Cessna Magazine Volume 1 Issue 3 by Melinda Schnyder

flying as it is meant to be

CESSNA CARAVAN CELEBRATES ITS 25TH cessna style: RENO AIR RACES owner profile: ART MORTVEDT heritage: AUSTRALIA’S FIRST CESSNA

volume 1 issue 3

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letter from Jack

“These narratives bring to life the spirit of flight and the ingenuity of owners and pilots around the world.”

flying as it is meant to be

— Jack J. Pelton

INSIDE THIS ISSUE

EVERY AIRPLANE HAS A STORY TO TELL. I never grow tired of hearing the stories behind planes, especially when they are among the more than 192,000 airplanes Cessna has delivered since 1927. In this issue, our writers have uncovered some of the more fascinating stories of our aircraft and their owners.

FEATURES 24

The Caravan Turns 25 Twenty-five stories of 25 adventures to chronicle 25 years of one of aviation’s most iconic airplanes.

Art Mortvedt and His Polar Pumpkin Twin passions for aviation and the environment have taken Art Mortvedt and his Cessna 185 to the ends of the earth—literally.

CESSNA STYLE 12

Structural Testing We abuse them so you can use them. An inside look at how Cessna pokes, prods, bends and twists its new designs in the name of safety.

E-Readers New technology that lets you bring an entire library on your next flight.

CitationAir

CitationShares has been thoroughly reimagined as CitationAir—a complete transportation solution for business-jet travelers.

DEPARTMENTS 18

There’s the tale of the Polar Pumpkin, a Cessna 185 Skywagon that was painted bright orange to be easily spotted against the Antarctic backdrop. After years of flying scientists, freight and tourists to the South Pole, the aircraft is preparing for a 2011 journey to the North Pole to collect scientific data.

Reno Air Races A look at the past, present and future of one of aviation’s signature events.

REGULARS 05 06 08

A few intriguing items we’ve found to amplify your aviation lifestyle.

Australia’s First Cessna: C-34 VH-UYG The first Cessna to fly Down Under is still flying at 73 years young.

Letter From Jack Contributors Cool Stuff

I think you’ll agree these narratives bring to life the spirit of flight and the ingenuity of owners and pilots around the world.

What Readers Are Reading Nightstand fodder. Recommended reading from the readers of Cessna magazine.

Happy flying,

COVER The Cessna Caravan is 25. Read about some of its most notable exploits beginning on page 24. (photo: Cessna Visual Media Group)

Jack J. Pelton Chairman, President and CEO, Cessna Aircraft Company

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We chronicle the colorful life of a Cessna C-34 Airmaster that in 1937 became the first Cessna to fly in Australia. A true survivor, this plane was built on the last day of production and today is one of only two C-34s remaining in the world. And then there’s the eclectic collection of vignettes honoring the versatility, reliability and ruggedness of the Caravan, now in its 25th year of production.

above: Jack Pelton is pictured in front of his restored Cessna Model 195. Jack purchased the aircraft from Velma Wallace, wife of former Cessna President Dwane Wallace. (photo: Junebug Clark, Cessna Visual Media Group) left: The T-6 class is one of the most competitive at the Reno National Championship Air Races. With extremely evenly matched aircraft, the racing is close and hotly contested. (photo: David Leininger) Read “Where the Fast Go Faster” on page 48. volu me 1, is s u e 3 2010

contributors

flying as it is meant to be

writers/photographers

PiA berGqviSt A certified flight instructor for nearly 10 years, she has flown about 40 different types of aircraft and worked as a demo pilot and product specialist for the Cessna Corvalis. Pia loves antique tail-wheel aircraft and owned a 1948 Cessna Model 170, which she flew extensively throughout the United States and the Baja peninsula. Besides flying, Pia enjoys running, hiking, skiing, biking and wine tasting.

DylAn F. tweney Dylan is an award-winning writer and editor specializing in technology, science and business. He is a senior editor at Wired.com, where he’s responsible for the site’s gadget news, product reviews, and coverage of emerging tech, hackers, robots and DIY freaks. He also publishes tinywords, a daily site that is both the world’s smallest magazine and the largestcirculation English-language haiku publication.

