operated by the City of Kissimmee. For more information, visit www.kissimmeeairport.com.
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HAWKER BEECHCRAFT DELIVERS FIRST COMPLETED T-6C+ TRAINERS TO MEXICO The Mexican Air Force ordered six of the new trainers in January. Hawker Beechcraft Defense Company (HBDC) announced the first four of six Beechcraft T-6C+ military trainers ordered by the Mexican Air Force (FAM) were delivered in a ceremony this week at Santa Lucia Air Force Base in Reyes Acozac, Mexico. The remaining two aircraft are scheduled to be delivered in time for Mexico’s Independence Day celebration on Sept. 16. FAM’s order is the first for the new T-6C+, an enhanced version of the T-6 military trainer aircraft. It is capable of carrying external stores and delivering practice weapons for training purposes, and will replace the FAM’s aging PC-7 fleet. The FAM will use the T-6C+ for intermediate to advanced tactics including air-to-ground weapons employment capabilities and training. “We are pleased to provide the Mexican Air Force with the highly effective, ultra-reliable and low-maintenance Beechcraft T-6C+,” said Russ Bartlett, president, Hawker Beechcraft Defense Company. “These airplanes will form the
backbone of the flight training program for the next generation of exceptional Mexican Air Force pilots, and we’re honored to be a part of it. We view this delivery of the first four aircraft as an important initial step in a long and successful relationship with the FAM.” In addition to the new aircraft, the FAM also welcomed home four instructor pilots who have completed six weeks of rigorous flight training at Hawker Beechcraft facilities in Wichita. At the request of Mexican military leadership, and in a gesture to show the beginning of a long partnership between HBDC and the FAM, all four T-6C+ aircraft were ferried by joint crews consisting of one Hawker Beechcraft pilot and one FAM pilot. The T-6C+ features a hard-point wing, Heads-Up Display, Up-Front Control Panel, an integrated glass cockpit and an advanced Esterline CMC Cockpit 4000 avionics suite that greatly expands advanced training opportunities. The systems are integrated with a Hands-On Continued on Page 50
Skydiving Museum Auction Continued from Page 34 These prizes can be redeemed during the museum’s event weekend or at a later date. To bid online, visit www. www.myminiauction.com/nsm2012-org and complete the appropriate bidding form(s). All winning bidders will be contacted 72 hours of the auction close on Nov. 5 at 11:59 p.m. The 2012 National Skydiving Museum Weekend and Hall of Fame Celebration will take place Nov. 9 - 11 at Skydive Arizona (Eloy). The weekend’s activities will focus on the “Birth of Formation Skydiving – The Star Crest Recipient Award” with the highlight of the weekend Saturday evening when seven skydiving legends will join 17 others into the museum’s Hall of Fame. More than 300 people from around the world are expected to join in the festivities and the event is expected to bring in more than $125,000 to support building the museum. The fundraiser will benefit the National Skydiving Museum’s $6-million capital program that will raise the necessary funds to build the museum in Fredericksburg, VA. The museum has already acquired the land that is situated
adjacent to the U.S. Parachute Association. When completed, the 15,000 square foot National Skydiving Museum will recognize and promote the sport of skydiving through public education and awareness; recognize the contribution to skydiving by its participants, suppliers and supporters; capture forever the history of the sport through is events, equipment and personalities; and enhance aviation safety as it pertains to skydiving. It is expected the museum will draw visitors from throughout the world to experience the thrill of skydiving through its history of people, equipment and events. The National Skydiving Museum is a 501(c)(3) not-for-profit corporation governed by a Board of Trustees. For more information about the online auction and the National Skydiving Museum Weekend and Hall of Fame celebration, visit www.skydivingmuseum.org or www.myminiauction.com/nsm2012. You can also contact museum administrator, Nancy Kemble, at 540/604-9745 or nkemble@skydivingmuseum.org. There are a variety of sponsorship opportunities available for the event to show your support.
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September 2012
OXYGEN SYSTEM FOR HIGH-FLYING PILOTS … THE TWO PLACE PULSE-DEMAND, FADOC PORTABLE OXYGEN On Oct. 15, 2012, Mountain High will release the new portable technology for the two-person portable “MH EDS O2D2 Pulse Demand *FADOC Oxygen Delivery System” designed for Piper, Cessna, Mooney, Cirrus and Bonanza, as well as all other general aviation aircraft. The MH EDS O2D2 is the only single unit, portable, two-place, carry-on Pulse
Demand oxygen system currently available. Pulse Demand Systems are also available for those with original factory built-in oxygen systems. The MH EDS O2D2, with the patented digital electronic “Pulse Demand” *FADOC oxygen delivery system, enables the pilot and passenger/crew to fly at pressure altitudes up to 25,000 feet with safety and comfort.
THE FORECASTED PILOT SHORTAGE IS REAL!
THE TIME TO BECOME A PILOT IS NOW! Today is the best time ever to become a Professional Pilot. North-Aire Aviation, a Cessna Pilot Center, in partnership with Yavapai College, offers the most cost effective way to reach your professional pilot career goals. • VA POST 911 APPROVED. • Professional Pilot Course includes an Associate’s Degree in Applied Science plus: • PPL and Commercial Single & Multiengine Engine Rating, CFI, CFII, CFMEI, Seaplane Pilot Flight Training, ATP Airline Transport Pilot Training, Aerobatic flight Training, and more. • Financial Aid • Housing Assistance To become one of the Elite Professionals for the 21st Century call 760.525.8811 or email mike@northaire.com
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The O2D2 digital pulse demand system reduces oxygen consumption dramatically. Different from the “standard” constant flow systems, the O2D2 pulse demand system wastes no oxygen during the breathing cycle. Studies show that 90 percent of the oxygen supplied by the O2D2 is transferred to the blood. The average user will enjoy a conservative consumption drop of four (4) times compared to the constant flow systems. The system operates, with two people, for 100 plus hours on three AA alkaline batteries. Easy to use, the two-person O2D2 reduces oxygen system workload to almost nil. There are no oxygen flow indicators to watch or manually operated constant flow valves to adjust due to altitude changes. Two push buttons cycle the O2D2 through the various modes that automatically deliver the required supplemental oxygen pulses for various altitudes for both the pilot and passenger or two passengers. The complete standard
portable system consists of an aluminum oxygen cylinder (buyer has a choice of sizes with upgrades available to very lightweight composite cylinders), a cylinder carry case, primary reducing regulator, low pressure service line, connection fittings, the MH EDS O2D2 FADOC™ unit, breathing cannulas, face masks, and a tote bag. The complete (including aluminum cylinder) portable two-place MH EDS O2D2 Pulse Demand FADOC Oxygen Delivery System starts at $1100. See Mountain High at AOPA Summit 2012, Booth #512. A variety of options are available to meet specific pilot needs. Options include lightweight composite cylinders, regulators, adapters, cannulas and facemasks with mics to name a few. To order, contact Mountain High Equipment & Supply toll free at 800/468-8185 or email sales@MHoxygen.com. * Full Authority Digital Oxygen Control
FLIGHT DESIGN GAINS LARGE AMERICAN LSA FLIGHT SCHOOL
Chesapeake Sees Special Value in Adding Flight Design CTLS Flight Design USA welcomes a new flight school to its family, one with extensive experience in serving the light sport community. During its six years of business, Chesapeake Sport Pilot (CSP), located at the Bay Bridge Airport in Stevensville, Maryland (W29), has grown to become one of the nation’s largest Light-Sport Aircraft flight schools. CSP offers many choices to their students but is exceedingly pleased to add a CTLS, and a very special one it is. Chesapeake’s new CTLS is specially equipped with a hand control system that allows disabled flight students who would not normally be able to operate rudder pedals or toe brakes to comfortably operate the aircraft. The CTLS is owned by Joe D’Aguiar and has been placed on leaseback at CSP so that the hand control system can be used to good advantage. About their newest flying machine Chief Flight Instructor Helen Woods said, “We are ecstatic about this plane that Mr. D’Aguiar has leased to us. It will allow us to branch into a whole new part of the aviation community by providing flight training opportunities to the many disabled veterans in the DC area and others who require hand controls to achieve their dream of flight.” “Chesapeake Sport Pilot is an industry leader in Light-Sport Aircraft training,”
said Flight Design USA President Tom Peghiny. “We are exceptionally pleased to bring Chesapeake Sport Pilot into our organization.” Flight Design USA has established locations across the country where students and pilots can find services, instruction, and sales (http://flightdesignusa.com/support/service-centers/). CSP has 16 flight instructors, each averaging nearly 10,000 flight hours of experience. They offer Sport Pilot and Private Pilot training, Sport Pilot Instructor training, gyroplane add-on privileges, and will soon be offering LSA seaplane transition training. Demand exists for such specialized skills but they are not supplied by many flight schools. The ability to offer a specially-equipped CTLS allows disabled students to fulfill their dreams of flight allowing CSP to offer a highly-valued service to the community. Beyond flight instruction, CSP is the mid-Atlantic leader in Light-Sport Aircraft, experimental amateur built aircraft, and Rotax maintenance. Lead mechanic, Jamie Shimer, is Rotax certified through heavy maintenance and has more than two decades of general aviation maintenance experience. For more information, visit Flight Design at flightdesignusa.com or Chesapeake Sport Pilot at chesapeakesportpilot.com.
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SUN ‘N FUN FLY-IN, INC. LAUNCHES YEAR-ROUND ACTIVITIES SUPPORT AVIATION EDUCATION PROGRAMS The Sun ‘n Fun Board of Directors has approved a diverse and exciting spectrum of programs to be branded as “Sun ‘n Fun Education Programs: Aviation Style.” On Friday, July 27 at AirVenture 2012, Sun ‘n Fun CEO and president, John R. “Lites” Leenhouts took the podium at the EAA Press HQ to flesh out this ambitious set of programs. In addition to sharing insights specific to educational programs, Lites also spoke about “Back to Grassroots,” activities that will commence in August and continue right up through the 39th Annual Sun ‘n Fun International Fly-In & Expo scheduled for April 9-14, 2013 at Lakeland Linder Regional Airport. Sun ‘n Fun’s mission is to share the aviation experience with people of all ages through education, information, and inspiration. Lites provided a laser-sharp description of what you can expect to see at Sun ‘n Fun on your next visit as he extended a personal invitation to visit Central Florida. Sun ‘n Fun is dedicated to providing an experience of real value to all aviators, exhibitors, sponsors, vendors, and families.