JAmeS wynbrAnDt James, a multi-engine instrumentrated pilot, has written for Smithsonian Air & Space, Flying, AOPA Pilot, EAA Sport Aviation, Plane & Pilot and many other aviation magazines, as well as mainstream publications including The New York Times, Barron’s and Forbes. He is the author of 10 books on diverse topics, and the second edition of his A Brief History of Saudi Arabia (Facts On File) will be published this year.

masthead Unsolicited contributions become the property of Cessna magazine. No part of this magazine may be used or reproduced in any manner whatsoever without the written consent of Cessna Aircraft Company. All efforts have been made to ensure that all material is accurate at time of publication. © 2010 by Cessna Aircraft Company.

publisher | Cessna Aircraft Company

The views and opinions expressed in these articles are the authors’ and don’t necessarily reflect the views and opinions of Cessna Aircraft Company or its officers, employees or advertisers.

design and production | Mandala

reader feedback: We welcome your comments on Cessna magazine. Please mail them to: Cessna magazine c/o Cessna Aircraft Company: Lori Lucion One Cessna Blvd. Wichita, KS 67215

art director | Mary Catherine Kozusko

phone: 316-517-2500 e-mail: cessnamagazine@cessna.textron.com

editor | Lori Lucion associate editor | MeLinda Schnyder

PAtricK enDreS Born and raised in the Midwest, Patrick was lured north by pursuits of higher education, an innate love of the natural world, and a youthful zeal for adventure and travel. Patrick combined his childhood love of the visual arts and interest in nature to forge a career in freelance photography. He brings many years of experience in the visual arts to Alaska Photo Graphics, a business through which he presents the creative world of photography. Patrick lives in Fairbanks, Alaska, where he works professionally as a photographer. His work has been widely published in Backpacker, Men’s Journal, National Geographic Explorer, Outside, Time and U.S. News & World Report, to name just a few.

A. Kevin GrAnthAm Kevin is an engineer with Lockheed Martin Corp. and is an accomplished freelance aviation photographer and journalist. His passion for airplanes and aviation history began in his youth, having been raised in a career Air Force family. Kevin has been covering the Reno National Championship Air Races since 1991 and has published two books and numerous magazine articles on the subject. He and his wife, Jackie, live in Frederick, Md., near their three children and four grandchildren.

AAron KinG, D.D.S. Aaron has been a general dentist for more than 50 years and an active private pilot for more than 40. He started photographing planes in 1945 and in 1950 was selected as the official photographer of the Professional Race Pilots Association (PRPA). He has received numerous awards for documenting air racing, including The Henderson Air Racing History Award in 2008 for his contribution to air racing history.

www.alaskaphotographics.com

creative director | Paul Grignon production artist | Lori Hell writers | Pia Bergqvist, Julie Boatman Filucci, Richard Coe, A. Kevin Grantham, Aaron King, Dylan Tweney, James Wynbrandt

photographers | Ed Coates Collection, Junebug Clark, Patrick Endres, Scott Germain, A. Kevin Grantham, Aaron King, David Leininger, Patrick McGarry

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cool stuff

TO HAVE TO GIVE TO DO

There is a plethora of “cool stuff” to have, to give and to do. Here, we have assembled a selection of “cool stuff” that caught our eye. Tell us about your “cool stuff,” and maybe we’ll share it with your fellow readers in a coming issue. Simply e-mail us the details. One more thing: In the subject line of the e-mail please type the words “COOL STUFF.” Here is the address: cessnamagazine@cessna.textron.com.

ZEISS BINOCULARS: VICTORY FL SERIES Zeiss is known for excellence in quality and technology, and these binoculars certainly stand up to that reputation. The FL series has a special glass containing fluoride that produces razor-sharp images on the high seas, in the great outdoors or when observing from an unstable platform, like a moving aircraft. Plus, they are waterproof and filled with nitrogen to avoid internal misting in the event of rapid temperature changes. Only one revolution is required to focus from near to infinity, allowing you to easily find and follow moving objects. Price: starting at $1,850 www.zeiss.com

GOYARD LONDON: PICNIC TRUNK This picnic trunk offers an experience similar to the Victorian days of the past, with the convenience of today. It includes 24 handmade pieces—created from porcelain or crystal, and the silverware—each stamped with the Goyard symbol of excellence. The exterior is coated in white canvas and white leather; the interior is sheathed in yellow leather. Time delivery: eight months Price: on request www.goyard.com

CLEVELAND: CG15 BLACK PEARL WEDGE “Instead of whining about the new groove rule, Cleveland sought a solution, and got it right,” said E. Michael Johnson, senior editor of equipment at Golf World. With numerous awards for its “zip-groove” technology, this club is sure to improve your shot effectiveness. You may have your name or an inscription added to the hosel, or even your company logo etched on the head. Price: $120 (personalization is additional) www.clevelandgolf.com 8

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CASHMERE THROW Famed designer Lenor Romano took knitting needles into her own hands and launched a men’s knitwear company. A favorite creation is the Thermal Cashmere Throw, made of 100 percent cashmere. Perfect for cuddling while awaiting your destination. Price: $995 Found in select Saks Fifth Avenue stores: New York; Chicago; Houston; Dallas; Naples, Fla.; and Bal Harbour, Fla.