Education Programs By incorporating the rich history found in the Florida Air Museum Learning Center and utilizing motivational staff, volunteers, and educators, Sun ‘n Fun is
able to provide educational resources and opportunities throughout the year. Sun ‘n Fun created STEMtastics as a framework for development and implementation of our educational offerings. Science, Technology, Engineering and Math (STEM) are the foundation of curriculums designed to teach kids the basics of flight while building self-esteem. Students ages 7-12 are presented with age specific activities on the ground. Older youth are offered free first flights through the Future Eagle Club and the Destination Aviation camp experience. First Flights are also given free of charge to approximately 250 students annually at Wings ‘n Things, an extension of the youth education programs, offered as a part of Sun ‘n Fun’s summer camps as well as at events conducted throughout the year. The Central Florida Aerospace Academy (CFAA) is based on the Sun ‘n Fun grounds. CFAA is a workforce academy public high school. Its students are offered a meaningful and content-rich education that inspires and motivates students at all levels. Students are challenged to reach high levels of achievement in STEM curriculums as preparation for high-tech careers in the fields of aviation and aerospace. The Academy responds to the needs of industry by placing emphasis on teamwork, individual
achievement, skill development, creativity, innovation, and critical thinking skills. With an enviable 100 percent graduation rate, CFAA’s students are prepared to be productive and responsible members of the workforce. Students who maintain a 3.5 GPA are eligible to fly or to volunteer during the annual Fly-In. The Lakeland AeroClub is a unique extracurricular activity available to students at CFAA. The club’s intent is to enable students at CFAA to widen their opportunities in aviation by attaining their Sport Pilot or Private Pilot certificate. Any student in Polk County, Fla. is eligible for membership. Grants from the James C. Ray Scholarship Fund can pay as much as three-quarters of the cost of flight training for qualified students. In keeping with the school’s intent to teach responsibility and professionalism, the club members are given the reins, acting as board members and working with experienced aviation hands to manage and perform the day-today work of operating the club. Club membership is specifically designed to be an experience that will pay dividends for the membership in the sky, on the ground, and throughout the member’s personal and professional lives.
TO
Sun ‘n Fun Activities As a 501(c)(3) non-profit corporation, Sun ‘n Fun is providing a premier experience at each event on the ground and in the air. Sponsors, exhibitors, guests and performers are offered southern hospitality and many opportunities to enjoy Florida sunshine. Funds realized from events support the education programs. Details of all events can be found at www.sun-n-fun.org. Highlights of planned events on the Sun ‘n Fun grounds include the following: August 18th - The Lakeland AeroClub Back to School Event. Parents and Students will be up close with Sun ‘n Fun’s Resident Jet Team, the Black Diamonds. Aug. 24: Fly-In for Dinner and RAF Fire Hub Social September 29th: Fly-In for Dinner and RAF Fire Hub Social Nov. 2 - 4: Wings ‘n Things Nov. 9th: Hangar Door Canteen MASH (Make Aviation Scholarships Happen) Nov. 10: Imperial Symphony Orchestra presents a patriotic Red White & Blue Veterans Tribute Concert on the Sun ‘n Fun grounds with special ceremonies and air activity. Nov. 30: December 1st - When Pigs Fly South - a Fly-In Barbeque with camping, music, motorcycles, car show and more.
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BARNSTORMING: By EAA.org AA’s Pioneer Airport in Oshkosh never looked better on Aug. 22 as 12 golden-age airplanes from the American Barnstormers Tour made a special pilgrimage stop on the turf runway in Oshkosh. Five Travel Airs, two Fairchilds, two Wacos, a Stinson, a New Standard, and a Monocoupe flew to Oshkosh on the tour’s day off - coming from the previous weekend’s visit to Manitowoc, Wisconsin, and headed for Brodhead, Wisconsin, before resuming the tour in DeKalb, Illinois. Shortly after 11 a.m., a few dozen onlookers watched - and listened - as the mostly round-engined classics flew a large circuit around the field, then made final turns from the west to Runway 31. A moderate crosswind did not hinder the successive landings, started by Hank Galpin and Dennis Guentzel in their 1928 Travel Air 6000, NC9038. Following in order were a 1929 Waco ATO, NC8565; a 1929 Travel Air 4D, NC689K, flown by
E
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Bruce McElhoe; a 1930 Monocoupe 90A, N15427, Mark Lightsey; a 1930 Waco ATO, N663N, Josh Brownell; a 1929 Travel Air 4000, NC397M, Clay Adams; a 1941 New Standard (the youngest of the bunch), NC9119, Ted Davis; a 1929 Travel Air 4000, NC379M, David Mars; a 1929 Travel Air 4000, N455N, Gary Lust; a 1931 Stinson Jr-S, NC10886, Jim Hammond; a 1935 Fairchild F-22, NC14768, Steve Roth; and a 1932 Fairchild 22, NC3166, Chad Willie. Clay Adams, of Rosemont, Minnesota, and tour founder, was elated to be at Pioneer Airport. “We had a real nice ride across the lake (Winnebago),” he said. Adams explained that tour member and publicity staffer Sara Wilson proposed the idea for the somewhat impromptu visit when discussing possible destinations between tour stop locations. “Why not Pioneer Airport? What a great idea!” Adams said. Not only was Pioneer the perfect setting for airplanes like this, but it also pro-
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vided a wonderful backdrop for the tour photo, including all the planes and tour members. After all the airplanes were safely on the ground and maneuvered into place, EAA snapped several photos from aboard a lift truck to get the perfect angle. Adams founded the tour in 2006 and it has since taken place every two years. The tour usually involves 14-19 aircraft including substitute planes and makes anywhere from five to nine stops. Paid flights are available at the official stops, which are often held as a part of other events. With only a handful of events left, more than 4,000 passengers have already received flights. Participating planes come from all over the nation: California, Mississippi, Maryland, Minnesota, Ohio, Montana, Florida, and Wisconsin. Many of the pilots are also A&Ps, some with inspection authority, so any mechanical issues are able to be solved. “We’ve have a great group of people who have a great love of aircraft like this,
(Photo courtesy of EAA)
(Photo courtesy of EAA) and are great sticks,” said Adams, a 28,000-hour airline pilot who has flown in more than 100 types. Continued on Page 43
1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.
1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.
1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.
1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.
1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.
1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.
1977 C172, 180HP , IFR, 700 SMOH, $57,500.
1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.
1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500
1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.
FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.
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1981 C172P, 1000 SMOH, new paint, IFR. $52,500
1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.
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1961 C175, 700 SMOH, new annual, $34,500.
1977 C402, 700/700 SMOH, spar mod done IFR.
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2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000
1968 C421, 350/350 SMOH, available new annual. $99,500.
1979 TOMAHAWK, in license $17,500 OBO.
1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.
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1979 TOMAHAWK, 1310 SMOH, low price, offer.
1956 CESSNA 310 - $80/hr.
1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500. 1974 C421B, 300/1100 SMOH, loaded. $165,000.
1960 CESSNA 310 - $100/hr. CESSNA 340 - $250/dry
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1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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AIR RACING: COMPETITION CONTINUES By Alan Smith ny kind of motorsport provides a form of on-site engineering test and function improvement, and air racing has definitely contributed to the development of high performance aircraft. During the so-called Golden Age of air racing that went on for ten years prior to the second World War, wing flaps, retractable landing gear, engine superchargers and variable pitch propellers all came from determination to win the Thompson and Greve trophies. Even the high performance monoplane came out of that period in a racer named the “Mystery Ship” that won the first Thompson trophy race in 1929. Designed and built at the Travel Air company in the American Midwest, it defeated some of the best military aircraft the armed forces of the United States could come up with. Now, at the National Championship Air Races held each September at Stead airfield just north of Reno NV, seven rac-
A
ing classes compete during a four-day meet. They include sport biplanes, little formula one racers, the venerable AT-6 class (the only “one design” class at Reno with severely limited refinements allowed) and two “sport” classes, (sport and super sport) that represent both kit built and manufactured high speed personal aircraft for individual travel. There are two more classes, the jet class mostly populated by retired Russian jet trainers, and the unlimited class that consists of restored and modified World War II fighter aircraft. Some of the latter have been so completely modified that virtual redesign is the result. Still, the historic concept of the unlimited racer is antique. There are very few, if any, propeller driven combat aircraft left in the air forces of the world. With unlimited class speeds now exceeding 500 mp, great care must be taken in inspecting the basic airframe and evaluating any changes in that airframe and the aircraft’s control systems. After
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TO IMPROVE
the 2011 tragic misfortune, the levels of inspection will be raised to prevent any repeat of that kind of accident. As the “star of the show” we are sure the unlimiteds will continue to thrill the spectators with high speed, sound, and great pilot skill. But notice should be taken of the other classes too where design growth and improvement is continuing. There, one can watch airplanes built for high-performance personal use. Some of them can be built from a kit in a two-car garage and then taken to a general aviation airport for final assembly and flight testing. With that done, the owner/builder will be ready for personal transportation at 200 mph or better without astronomical cost. And, the world’s fastest motorsport will continue to provide color and thunder to September afternoons and be a real test environment for new ideas.
DESIGN
The Lancair “Legacy” races at Reno in Sport Class. (Jan Peters)
Kit Built Nemesis NXT Raced By Kevin Eldridge at Reno.
GAMA JOINS INDUSTRY IN ASKING THE DEPARTMENT OF HOMELAND SECURITY TO MEET ITS COMMITMENT ON REPAIR STATION SECURITY RULE The General Aviation Manufacturers Association (GAMA) has joined a group of 11 other aviation associations in a letter to Secretary Napolitano, specifically calling on the department to meet its commitment and complete the rulemaking on repair station security by the fourth quarter of 2012. "It is well past time for a regulatory framework for repair station security to
be finalized. Congress first mandated action on this rule in 2003 and it has now turned into one of the longest, ongoing policy sagas in aviation," GAMA’s President and CEO, Pete Bunce, said about the inaction. Congress established a requirement that TSA establish a regulatory framework for repair station security in 2003. In 2007, Congress created a prohibition,
beginning in 2008, against the FAA certification of foreign repair stations unless the rulemaking was completed. Both the House and Senate Appropriations Committees have included language in their respective FY2013 appropriations reports supporting final action on this rule by the end of the year. "Delays in finalizing this rule are keeping aviation businesses from fully
competing in emerging markets. Our government needs to get moving on this issue to further security and support economic growth in the industry. We need Secretary Napolitano’s unwavering assurance that this rule will be out this year,” added Bunce. For more information, visit www.GAMA.aero.
do that. The tour seeks to try and rejuvenate interest in aircraft, he said. After displaying their airplanes on the Pioneer ramp for several hours, Barnstormer pilots received the departure
briefing, then climbed back into the airplanes and took off as fast as they had landed - this time heading southwest to Brodhead for some downtime, oil changes, and preparations for DeKalb.
Adams thanked tour sponsors Phillips 66, Concord Aircraft Batteries, and Kimmel Aviation Insurance Corp. for making the American Barnstormers Tour possible.
Barnstorming Continued from Page 42 When he was a child, Adams would go to the airport and be able to see airplanes and meet pilots without a chainlink barrier. Kids today have no chance to
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September 2012
NEVADA COMMISSION JOINS THE RENO HOSPITALITY COMMUNITY IN SUPPORT OF THE NATIONAL CHAMPIONSHIP AIR RACES The Commissioners of the Nevada Commission on Tourism (NCOT) unanimously approved a $600,000 sponsorship for the National Championship Air Races. The event, which is the only one of its kind in the world, brings in more than 200,000 visitors to the area each September and has more than $50 million in economic impact on the region. During the last several months, the Reno Air Racing Association (RARA) has worked diligently to pursue additional and increased sponsorships, donations and funding to cover an increased insurance premium of $2 million in order to insure the 49th annual event this September. RARA and NCOT will negotiate the details of the sponsorship over the next couple of weeks, finalizing all elements prior to the start of the National Championship Air Races that take place Sept. 12-16, 2012. “The entire board and staff of the Reno Air Racing Association has been absolutely overwhelmed and humbled by the tremendous support and encouragement that has been shown by so many of our stakeholders,” said Mike Houghton, president and CEO of the Reno Air Racing Association. “When we made the
commitment to continue this historic and world class event, we knew that, despite our best efforts, we could not do it without the support of the community.” Since securing the necessary permits and waivers in early June, RARA has met with numerous community stakeholders, reached out to current and past sponsors and worked with tourism and state officials to identify potential sources of revenue and additional sponsorships in order to cover the increased insurance premium by September. The $2 million premium, for the insurance amount required to operate the event, represents an increase of $1.7 million from previous years. “With our expected sponsorships and commitments, we are so proud to be able to announce that we have achieved the funding requirements necessary to hold what will surely be our most emotional and highly anticipated event in our 49-year history,” continued Houghton. “With that said, we are very much looking forward to having the loyal fans of this event join us this September 12-16 at the Reno-Stead Airfield as planes, once again, return to the Sierra skies.” The Nevada Commission on Tourism is responsible for promoting and market-
ing Nevada as a tourism and travel destination and is currently chaired by Nevada’s Lieutenant Governor Brian K. Krolicki and directed by Claudia Vecchio. “The National Championship Air Races is an important event, not only for northern Nevada, but for the entire state creating significant economic impact and worldwide exposure for the region,” said Krolicki, chair of the Commission on Tourism Leadership for NCOT. “The state of Nevada is pleased to partner with the Reno Sparks Convention and Visitors Authority, the casino resort community in Reno and Sparks and several other business and community leaders to ensure the successful continuation of this historic and unique event.” “It’s critical to the Commission on Tourism that this sponsorship provide a significant return on investment,” said Vecchio, director, Nevada Department of Tourism and Cultural Affairs. “At present, the Reno National Championship Air Races brings almost $6 million in lodging revenue with the number of room nights showing a 10:1 return on the same source of funding-room tax. We look forward to working with the Reno Air Racing Association board to craft a spon-
sorship package that makes good business sense and returns dollars to the Nevada lodging industry.” The 49th annual National Championship Air Races takes place Sept. 1216, 2012. To purchase your tickets, make a donation or for questions, please call 775/972-6663 or visit www.airrace.org.
About the National Championship Air Races Held every September just north of Reno, the National Championship Air Races have become an institution for northern Nevada and aviation enthusiasts from around the world. In the past ten years, the event has attracted more than 200,000 spectators annually and generated more than $80 million a year for the region’s economy. The event features six racing classes, a large display of static aircraft and several military and civil flight demonstrations. For more information on the National Championship Air Races, to obtain media credentials or purchase tickets for next year’s event, visit www.airrace.org.
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45
The Pylon Place
RENO AIR RACING PREP - 2012 eeping up with the news surrounding the Reno Air Races this year has been exhausting. Racers and fans alike have so many questions, i.e., are we racing, what changes will we see, who will be there, who won’t, will the fans notice any changes? These are all good questions. I hope that I have, through this column, helped everyone understand what the process has been following the horrific event of Sept.16, 2011. I have tried to listen to the questions the fans have been asking and answer them here.
K
NTSB Review Board NTSB Review Board provided their findings in a Press Conference on Aug. 27. Many of their recommendations have been discussed in this column earlier in the year. The final determination of cause was reviewed during this meeting. I have been following their investigation closely and am incredibly impressed with the depth of information they obtained, the amount of analysis which was done and their efforts. Generally, investigations such as this one could take more than two years to complete. Because they wanted to provide the information in time for the 2012 Reno Air Races, they pushed to get final recommendations and analysis done in time. If you didn’t watch the press conference live or via video from their website, you missed some riveting information. I won’t go into the details, but the NTSB placed the blame squarely on the shoulders of Jimmy Leeward as race pilot and aircraft owner. My problem is the checks and balances have always been in place. The FAA requires annual condition inspections, which are required for all aircraft – even experimental, exhibition and racers. RARA requires these documents be submitted each year with our racing packets. The class technical inspections are only required to make sure the aircraft adhere to the class requirements – they aren’t supposed to replace this annual condition inspection. If changes are made to an aircraft, the FSDO (Flight Standards District Office) must be notified in writing. A specific testing program is outlined to verify these changes are safe, generally a specific amount of time must be flown in the configuration and a final sign off by the pilot is required stating the
Ready for some close racing with the T6s.
(Bruce Croft, TwoZeroWest)
changes were tested in accordance with the program and everything went well. To campaign a Race Team may look easy. It’s not. From the fastest Jet or Unlimiteds to the slowest IF1 or Biplane – special attention is taken to make sure the aircraft and the pilot are ready for the task at hand. For those of us who have been racing for years, we have seen our share of friends hurt or killed – so we know the level of risk involved. Our maintainers are keenly aware of their place in the event. We rely on each other to do the right thing and to present on race day the best possible aircraft we can. I truly believe this is everyone’s focus. No one tries to cut corners, to my knowledge. With all of these checks in place, how could things get so far gone? To hear the NTSB describe the state of the Galloping Ghost was chilling. It clearly wasn’t ready to “beat Strega” as Jimmy stated a thousand times. I wish he was more cautious and less aggressive. But, he was a racer. And he was my friend, which makes it so much harder to hear those words spoken by the NTSB.
work (as usual) from the Sanders. Matt Jackson will be in the pilot – and he’s ready. 232 aka September Fury will be flown by Hoot Gibson. The aircraft has been going through some serious review to make sure she is ready. The rumor is the 232 crew wants to beat her big sister, Rare Bear. It’s a good natured competition – which is just what we need right now. Dreadnaught, aka The Buick, is Continued on Page 46
How do things look for 2012 While the number of competitors is down, we can still expect some terrific racing. Strega will be back for probably her final year. She’s still the one to beat and Steven Hinton is still the Wunderkind. Just in his mid-20s and already he’s one of the most brilliant racers of our time. Rare Bear will be flown by Stewart Dawson. He has been getting seat time and they are tweaking things to give her the best possibly chance in September. Furias will be there in her new paint. She looks great – thanks to Bucky Dawson’s paint scheme and amazing
Rookie Tim Cone and his Radial Rocket. (Bruce Croft, TwoZeroWest)
IF1 has three Rookies this year - including Kevin Anderson in Miss “U.” (Bruce Croft, TwoZeroWest)
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Celebrating Twenty-Nine Years of In Flight USA
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September 2012
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ready to jump into the lead if any of the front runners sneeze. They are always poised for great things. Precious Metal has been reworking many things this year. Their team has been burning the candle on both ends and are working hard to toe the line the FAA has put down regarding aircraft changes and engineering reports. My understanding is the PM Team has completed all their paperwork and is finalizing the testing program and should be on the field with bells on for the first Pilot Brief of 2012. Thom Richard and crew are the only team in the Unlimited Division making major changes this year which now require these engineering reports. It’s all new procedures for us and we’re just doing our best to figure things out. That should be our top six in the Unlimited Gold. Miss America and Sawbones should round out the group. We will all miss Voodoo and Czech Mate, but the show must go on. At this time, we have just 21 Unlimited Racers scheduled to attend.
Other Notables I wanted to make a special comment here stating that Lee Behel is bringing back the beautiful GP-5. His tenacity knows no bounds. I have always been a big fan, but his efforts with this aircraft are herculean. I wish him the best of luck. I also wanted to mention that Mike Dacey, who had an engine failure and subsequent hard landing the day before the Galloping Ghost incident is recovering. He will not be racing this year, but insists that he will be back. His determination is inspiring and I wish him the best as he rebuilds.