THE BLUE ANGELS An experience you will not want to miss. Bring the entire family; it can be enjoyed by all generations. The excitement of watching the Blue Angels as they perform flying formations that defy the laws of physics will leave everyone talking about it for years to come. Catch them on their 2011show schedule. Price: free (donations are accepted) www.blueangels.navy.mil/

MERCEDES-BENZ: FOLDING BIKE Yes, you read that correctly: a folding bike from the revered luxury-auto maker. It is compact, lightweight and stylish—with the trademark quality one would expect from Mercedes-Benz. The convenient frame design allows the bike to be broken down with two simple folds, taking only a few seconds. Additionally, the bike seat effortlessly folds down onto the frame, making it easier to roll through cramped environments or fit into an aircraft cargo hold. This is no kid’s bike, though. It features rugged Continental tires, a Shimano 8-speed derailleur and disc brakes. Price: varies by location Available at most Mercedes-Benz dealers

HAVE KIEHL’S, WILL TRAVEL The founding Kiehl family shared your thirst for adventure. Members of the Kiehl family had many passions, one of which was flying stunt planes. During the 150 years that the company has been creating unique skin and hair care formulations, it has taken its tests beyond the labs and into extreme environments. Kiehl’s products have been tested on athletes and adventurists during mountain climbing excursions, ultramarathon events and high-altitude expeditions. The same naturally derived botanical extracts are available in travel sizes, ready to accompany you on your next adventure. Price: $7-$21 (2.5 ounces) www.kiehls.com volu me 1, is s u e 3 2010

what readers are reading READING REMAINS ONE OF OUR MOST enriching diversions, whether done on the latest and greatest e-reader or with a good, old-fashioned paperback book. It exercises our minds, increases our knowledge and makes for good conversation. There are a myriad of books out there, and we want to give you a chance to share some of your favorites with other readers of Cessna magazine. If you have a book you love, tell us about it. Simply drop us an e-mail with the following details: title of book, author and why you liked it. Please be sure to also give us your name, city and state. One more thing: In the subject line of the e-mail, please type the word “READING.” Here is the e-mail address: cessnamagazine@cessna.textron.com.

YOU WILL NEVER FORGET Ishmael Beah. In A Long Way Gone: Memoirs of a Boy Soldier, first-time author Beah tells a gripping story of a child’s journey through hell and back. There may be as many as 300,000 child soldiers, hopped up on drugs and wielding AK-47s, in more than 50 conflicts around the world. Beah used to be one of them. He is one of the first to tell his story in his own words. What is war like through the eyes of a child soldier? How does he become a killer? How does he stop? Child soldiers have been profiled by journalists, and novelists have struggled to imagine their lives. But until now, there has not been a first-person account from someone who came through war and survived to tell the tale. In A Long Way Gone, Beah, now 26 years old, tells a riveting story. At the age of 12, he fled attacking rebels and wandered a land rendered unrecognizable by violence. By 13, he’d been picked up by the government army, and Beah, at heart a gentle boy, found that he was capable of truly terrible acts. After three years as a soldier, a truck pulled into the army base and Beah and other young soldiers were released by their commander to UNICEF workers. Sent to a rehabilitation center, he struggled to regain his humanity and to re-enter the world of civilians who viewed him with fear and suspicion. It is, in the end, a story of redemption and hope. Ishmael Beah came to the United States when he was 17 and graduated from Oberlin College in 2004. He currently lives in New York City and has spoken before the United Nations on several occasions. Source: www.alongwaygone.com

The Imp erial C ruise Author : James B radley G enre: Histor y

Counter feit G o ds Author : T imothy Keller G enre: Chr istianit y

The A r t of Racing in the Rain Author : G ar th Stein G enre: Fic tion

shared by: Eugene, Pine Bush, N.Y.

shared by: Jack, Lake Worth, Texas

shared by: David, Golden, Colo.