Final Thoughts To all the racers and crew who have decided to come back this year, I applaud you. We were not sure we were racing
Rookie Alan Crawford and his beautiful Lancair. (Bruce Croft, TwoZeroWest) until the last minute and we had to have faith to put our time and energy into the difficult preparations to be there in September, as we have been for so many Septembers before. To the rookies who showed up at PRS and have decided to join our family, you are to be applauded as well. You came forward to try your hand at this incredible sport, without knowing what would happen. You have great faith, or you’re crazy – but either way, I thank you! To all the fans and volunteers who have decided to join us, we appreciate you. Without you, it would be just a bunch of really cool planes and friends looking for a race. To the NTSB, I am grateful that you took your task so seriously. Also a big thank you to the civilians who assisted them, including Bill Kerchenfaut and Mike Luvara – to the aircraft owners who gave them access to their aircraft including Bob Button – to the Blue Ribbon Committee who came back to help the NTSB understand what we do including Jon Sharp and Steve Hinton. To each Race Class Leadership, you don’t get the credit you deserve, especially this year. Your dedication has been unwavering. To RARA, thank you for not giving up hope and for continuing to pave the way for us to race again. This entire process has just reminded me of how wonderful this community is and how close we were to losing the one event that brings us together. Let’s all
NEW CAP GOVERNANCE STRUCTURE PRESENTED AT ANNUAL CONFERENCE Civil Air Patrol’s Board of Governors presented the organization’s new internal governance structure on Aug. 24 during CAP’s Annual Conference and National Board meeting in Baltimore. A summary report was posted that day on www.capvolunteernow.com and linked to via CAP’s Facebook page and Twitter account. During a special meeting on April 22-23 in Washington, D.C., the Board of
Governors – CAP’s highest level strategic policy-making body – reviewed more than 40 recommended changes in governance endorsed by the board’s Governance Committee. “The recommendations made by the BoG Governance Committee model best practices in governance and will better define the roles of the Board of Governors, National Board and National Continued on Page 47
September 2012
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DETERIORATED PARTS ALLOWED FLUTTER WHICH LED TO FATAL CRASH AT 2011 RENO AIR RACES The National Transportation Safety Board determined that deteriorated locknut inserts found in the highly modified North American P-51D airplane that crashed during the 2011 National Championship Air Races in Reno, Nevada, allowed the trim tab attachment screws to become loose, and even initiated fatigue cracking in one screw. This condition, which resulted in reduced stiffness in the elevator trim system, ultimately led to aerodynamic flutter at racing speed that broke the trim tab linkages, resulting in a loss of controllability and the eventual crash. On Sept. 16, 2011, as the experimental single-seat P-51D airplane The Galloping Ghost, traveling about 445 knots, or 512 mph, in the third lap of the six-lap race, passed pylon 8, it experienced a left-roll upset and high-G pitch up. During the upset sequence, the airplane’s vertical acceleration peaked at 17.3 G, causing incapacitation of the pilot. Seconds later, a section of the left elevator trim tab separated in flight. The airplane descended and impacted the ramp in the spectator box seating area, killing the pilot and 10 spectators and injuring more than 60 others. “In Reno, the fine line between
CAP Continued from Page 46 Executive Committee,” said Brig. Gen. Richard Anderson, the BoG chairman. “I have been affiliated with the CAP governance structure for three decades, and I feel strongly the modifications we’re implementing will significantly enhance the way in which CAP is governed by the BoG and led by our volunteer national leadership.” The board’s recommendations were recently presented to key leaders at the Pentagon, including the Secretary of the Air Force, and Air Force leadership has endorsed the changes. The Board of Governors formed the BoG Governance Committee after receiving an internal governance report from a CAP Governance Committee consisting of volunteer leaders, as well as an external governance study conducted by BoardSource, a nonprofit organization based in Washington. Both reports addressed longstanding governance issues and included recommendations designed to ensure best practices in the organization’s governance structure. Visit www.gocivilairpatrol.com or www.capvolunteernow.com for more information.
observing risk and being impacted by the consequences when something goes wrong was crossed,” said NTSB Chairman Deborah A. P. Hersman. “The pilots understood the risks they assumed; the spectators assumed their safety had been assessed and addressed.” Contributing to the accident were the undocumented and untested major modifications made to the airplane, as well as the pilot’s operation of the airplane in the unique air racing environment without adequate flight testing. The nearly 70-year-old airplane had undergone numerous undocumented modifications. The modifications, designed to increase speed, included shortening of the wings, installation of a boiloff cooling system for the engine, increasing the elevator counterweights, modification of the pitch trim system, and changing the incidence of the horizontal and vertical stabilizers. Although the Federal Aviation Administration required that a flight standards district office be notified in writing of any major changes made to The Galloping Ghost before it could be flown, investigators could find no records that such notifications were made except for the installation of the boil-off cooling
system. The undocumented major modifications were identified through wreckage examinations, photographic evidence, and interviews with ground crewmembers. In April, while the investigation was ongoing and after the NTSB’s investigative hearing in January on air race and air show safety, the NTSB issued 10 safety recommendations to the Reno Air Racing Association, the National Air racing Group Unlimited Division, and the FAA. These recommendations addressed: • requiring engineering evaluations for aircraft with major modifications; • raising the level of safety for spectators and personnel near the race course; • improving FAA guidance for air race and course design; • providing race pilots with high-G training and evaluating the feasibility of G-suit requirements for race pilots; and • tracking the resolution of race aircraft discrepancies identified during prerace technical inspections. Although no additional safety recommendations were issued today, the Board reclassified nine existing recommendations as described below: • Eligibility Requirements for
Aircraft with Major Modifications - recommendations A 12 9 and A-12-13 classified “Open–Acceptable Response” • Prerace Technical Inspection Discrepancy Tracking - recommendation A 12 10, classified “Closed–Acceptable Action” • Spectator Safety - recommendations A 12 14 and 15, classified “Closed–Acceptable Action” • High G Training, G-Suit Feasibility for Pilots - recommendations A 12 11, -12, -16, and -17, classified “Closed–Acceptable Action” • A tenth safety recommendation, issued to the FAA, which addressed air race and course design guidance was reclassified as “Open–Acceptable Response” on July 25, 2012. “It’s good news for the air races that so many of our recommendations have been addressed,” said Chairman Hersman. “We will continue to push for the full implementation of all of our safety recommendations.” A synopsis of the NTSB report, including the probable cause and a complete list of the reclassified safety recommendations, is available at: http://www. ntsb.gov/news/events/2012/reno_nv/inde x.html.
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Celebrating Twenty-Nine Years of In Flight USA
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September 2012
U.S. SPORT AVIATION EXPO ANNOUNCES WINERIES AND RESTAURANTS PARTICIPATING IN FOOD AND WINE EVENTS
The 2013 U.S. Sport Aviation Expo will bring back the food and wine tasting events for Friday and Saturday of Expo, Jan. 18 and 19, 2013 thanks to the overwhelming success from 2012. The tastings will again take place at the Sebring Regional Airport (SEF), in Sebring, Florida. The four food and wine pairing events with legendary chefs and worldrenowned vineyards will take place at 3:00 p.m. and 6:00 p.m. both Friday and Saturday of Expo. All of these tasting events benefit the Humane Society of Highlands County. Local award winning chefs and wine experts will enlighten guests on the science of pairing delicious wines with fine cuisine such as Gravalox Crostini’s, Crab Cakes
with Dill Sauce and Crème brûlée created by Marva Roberts, Owner and Executive Chef of Peppercorns in Lake Placid. Group 44 Hangar has again graciously donated the venue for this year’s food and wine events. Guests will have the opportunity to view the most spectacular collection of historic aircraft and fabulous racecars while they dine. Ticket information and event details are available by calling Beverly at 863655-6444. Additional details will be available on the website about the menus, wines, other participating restaurants, and chefs in the coming months. Expo is welcoming back Chalet Suzanne and newcomer Peppercorns for the tasting events. Republic National Distributing Company will showcase
Castelo Banfi Montalcino, King Estate, North by Northwest, Concha y Toro, Silver Oak, and Cakebread Cellars. Eric Hinshaw will perform his magic at 3:00 p.m. on Saturday Jan. 19.
Sponsors Sponsors for the 2012 Expo include Highlands Today, Sebring Regional Airport, Trade-A-Plane, Southeast Aviation Show, Plane & Pilot Magazine, Aviators Hot Line, Powered Sport Flying Magazine, Cessna Owner & Pipers Magazines, Coffee News of FLA, AVweb, Atkins, Aviation Digest, Avbuyer.com and GA Buyer Europe, EAA, FATA, AeroShell, Ultra Light Flying Magazine, SportPilotTalk.com, Midwest LSA Show,
Rocky Mountain Regional Airshow, In Flight USA, and Fly-Low Publications.
About U.S. Sport Aviation Expo The Sport Aviation Show features light sport and sport aircraft, and includes conventional aircraft, kit planes, powered parachutes, trikes, gyros, amphibians, and innovative designs such as electrically powered aircraft–more than 150 aircraft on display. The 9th annual event will again take place at the Sebring Regional Airport (SEF), in Sebring, Florida from January 17-20, from 9:00 a.m. to 5:00 p.m. daily. For more information about Sebring’s Sport Expo visit www.sportaviation-expo.com.
WICKS AIRCRAFT SUPPLY ANNOUNCES: 4130 SHORTAGE
IS
OVER
Quality chrome-moly tubing suppliers are getting scarce; to help solve this problem Wicks now stocks more chrome-moly tubing and sheet than ever. 4130 chrome-moly tubing, the traditional foundation of tube-and fabric aircraft, and a substantial component in landing gear, engine mounts, and roll structures, is again available in quantity from Wicks Aircraft Supply. Strong and lightweight, with excellent and consistent malleability, weldability, and machinability, 4130 is the basis for classic and modern designs in both aviation and auto racing, where its
prominence is long-earned and still affirmed today. Wicks 4130 chrome moly tubing is seamless, rather than welded, and is sold by the foot, or by full lengths (usually 1824 feet, depending on diameter). Specialorder lengths (and DOM tubing) are also available. Wicks 4130 seamless tubing is smooth inside and out, and resists rust and scaling. Wicks has nearly 200 ways to supply
REAL ESTATE SALES MODEL USED “It’s a pleasure to get up every day and do what you Love!” says Keith Latour, owner and president of USA Aircraft Brokers, Inc. Keith started USA Aircraft Brokers in 1991 with the goal of becoming a nationwide network. “One of the unique aspects of USA Aircraft Brokers is that it allows individuals who are interested in aviation the opportunity to work in the industry and make money doing something that they love, without any prior experience or without investing a lot of money up front,” states Latour. “I started out as a flight instructor and charter pilot in 1974. By 1975 I owned and operated flight schools in three cities. I worked hard to make these schools successful. My work weeks were usually 60 hours or longer. One day I sold one of my small aircraft to a flight student. This was a real eye-opener for me. I immediately realized that the profit from that sale was as much as I would have earned from 4 to 5 months of
hard work flying. At that point I actively began to pursue aircraft sales as a primary occupation.” One of the unique benefits of working as a broker instead of a dealer is the low initial start up cost. “Initially I tried to inventory aircraft for sale,” said Latour, “but I quickly found that this was a very time-consuming and expensive way to proceed. A credit line needed to be established to allow the purchase of aircraft. I had to locate an aircraft, travel to its location to make the purchase, insure it, fly it back, hope that nothing broke, and pay interest until it sold.” Another drawback to being a dealer as opposed to a broker is a dealer is exposed to a significant amount of liability. “I found even after it was sold and delivered, as the dealer, I potentially was libel for damages associated with that aircraft for years to come. The cumbersome process associated with maintaining the inventory severely limited the number and size of aircraft I
4130 – sheets, bars, strap, rod; and round, square, rectangular, and streamline tubing. Wicks also carries 4130 TIG filler and other welding supplies to help with fabrication and finishing. Wicks’ central-USA location (in Highland Illinois, a few miles east of St. Louis) assures quick shipping to anywhere. To celebrate the renewed availability, Wicks is offering a special price on one of the most-popular sizes. Instead of the reg-
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ular $3.79 per foot price on 1- 5/8” OD, .083” wall tubing, Wicks has a temporary price reduction to just $2.99 per foot. The Wicks part number for this size special pricing is R1-5/8x083-41. Visit www.wicksaircraft.com and search on “4130” for a complete array of materials and supplies. For orders call 800/221-9425, Help Line: 618/654-7447, Toll-Free Fax: 888/440-5727 or email info@wicksaircraft.com
BUILD AIRCRAFT BROKERAGE
could manage. More importantly, dealer inventorying was not as profitable as the initial sale that had inspired me to enter the aircraft sales business in the first place” said Latour. Latour, who had prior experience in the real estate industry, began to think of aircraft sales along the same lines as a real estate. “It soon occurred to me that principles used in the real estate industry may apply to aircraft sales. My experience in real estate several years earlier had been lucrative enough to allow me to purchase most of my flight training in a relatively short period of time. With this in mind I sold all my aircraft and began brokering, which quickly became extremely profitable. For example, my first sale was an aircraft listed at $100,000. I made an $8,500.00 commission without having to invest any of my own money. I didn’t have to go to the bank to borrow the money. I didn’t have to insure the aircraft, pay interest or accept product
liability on the aircraft after the sale. Within a few months I had a large number of aircraft listed and was able to live comfortably from brokering commissions.” After years of success with his own brokerage, Latour began to expand on his idea and build the USAAircraft Broker network, what he likes to refer to as “the RE/MAX of the Sky.” “Over the years I began to envision a national network of aircraft brokerages similar to what RE/MAX accomplished in the real estate industry.” Today, USAAircraft Brokers has a network of 18 Area Brokers and 53 FBO Sales Agents located across the country. For more information on becoming an aircraft broker fill out the Become an Aircraft Broker application on the USA Web Page at www.usaaircraft.com, contact keith@usaaircraft.com or call toll free 877/417-3069.
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AIRCRAFT EXEMPTION PROGRAM
Associated Sales Tax Consultants’ Aircraft Exemption Program is designed to help taxpayers legally avoid California sales and use taxes on the purchase of aircraft. Moreover, by engaging our firm to assist you throughout the exemption process, you can save between
Our guarantee:
8.25% and 10.25% of the purchase price of your aircraft. Throughout the company’s 30-year history of sales and use tax representa-
Pay no California sales or use tax.
tion, our program has been 100% successful when we were retained before the aircraft pur-
chase. Our success in lowering or eliminating the tax is substantial, even if we are retained after the purchase. ASTC’s experts have prevailed in securing tax adjustments and/or refunds with of an average savings to our clients of over $62,000 or 80.1% of the tax liability as originally proposed by the state. We will work as a team with you and your staff, tailor every engagement to fit the unique needs of your situation, while maintaining compliance with the sales and use tax law. We shield you from the intense scrutinizing and burden of dealing with the tax auditor yourself.
Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.
(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
Celebrating Twenty-Nine Years of In Flight USA
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COMPLETE LEAK DETECTION KIT Spectronics Corporation has introduced the ALK-365 Aviation Fluid Leak Detection Kit – the most complete kit for finding leaks in aviation fuel, lubrication and hydraulic systems. This versatile kit works with all petroleum- and syntheticbased lubricants and fluids. At the heart of the ALK-365 kit is the powerful, cordless and rechargeable OPTIMAX 365 UV LED leak detection
flashlight. Engineered with state-of-theart, ultra-hi-flux LED technology, this flashlight is four times brighter than other high-intensity UV lamps. The kit also includes an 8 oz (237 ml) bottle of Aero-Brit universal fluorescent dye, which pinpoints the exact location of all aviation fluid leaks by a bright yellow/green glow. Rounding out the kit is an 8 oz (237
PILOT FRIENDLY So what does “PILOT-Friendly” mean to you? Pilot-friendly is a term coined by ZD Publishing, Inc some years ago to help describe their manuals. It means the manual is friendly to the pilot: i.e. easy to read, meaningful and appropriate. The pilot is normally faced with decisions on how to manipulate the GPS controls to achieve the desired goal. Our manuals do just that!
“I've had a chance to review the pub that I purchased from you and wish that I had gotten it when I got the Garmin 430 in the first place. It's written for us pilots in everyday language and contains info that is immediately useful. Great job....and a buck well-spent..... “I was flying home from CO on Easter. I was given an airway to fly. Used your manual in the air to load it. Not sure I would have been able to do it without your manual. Thank you!” "Your manuals are the most concise, straight-to-thepoint, easy to use manuals out there."
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ZD Publishing Inc. • 888-310-3134 P.O. Box 3487, Wichita, KS 67201
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September 2012
AVIATION FLUID SYSTEMS
ml) bottle of GLO-AWAY dye cleaner, smart AC and DC chargers, rubber lamp protector, a belt holster and UV-absorbing glasses. All components are conveniently packed in a soft carrying case. For more information about the Spectroline ALK-365 Aviation Fluid Leak Detection Kit, call toll-free 800/274-8888. Outside the United States and Canada, call 516/333-4840. Website at www.spectroline.com.
CESSNA RENAMES NEW TURBO SKYLANE AIRCRAFT Cessna Aircraft Company announced it is renaming its newest single engine product. The jet-fuel burning turbo aircraft announced at the EAA/AirVenture in Oshkosh, Wis., in August as the Turbo Skylane NXT will now be called the Turbo Skylane JTATM. As confirmed by customer feedback at Oshkosh, the name Turbo Skylane JT-ATM better captures and reflects the innovative features of the new plane than the NXT designation. It was also brought to Cessna’s attention shortly after the announcement of the
Turbo Skylane NXT that there was a previous use of the NXT name in the aviation industry of which Cessna had not been aware. Cessna both respects the trademark rights of others and desires to obtain registered trademark status on its name for this important new product. Deliveries for the Turbo Skylane JTATM are still expected to commence in the first quarter of 2013. More information about Cessna Aircraft Company and the Skylane JTATM is available at cessna.com.
Hawker Beechcraft Delivers Continued from 39 Throttle and Stick (HOTAS), providing the student pilot and instructor with a simpler interface to the digital cockpit. The CMC Cockpit 4000 avionics suite is the first in its class to incorporate a fully integrated and FAA-certified dual FMS/GPS navigation suite that meets the required navigation performance standards for current worldwide airspace equipment. The open architecture design of the Cockpit 4000 provides the flexibility to expand capabilities and continuously meet current and future training needs. In addition to accommodating instruction in instrument flight procedures and basic aerial maneuvers, the T6C+ delivers world-class training capability that is appropriate for teaching the most basic introductory flight training tasks through the more challenging and complex advanced training missions that could previously be accomplished only in far more expensive jet aircraft. Deliveries of the T-6 began in 2000 after the aircraft was initially selected to fill the Joint Primary Aircraft Training System role for the U.S. Air Force and the
U.S. Navy. Since then, additional military programs worldwide, including NATO Flying Training in Canada, the Hellenic Air Force of Greece, the Israeli Air Force, the Iraqi Air Force and the Royal Moroccan Air Force, have chosen the T-6 and its derivatives as their primary trainers. The T-6 has been used to train pilots, navigators and weapons systems operators from approximately 20 different countries. The worldwide fleet of nearly 800 T-6 aircraft exceeded 2 million flight hours in June 2012. Hawker Beechcraft Corporation is a world-leading manufacturer of business, special mission, light attack and trainer aircraft – designing, marketing and supporting aviation products and services for businesses, governments and individuals worldwide. The company’s headquarters and major facilities are located in Wichita, Kan., with operations in Little Rock, Ark.; Chester, England, U.K.; and Chihuahua, Mexico. The company leads the industry with a global network of more than 100 factory-owned and authorized service centers. For more information, visit www.hawkerbeechcraft.com.