IN 1905, PRESIDENT Teddy Roosevelt dispatched Secretary of War William Howard Taft on the largest U.S. diplomatic mission in history to Hawaii, Japan, the Philippines, China and Korea. Roosevelt’s glamorous 21-year-old daughter, Alice, served as mistress of the cruise, which included senators and congressmen. On this trip, Taft concluded secret agreements in Roosevelt’s name.

SUCCESS, true love and the life you’ve always wanted. Many of us placed our faith in these things, believing they held the key to happiness, but with a sneaking suspicion they might not deliver. The recent economic meltdown has cast a harsh new light on these pursuits. In a matter of months, fortunes, marriages, careers and a secure retirement have disappeared for millions of people. No wonder so many of us feel lost, alone, disenchanted and resentful. But the truth is that we made lesser gods of these good things—gods that can’t give us what we really need.

ENZO KNOWS he is different from other dogs: A philosopher with a nearly human soul (and an obsession with opposable thumbs), he has educated himself by watching television extensively, and by listening very closely to the words of his master, Denny Swift, an up-and-coming race car driver.

Roosevelt was bully-confident and made secret agreements that he thought would secure America’s westward push into the Pacific. Instead, he lit the long fuse on the Asian firecracker that would singe America’s hands for a century.

A Long Way G one: Memoirs of a B oy S oldier Author : Ishmael B eah G enre: M emoir shared by: Robert, Miami

In 2005, a century later, James Bradley traveled in the wake of Roosevelt’s mission and discovered what had transpired in Honolulu, Tokyo, Manila, Beijing and Seoul. Source: jamesbradley.com/the-imperialcruise.htm

The Bible tells us that the human heart is an “idol-factory,” taking good things and making them into idols that drive us. In Counterfeit Gods, Keller applies his trademark approach to show us how a proper understanding of the Bible reveals the unvarnished truth about societal ideals and our own hearts. This powerful message will cement Keller’s reputation as a critical thinker and pastor, and comes at a crucial time—for both the faithful and the skeptical. Source: www.counterfeitgods.com

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On the eve of his death, Enzo takes stock of his life, recalling all that he and his family have been through: the sacrifices Denny has made to succeed professionally; the unexpected loss of Eve, Denny’s wife; and a few more struggles. In the end, despite what he sees as his own limitations, Enzo comes through heroically to preserve the Swift family, holding in his heart the dream that Denny will become a racing champion. A heart-wrenching but deeply funny and ultimately uplifting story of family, love, loyalty and hope, The Art of Racing in the Rain is a beautifully crafted and captivating look at the wonders and absurdities of human life ... as only a dog could tell it. Source: www.garthstein.com/arr volu me 1, is s u e 3 2010

CITATIONAIR TransporTaTion soluTions for Today’s JeT Travelers story: james wynbrandt | photography: citationair

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It’s fIttIng that the company’s new slogan Is “Where you belong.”

Because, with the completion of its acquisition by Cessna Aircraft Company this past February, CitationAir by Cessna is where it belongs: as a wholly owned subsidiary of the company that makes and maintains all the jets it flies. “We fly only Citations, and our affiliation with Cessna ensures our customers know that we are here to stay,” said CitationAir CEO Steve O’Neill, explaining the benefits of ownership by Cessna. CitationAir by Cessna is the former CitationShares, the fractional ownership company Cessna purchased from Wayfarer Starshares in 2000 in partnership with Tag Aviation. Over the intervening decade, CitationAir changed to meet evolving customer needs. Today, in addition to its CitationAir Jet Shares fractional ownership program, the company, based in Greenwich, volume 1, issue 3 2010 | 13

Conn., offers the CitationAir Jet Card, CitationAir Jet Management services and CitationAir Corporate Solutions. Now CitationAir has updated, upgraded and integrated these offerings, transforming the company into a complete transportation solutions provider. “We have been working on this new financial and operational model for the past year,” said O’Neill. “It will completely change the way this business is done.”