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PAT AVIONICS’S HEADS UP DEVICE AVAILABLE THROUGH AIRCRAFT SPRUCE Aircraft Spruce & Specialty has become the first United States dealer for PAT Avionics’ new Heads Up Device (HUD), which was developed and is manufactured in Milan, Italy. HUD data is projected by laser onto a special glass mounted on a flexible frame. It can provide information on altitude, heading, and airspeed while providing course data on a transparent screen in front of the pilot. The HUD, also known as G-HULP, can work in synch with Dynon Avionics SkyView or can function as a standalone device. The HUD is designed to function in
roll rates up to 300 degrees/second, at altitudes to 20,000 feet, speeds up to 243 knots and in temperatures ranging from 40°C to +80°C. The colors projected on the screen can be varied. “The HUD has the effect of turning homebuilt and LSA pilots into F-16 pilots,” said Jim Irwin, President of Aircraft Spruce. “It’s remarkable what the Experimental Amateur Built permits in the way of new technologies and enhanced safety devices. Hopefully, this product will eventually be available to certificated aircraft pilots.”
For further information visit: https://www.aircraftspruce.com/search/s earch.php?query=G-HULP&searchsubmit=Search&search=1 or check out the PAT Avionics site at PATAvionics.com.
Aircraft Spruce & Specialty has become the first U.S. dealer for the new PAT Avionics HUD.
SCHEYDEN PRECISION EYEWEAR INTRODUCES PREMIUM MICROFIBER CABIN AND PANEL TOWELS AT EAA AIRVENTURE OSHKOSH SHOW Scheyden Precision Eyewear launched a range of premium microfiber Cabin and Panel towels engineered for spotless, scratch-free cleaning of aircraft exteriors and instrumentation during EAA AirVenture Oshkosh, July 23-29. They celebrated their latest innovation by giving away 10 samples of the lightweight, durable, nonabrasive and virtually lint-free towels each day of the show. Measuring 16x24 inches, the Cabin Towel ($12.95) is ideally sized for cleaning the leading edge, windshield or other external portions of an airplane. Slightly smaller at 8x12 inches, the Panel Towel ($9.95) was created for in-cabin use and ensures cockpit instruments, electronic
WIPAIRE Wipaire, Inc. has announced its intent to certify the Cessna 208B Grand Caravan on Wipline 8750 floats. The Wipline 8750 was certified in July of 2012 for the Cessna 208 Caravan and epitomizes Wipaire’s dedication to continuous innovation. An evolution of the successful Wipline 7000 and Wipline 8000 floats, the new Wipline 8750 incorporates an improved main gear retraction mechanism for low maintenance, an improved oleo design, and visible mechanical gear position indicators. The hull design has been modified to improve handling characteristics in rough water and more buoyancy has been added to the aft of the float for
devices, sunglasses and other gear are clean and free of obstruction. “Having a high-quality microfiber towel to quickly and easily take care of unwanted dust and debris is essential for safety and comfort,” says Jeff Herold, company founder and an instrumentrated private pilot. “The new Scheyden towels are conveniently sized to fit in a flight bag, knee board, under the seat or in the seatback pouch, so they’re always at the ready.” The Cabin Towel comes standard in a black, while the Panel Towel is offered in an off-white, “oat” color. Both can be hand or machine washed in cold water with mild detergent to ensure years of use. They are
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available as a package for $16.95. Throughout the festivities at EAA AirVenture Oshkosh, Scheyden also displayed its acclaimed line of first-class eyewear. Constructed using only the finest components, they are preferred by the cast of Discovery Channel’s Flying Wild Alaska, who will be sporting the brand throughout the show’s third season, airing this fall. A favorite of military, commercial, private and aerobatic pilots – including the U.S. Air Force Thunderbirds and Redbull Air Racer Pete McLeod – Scheyden’s highlight styles include the new Albatross and Mustang. Both feature an ultra-lightweight titanium frame front and temples
CERTIFY GRAND CARAVAN
operations at high weights. Wipaire’s engineering team has completed significant structural testing on the float and is working on a gross weight increase for the 208B Grand Caravan. Wipline 8750 floats will open up new frontiers for the Grand Caravan, which has not previously been certified on floats. Wipaire also holds a Supplemental Type Certificate (STC) for the installation of single-point fueling on the 208B Grand Caravan.
In other Wipaire News…
ON
for complete comfort, even when worn with a hat, headphones or headset. Strategically-placed acetate serves the dual purpose of providing an attractive look and eliminating incoming side light. Designed and manufactured to exacting standards, Scheyden eyewear is ideal for precision activities. In addition to pilots, the evolutionary sunglasses are also the choice of fishermen, car enthusiasts and professional golfers on the PGA, LPGA and Champions Tours. Scheyden Precision Eyewear is available at the company website as well as better aviation and custom eyewear retailers nationwide. For more information visit www.scheyden.com or 800/851-2758.
WIPLINE 8750
Wipaire, Inc. unveiled its brand-new Wipline 1450 float last month. This allnew float is designed for use on lightsport and other small aircraft. It will be approved under ASTM standards for light-sport aircraft and eventually certified under TSO for installation on CAR 3 and Part 23 aircraft. The Wipline 1450 further extends Wipaire’s float model line to encompass a broad spectrum of aircraft ranging from light-sport aircraft and Super Cubs all the way through the Air Tractor AT-802F and the Viking Twin Otter. The addition of this float further cements Wipaire’s position as the world’s leading manufacturer of aircraft floats.
The Wipline 1450 embodies the hallmark characteristics of the Wipline float family with an innovative landing gear design and construction. The landing gear design incorporates rotating joints for long life and low maintenance, while extra buoyancy ensures extremely stable water operations. Wipaire’s engineering team was able to use their extensive experience to develop an amphibious float with an expected weight of 210225 pounds, including rigging. The Wipline 1450 will be available in both amphibious and seaplane versions. For more information about Wipaire and the Grand Caravan, visit wipaire.com.
Check In Flight USA’s online calendar for upcoming aviation events...
www.inflightusa.com
Celebrating Twenty-Nine Years of In Flight USA
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September 2012
STOL CH 750 LIGHT SPORT UTILITY AIRCRAFT NOW AVAILABLE AS FACTORY-ASSEMBLED LSA The popular light sport utility Chris Heintz design, the STOL CH 750, is now available as a factory-assembled LSA aircraft from Tenn-Air. Pete Krotje (who heads Jabiru USA) announced at EAA AirVenture that Tennessee Aircraft Development, LLC (“Tenn-Air”) has licensed the design rights from Zenair Ltd. to produce the all-metal high-wing CH 750 as a factory-assembled Light Sport Aircraft (LSA). The aircraft is being powered by the six-cylinder Jabiru 3300 engine, and offered at the introductory price of $74,900. Tenn-Air is purchasing STOL CH 750 kits from Zenith Aircraft Company, and assembling them to LSA standards at its factory in Shelbyville, Tennessee. Tenn-Air is headed by the same principals behind Jabiru USA and Arion Aircraft, which have extensive experience is the Light Sport Aircraft industry. The Zenith kits are produced to a high
level of completion (using extensive CNC production technology), making it possible for Tenn-Air to offer the factoryassembled aircraft for under $75,000. Zenith Aircraft has been producing kits in Missouri for the STOL CH 750 model since it was introduced in 2009. While the Zenith kits are “easy and quick” to build by all measures, many pilots are simply not kit builders, and prefer to be flying rather than building: “The CH 750 is very popular with all pilots and not just with kit builders,” stated Sebastien Heintz, owner of Zenith Aircraft Company, “and we’re pleased that it will be available at a very reasonable price as a factory-assembled aircraft.” (AMD of Georgia previously manufactured a significantly more expensive SLSA version of the aircraft with a Continental O-200 engine, but ceased operations a number of years ago).
The STOL CH 750, often called a “Sky Jeep” by its owners, is optimized for off-airport operations and short takeoffs and landings (STOL) utilizing fixed wing leading edge slats and other highlift design features. The design boasts a take-off roll of just 100 feet yet still cruises at 100 mph, with a stall speed in the low thirties. The all-metal aircraft is configured with standard steerable tricycle gear configuration (to make ground and cross-wind handling much easier than a taildragger) and has a huge cabin with large bubble doors (making it easy to enter and exit). Large windows surround the pilot and passenger, providing spectacular visibility. New features include available adjustable seats and a raised cabin (for even more head room). The factory assembled STOL CH 750 aircraft from Tenn-Air will be delivered with the 120-hp six-cylinder aircooled direct-drive Jabiru 3300 engine
with a EIS engine monitor system and Garmin comm radio at the introductory price of $74,900. Available options include full glass panel display systems. For more information, contact Pete Krotje at Tenn-Air: 931/680-2800 or pete@tenn-air.com. Visit the website at www.tenn-air.com or Zenith Aircraft Company at www.zenithair.com Note: Tenn-Air plans to show its first production STOL CH 750 LSA at the upcoming 20th anniversary Zenith Aircraft Company Open Hangar Day on Sept. 22, 2012)
FANTASY OF FLIGHT LOOKS BACK AT POIGNANT WARTIME CORRESPONDENCE IN “LETTERS HOME: LOVE, COURAGE & SURVIVAL” OCT. 12-13 While it’s easy to take for granted today’s many convenient and instantaneous forms of communication, including cell phones, texts, video chat and more, those fighting overseas in World War II were limited to written letters that could take weeks
to arrive to their intended destinations as their sole form of communication with loved ones thousands of miles away. At the sixth and final installment of its 2012 Legends & Legacies Symposium Series–“Letters Home: Love,
Courage & Survival” on Friday, Oct. 12 and Saturday, Oct. 13–Fantasy of Flight Museum in Florida will honor the art of letter writing and share incredible stories of wartime bonds preserved by pen and paper.
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Arizona Soaring, Inc. Estrella Sailport since 1969
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Soldiers relied on correspondence from their sweethearts and families to keep up with news from home and boost their spirits. In turn, wives, girlfriends, parents and children relied on the postman to deliver cherished letters from the warfront to tell them that their soldier was still alive and well. Many times, the letters bound together high school sweethearts waiting to be reunited after the war. In some cases, a soldier met his true love on foreign soil, only to be separated again when his company shipped out. Whatever the case, this cherished correspondence eloquently spelled out the hopes, dreams and prayers of the servicemen and their families, so much so that many of them have been preserved to this day as family keepsakes. Fantasy of Flight is searching for people to share their letters with guests during this symposium. Writers or recipients of letters including servicemen and women, family and friends are invited to share their wartime experiences through written correspondence. Please do not send original letters. Copies can be mailed to 1300 Broadway Blvd. SE, Polk City, FL 33868. Scanned copies can be emailed to info@fantasyofflight.com and please put “Letters from Home” in the subject line. For more information call 863/9843500 or visit www.fantasyofflight.com
September 2012
www.inflightusa.com
FLABOB STUDENTS CHOOSE FLYING OVER DRIVING Most high school students cannot wait to get a driver’s license. That was not the case with Jonathan Deming and Tyler Howell, students at the Flabob Airport Preparatory Academy. They opted to get their pilot’s licenses first. Both are now private pilots. They were able to start taking flying lessons before they could start driver training. As participants in one of Flabob’s ongoing restoration programs, they worked on an aircraft project and qualified for flying lessons at the low rate of $15/hour. While obtaining a driver’s license has some status for kids in high school, having a pilot’s license means a lot more, especially at Flabob Airport Preparatory School. Jonathan Deming graduated this past spring as a member of the Honors Society. He accompanied the Aviators Group, made up of 12 of his fellow Flabob students, to AirVenture 2012. Tyler Howell is currently restoring his own EAA Biplane with help from his friends at Flabob. He is a senior this year and is also a member of the Aviators Group that went to AirVenture 2012. Flabob Airport Preparatory Aca-
Jonathan Deming (above) and Tyler Howell both chose to take up flying before getting their driver’s licenses. demy is located on historic Flabob Airport. It exists to expose middle and high school students to aviation as a possible career. Sponsored by The Tom Wathen Center, the airport is utilized for a variety of youth programs, including grade school, middle school and high school. The Tom Wathen Center conducts air academies, hosts aircraft restoration programs and work with EAA Chapter One on one the most active Young Eagles Program in the world. The pilot training program along with other aviation programs are possible because of donations to The Tom Wathen Center. For more information visit www.Flabob.org.
SCHWEISS DOORS DEVELOPS NEW “RED POWER” HYDRAULIC PUMP Schweiss Doors, a Minnesota-based company, providing quality Bifold and Hydraulic One-Piece Doors for agricultural buildings, aircraft hangars, businesses and other installations, announced they have developed a new, more powerful and smoother running hydraulic pump system which goes by the trade name of “Red Power.” Mike Schweiss, the owner of the company, said since it was first introduced at various trade shows around the U.S. farmers, ranchers and pilots have been asking for it by name. “Over the years, we rolled together our customer comments, combined with our knowledge and experience and turned it over to our talented Schweiss design team to perfect. What’s really nice for the buyer is that we don’t charge them a penny more for this new pump than they paid before. It goes on all our hydraulic doors and is made at our factory,” said Schweiss. The Red Power Hydraulic Pump comes to the buyer in a compact unit,
ready to be mounted where the buyer wants it, whether it be on a wall, tophung, floor or back room. It’s power comes from a top quality Leeson motor and offers superior electrical components. The Safety Advantage System and three back-up systems are something buyers are really liking. They allow the door to lock up and down and safely lower the door in an emergency from ground level. The hydraulic directional control valve has a built-in manual override. Back-up systems are all in the same compact unit. In case of electrical failure a pilot can use a DC battery, tractor hydraulic or a drill with a 7/16: hex head to raise or lower the door. Red Power hydraulic pumps come in 2 h.p and go all the way up to 10 h.p. for larger doors. For more information contact Schweiss Doors at 800/746-8273, schweiss@schweiss doors or visit their website at schweissdoors.com.
53
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1979 Beechcraft F33A
1977 Cessna 310R
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$119,950
1864 TTSN, Cessna Avionics plus Narco MK 12D Nav/Coms, Excellent paint and interior, NDH, ................................$99,950
D
LD SO
L SO
1999 Cessna T206H Stationair
1997 Mooney MSE (M20J)
890 TTSN, King IFR, KAP 140 A/P, GPS, Flint AUX L/R Fuel, Like New California Airplane, NDH, .................................SOLD
1406 TTSN, King Avionics, GPS, KAP 150 A/P, One Owner, Hangared Since New, NDH, Like New ................................SOLD
1992 Grumman Tiger
1980 Cessna 172N Skyhawk
450 SFOH, 2715 TTSN, Digital IFR, A/P, fresh annual, ................................$59,950
0 SMOH, 5600 TTSN, King Digital IFR, DME, Nice Paint/Inter ior, NDH, Fresh Annual, ...........................................................$49,950
Two Piper Warrior IIs
D
L SO 1979 Piper Warrior II 161 1500 SFOH, 6200 TTSN, Digital IFR, Century 1 A/P, Nice Paint and Interior, NDH...................$39,950 1976 Piper Warrior II 151 1100 SMOH, 0 STOH, 3260 TTSN, King IFR, Fresh Annual, NDH..................................$34,950
1984 Piper Dakota 236 2242 TTSN, 558 SMOH by LY-CON, Garmin 430 WAAS GPS, KAP 150 A/P, King IFR, New Compl. Lthr. int, New 3-bld. prop, hngrd in CA, NDH, like new......SOLD
LD O S 1967 Piper Cherokee 180 426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$32,950
1984 Piper Archer 4400 TTSN, 624 SFRMAN, Garmin430 WAAS GPS, KAP 100 A/P, Nice Original Paint/Interior, NDH, ..........................SOLD
1967 Beech Bonanza V35
1978 Cessna 172 Skyhawk Texas Taildragger
1886 TTSN, 1498 SPOH, Century III Auto Pilot, Nice original paint and interior..$54,950
1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$39,950
1972 Grumman AAIA Lynx
1981 Cessna 172RG Cutlass
2752 TTSN, 903 SMOH, 0 STOH, Very Nice Paint/Interior, Fresh Annual,..$19,950
0 SMOH, 7800 TTSN, New Interior, Average Paint, Fresh Annual, One Owner, NDH,..........$49,950
Robert Coutches
(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
Celebrating Twenty-Nine Years of In Flight USA
54
September 2012
InFlight USA Classifieds (All ads run for 2 months) 00
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Phone: (650) 358-9908
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7PWLY *VTHUJOL ;; :46/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ ,Z[H[L ZHSL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
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` KYP]LU H W ^ HS[ OVSK 3V[Z VM LX\PW TLU[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY (YJOLY 00 ;; :46/ :76/ .HYTPU .5: Z[VYTZJVWL Z[HUKI` ]HJ 6US` [^V V^ULYZ :5 >PZJVUZPU (]PH [PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! .YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT
707,9 ;>05: ;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 :46/ 5HYJV *LU [\Y` 000 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 ;; :46/ .HYTPU )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! 7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S [PTH[PJ ? H W [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! 7PWLY (a[LJ - ;; :46/ UPJL WHULS K\HS .HYTPU Z 9+9 2*: ( /:0 (S[PTH[PJ 000* JV\WSLK H W 2; ( +4, *VSSPZPVU (]VPKHUJL :`Z[LT UPJL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJP WHS (PYWVY[ >0 >PZ JVUZPU(]PH[PVU JVT ! 7PWLY 5H]HQV 7HU[OLY ;; :46/ :76/ -\SS 7HU[OLY JVU]LY ZPVU [V OW ^ SH[LZ[ .HYTPU H]PVUPJZ >PZJVUZPU (]PH[PVU >H[LY [V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
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7PWLY 3HUJL .;6 OW 3V7YLZ[P TVKZ (SS UL^ SLH[OLY ZLH[Z THU` L_[YHZ 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HY Y`:OHWPYV JVT !
*PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
7PWLY *VTHUJOL ;; :46/ M\LS PUQLJ[LK ;:06 :76/ 24( K\HS 2? UH] JVTZ ^ .: \WKH[LK N`YVZ TVYL 3VNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
/\ZR` (TLYPJH Z -H]VYP[L ;HPSKYHN NLY =PZP[ O\ZR` H]PH[HPYJYHM[ JVT JOLJR V\[ [OL ]PKLV HUK JHSS [V ZJOLK\SL `V\Y V^U /\ZR` ,_WLYPLUJL (]PH[ (PYJYHM[ (M[VU >@ !;-5
7PWLY *VTHUJOL ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ
55
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.96) .YVI ( Z[PJR ^ NYLH[ ]PL^Z HUK \ZLZ HSTVZ[ UV M\LS 9LJLU[ HUU\HS 5LLKZ UL^ V^ULY 1VYNLUZVU 3H^YLUJL
9= ( ;;(- ;; LUNPUL .HYTPU ?3 UH] JVT .HYTPU [_W .HYTPU P J +`UVU .SHZZ 7HULS :[LYLV *+ WSH`LY 5+/ -PYZ[ V^ULY 7SLHZL JHSS ! ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5 2P[MV_ (PYJYHM[ 33* ^^^ RP[MV_HPYJYHM[ JVT !
:769; <3;9(30./;: 5L^ AVKPHJ */ ?3 :3:( ;;:5 .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL 6)6 :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! ;LZ[ ;:; 1\UPVY : 3:( UV TLK YLX\PYLK ZPUNSL TPK ^PUN ; [HPSLK HPYJYHM[ 5L^ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
(09*9(-; -05(5*05.
3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
7(9;5,9:/07: 6^ULYZOPW )LLJOJYHM[ )VUHUaH OW ;; .HYTPU H]P VUPJZ 7 0 *HSS MVY KL[HPSZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 6^ULYZOPW 7VY[LYMPLSK 37 ;; :46/ =-9 .VVK »VSL [PTL MS`PUN M\U ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
-30./; 05:;9<*;065 -(( (WWYV]LK -SPNO[ :JOVVS `LHYZ PU :-6 )H` (YLH -S` ^P[O \Z HUK ZH]L )LS (PY 0U[S :HU *HYSVZ *( ^^^ ILSHPYPU[S JVT ! =PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPY JYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( !
>HYIPYK MSPNO[ [YHPUPUN PU >>00 :[LHY THU HUK ;L_HU (; -\SS` Z[HMMLK MVY HPYJYHM[ ZLY]PJL HUK PUZWLJ[PVU +YHNVU MS` (]PH[PVU
+PZJV]LY` -SPNO[Z )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
5VY[O (TLYPJHU (; * ;; :46/ I` *V]PUN[VU 6/ ,_JLSSLU[ THPU[LUHUJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !
<U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN
(K]HUJLK >HYIPYK -SPNO[ ;YHPUPUN >>00 :[LHYTHU HUK ;L_HU (; 6SK :JOVVS (]PH[PVU :VUVTH 1L[ *LU[LY :HU[H 9VZH *( *VU[HJ[ +HU =HUJL =HUJL 'HVS JVT
>LZ[ *VHZ[ -(( HWWYV]LK 7HY[ *VTTLYJPHS (PYSPUL (+? (YPJYHM[ +PZ WH[JOLY *V\YZL *HSS MVY ZJOLK\SL (PY SPUL *HYLLY ;YHPUPUN (*; ^^^ HPYSPULJHYLLY[YHPUPUN JVT
3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:(0373(5,: :6(905. -HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A .SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT
40:*,33(5,6<: (09*9(-;
(PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?
.L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5
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(09*9(-; -69 9,5;
:[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A
-V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
WVY[ *(
.YLH[ 7PSV[Z ;YHPU /LYL (SSPHUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN 6WLU KH`Z H T [V W T ;^V SVJH[PVUZ PU *HSPMVYUPH! *OPUV " 9P]LYZPKL " ^^^ HPHMSPNO[JVT -SPNO[ 3LZZVUZ :WLJPHS WHJRHNL VM MLYLK MVY `V\Y MPYZ[ JVTWSL[L SLZZVU :HU -YHUJPZJV )H` (YLH ^^^ THJO H]PH[PVU JVT )LJVTL H WPSV[ UV^ *VU[HJ[ 5VY[O (PYL (]PH[PVU H *LZZUH 7PSV[ *LU[LY WHY[ULYLK ^P[O @H]HWHP *VSSLNL ^^^ UVY[OHPYL JVT VY TPRL' UVY[OHPYL JVT :[HY[ ^P[O H ZPUNSL PU[YV MSPNO[ (SSP HUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN ;^V *HSPMVYUPH SVJH[PVUZ! *OPUV (PYWVY[ 9P]LYZPKL (PYWVY[ ^^^ (0(-SPNO[ JVT
;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !
:WLJPHS MPUHUJPUN H]HPSHISL VU SLHYU [V MS` HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(=0650*: .L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,- 7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(: (]PVUPJZ MVY L]LY` TPZZPVU *LY[PMPLK 9L WHPY :[H[PVU 4VZ[ THQVY IYHUKZ (PY[YVU PJZ *HSH]LYHZ *V\U[` (PYWVY[ *( ^^^ HPY[YVUPJZ PUMV *VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ · UL^ \ZLK /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J · WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !
7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/
(09*9(-; 7(9;: 8\P[ )\ZPULZZ :LSSPUN V\Y WPZ[VU WHY[Z PU]LU[VY` [VVSZ QHJRZ L[J 7HJRHNL WYPJL! >PSS JVUZPKLY [LYTZ *HSS 4VU[LYL` *( ! 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =(
(09*9(-; 05:<9(5*,
(PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3
(PYJYHM[ 0UZ\YHUJL :WLJPHSPaPUN PU WLY ZVUHS I\ZPULZZ HUK JOHY[LY HPYJYHM[ UL^ L_WLYPLUJLK VY SV^ [PTL WPSV[Z AHUL[[L (PYJYHM[ 0UZ\YHUJL *LU[LY
>OLYL WLYMVYTHUJL ILNPUZ¯LUNPULZ WYVWLSSLYZ NV]LYUVYZ :HSLZ :LY ]PJL (TLYP[LJO 0UK\Z[YPLZ 9LKKPUN *( ^^^ HTLYP[LJO H]PH[PVU JVT !
0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5
(PYJYHM[ 0UZ\YHUJL >(9505. +VU»[ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\»]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5
-\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT
9LHK` [V TV]L \W& 3L[ V\Y `LHYZ VM L_WLYPLUJL [\YU `V\Y WYLZLU[ HPYJYHM[
(PYJYHM[ 0UZ\YHUJL /LZ[LY 9VILY[ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[»S (PY
4H\SL 4? ;; M\SS .HYTPU WRN 3P[LYHSS` SPRL UL^ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT ! .YLH[ 3HRLZ ; ( ;; :46/ 9LZ[VYLK )LH\[PM\S :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
(09*9(-; >(5;,+
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Celebrating Twenty-Nine Years of In Flight USA
56 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT
6?@.,5 :<7730,:
*HSPMVYUPH *P[` 4\UPJPWHS (PYWVY[ ;^V HPYJYHM[ OHUNHYZ ZX M[ VU WYP]H[L HJYLZ *VU[HJ[ :HT /LSSLY 2LSSLY >PSSPHTZ 9LHS[` ZHT'ZHTOLSSLY JVT /HUNHYZ ;PLKV^UZ MVY 9LU[ >OP[LTHU (PYWVY[ 7HJVPTH *( *VU [HJ[ 7LUU` VY WLUU`' ]PZ[HH]PH[PVU JVT 6UL 7PLJL /`KYH\SPJ +VVYZ 5L^ KL ZPNU NYLH[ WYPJLZ :JO^LPZZ ;OL +VVY 3LHKLY ]PZP[ IPMVSK JVT
!;-5
,5.05,: 9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT 8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62 ;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62 6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P] *\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT 4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT 4HNUL[V ZWLJPHSPZ[ MVY ;*4 )LU KP_ :SPJR :PUNSL HUK +\HS 4HNUL[V OV\Y PUZWLJ[PVU [YV\ISLZOVV[PUN YLWHPY V]LYOH\S (PYJYHM[ 4HNUL[V :LY]PJL )HPUIYPKNL 0ZSHUK >( ^^^ HPYJYHM[THNUL[VZLY]PJL UL[
(09-9(4, *65:;9<*;065 8\HSP[` 7HY[Z 9LHK` [V :OPW -(( 74( HWWYV]LK .SVIL -PILYNSHZZ 3HRLSHUK 3PUKLY (PYWVY[ -3 ^^^ NSVILMPILYNSHZZ JVT
7(05;05. <7/63:;,9@ (PYJYHM[ 0U[LYPVYZ OHUKJYHM[LK J\Z [VT KLZPNULK (SS WYVK\J[Z ZLSM L_[PU N\PZOPUN HUK TLL[ Z[YPJ[ -(( JYP[LYPH )\JOHUHU (]PH[PVU :LY]PJLZ *VUJVYK *( -YVT 1LUU`Z [V 1L[Z *VTWSL[L PU[LYPVY YLM\YIPZOTLU[ :R` 9HUJO <WOVSZ[LY` 4HYPU *V\U[` (PY WVY[ .UVZZ -PLSK 5V]H[V *( :WLJPHSPaPUN PU .( JVYWVYH[L HPY JYHM[ .PV[[V Z (PYJYHM[ 0U[LYPVYZ :HU 1VZL 1L[ *LU[LY *( ^^^ NPV[[VHPYJYHM[PU[LYPVY JVT 8\HSP[` *\Z[VT 0U[LYPVY 9LM\YIPZO TLU[Z KLZPNULK HUK JYLH[LK Q\Z[ MVY `V\ -(( HWWYV]LK YLWHPY Z[H[PVU ,SP[L (PY 0U[LYPVYZ 4H[OLY *( ^^^ LSP[LHPYPULYPVYZ JVT
/(5.(9: ;0,+6>5: >(5;,+ :LLRPUN [V W\YJOHZL <:,+ 769;()3, ; /(5.(9 ;OL OHUNHY Z ^PSS IL TV]LK [V HU HPYWVY[ PU [OL :HU -YHUJPZJV )H` (YLH *VU[HJ[! IYLUUHUMHSSVU'ZIJNSVIHS UL[ VY ! (]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+ !;-5
-)6Z -(( HWWYV]LK -SPNO[ :JOVVS 9LWHPY :[H[PVU ,_WLYPLUJLK Z[HMM (SS JV\YZLZ 0U[LYUH[PVUHS -SPNO[ ;YHPUPUN (\[OVYPaLK -(( JVTW\[LY [LZ[ ZP[L 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ^^^ UPJLHPY UL[ 6UL :[VW :LY]PJL -)6 .HYTPU . JLY[PMPLK =PZ[H (]PH[PVU >OP[LTHU (PY WVY[ 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )YPKNLMVYK -\SS :LY]PJL -)6 )YPKN LMVYK -S`PUN :LY]PJL 5HWH *( ^^^ IMZUHWH JVT !
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SENTIMENTAL
J OURNEY
Considered by many to be the best seat in the house during a flight, the nose section provides a nearly unobstructed 180-degree view. The chin turret indicative of the G model B17 was designed to dissuade Luftwaffe pilots from making the head on passes that had been extremely effective against earlier model B-17s. (Paul Tannahill)
B-17s flew more than 290,000 sorties in the European Theatre of Operations and despite the ability to carry only a 4,000 lbs. bomb load, dropped more than half a million tons of ordinance. Predominantly associated with the war in Europe, the type saw service in every major theater of WWII. (Paul Tannahill)
When the Flying Fortress was developed it was the fastest, highest flying bomber in the world. It was thought that these features coupled with tremendous firepower concentrated in large formations would render the B-17â&#x20AC;&#x2122;s practically impervious to fighter attack. The reality of combat however proved this theory incorrect and bomber groupsâ&#x20AC;&#x2122; endured tremendous losses until effective long-range fighter escorts could be secured. (Paul Tannahill)
The distinctive light blue markings on the aircraft represent a B-17 that would have been with the 457th Bomb Group, of the Eighth Air Force based at Glatton, England during World War II. (Paul Tannahill)
As seen from the radio room, Sentimental Journey turns from downwind to base for landing. (Paul Tannahill)
Original military items such as this electronic compensating gun sight mounted to one on of the waste .50 caliber machine guns have been faithfully replaced on the aircraft helping to make Sentimental Journey one of the most authentically restored B-17s currently flying. (Paul Tannahill)
Celebrating Twenty-Nine Years of In Flight USA
58
September 2012
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