flying The new CiTaTionair Model CitationAir’s new business model creates synergies that lower costs and enhance value for all of its customers. First, the model greatly minimizes a major drawback of traditional fractional ownership programs: the need to use charter aircraft to meet demand during peak travel times. Using third-party charters adds expense and compromises the consistency of the travel experience. CitationAir, however, has aircraft available in-house through its customer-owned, managed aircraft, greatly lowering the cost and drastically reduced the service inconsistencies of using outside charters. Meanwhile, the revenue generated by owning a CitationAir Jet Managed whole aircraft and allowing it to be used to fly other CitationAir customers can defray operating costs for owners, making ownership a more attractive option for potential Citation buyers. Additionally, the business model enables CitationAir to offer corporate customers that need supplemental lift all-inclusive, predictable, one-way pricing. With a critical mass of demand and proprietary scheduling tools, CitationAir minimizes its empty legs, increasing efficiency and reducing costs. The arsenal of access options also makes CitationAir a valuable platform for selling the Cessna brand, and the opportunity to capitalize on that potential was a major factor behind Cessna’s purchase of the company, according to Cessna Chairman, President and CEO Jack Pelton. “Cessna’s ownership of CitationAir allows us to better communicate that Cessna offers the full range of transportation solutions, from jet cards and jet shares all the way through to whole aircraft ownership,” Pelton said. CitationAir is coming off the heels of a rebranding campaign—hence the new name, adopted in October 2009—to let potential customers know that whatever jet solution they need, CitationAir is where they belong. Market research conducted as part of the campaign uncovered an interesting fact: Among customers and other private jet travelers, CitationAir pilots were known for their snappy suits and bright yellow ties—and for the outstanding service associated with those outfits. 14 |

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“it’s rare when you can use the language of your customers to describe a service, and that came to exemplify our standard.” —Woody Harford Senior Vice President, Chief Revenue Officer

“People told us, ‘When I saw that yellow tie, I knew I’d be well taken care of,’” said Woody Harford, senior vice president, chief revenue officer. As a result, CitationAir’s highly regarded customer care program has been renamed “Yellow Tie™” service. Said Harford, “It’s rare when you can use the language of your customers to describe a service, and that came to exemplify our standard.”

CiTaTionair prograMs in aCTion Current customers will see little difference in their CitationAir experience. The fleet retains the four popular Citation models—the Bravo, CJ3, XLS and Sovereign— providing a range of aircraft options, from small-cabin to super-mid-size. Account managers will continue to handle all of their travel needs. And flight activity is still managed from CitationAir’s state-of-the-art Operations Center, where dispatchers, meteorologists and customer service agents oversee nearly 100,000 flight hours of activity each year. But customers are apt to notice the greater flexibility resulting from the retooled access programs. Take CitationAir’s Jet Card product. Many other card products offer low rates to customers who agree not to fly on peak travel days. In contrast, CitationAir lets cardholders fly any day they wish, giving them low rates for non-peak

CitationAir’s pilots represent the highest level of excellence in the industry with an average of more than 8,000 hours of flight experience. CitationAir pilots take great pride in delivering superior service to their clients and their client’s passengers on each and every flight.

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CitationAir’s fleet is made up exclusively of Cessna Citation jets. They’re the world’s most popular private jets and are known for their safety, reliability, comfort and great value.

travel and charging market rates on the 10 highest-demand days. That equates to charges as much as 24 percent lower than competitors’ rates 355 days per year.

other aircraft in the fleet as available, and buy incremental flight hours at special rates should flight time needs exceed their anticipated demand.

For enhanced flexibility, CitationAir has introduced a Fleet Jet Card, providing guaranteed access to any of the four type of aircraft in the fleet on a per-flight basis, for only 10 percent above the non-peak Jet Card hourly rates.

Citation owners will find attractive opportunities in CitationAir’s Jet Management services—in addition to eliminating the responsibilities of ownership and generating charter income. If their aircraft is undergoing maintenance or is not suited to a particular flight, owners have access to the entire CitationAir fleet, and can even use multiple aircraft simultaneously. Owners will also see insurance premiums, crew training expenses and fuel costs drop, as they enjoy the low rates reserved for large fleet operators.

The savings of flying on low-demand days have also been incorporated into CitationAir’s Jet Shares fractional ownership program. The 365-day option discounts off-peak travel while providing access every day of the year. Owners who don’t need to fly on peak travel days can get even lower rates by selecting the 335-days-per-year program. Moreover, Jet Share owners can upgrade and downgrade to

For corporate flight departments, the Corporate Solutions program provides a No Worries Guarantee, featuring anywhere/anytime service, a 12-hour callout for reservations, simultaneous use of multiple aircraft and the dependability that comes with the Cessna name. CitationAir crafts customized solutions for each company, all without a long-term commitment, capital expenditures or complicated contracts.

The CitationAir Jet Card is the first of its kind. This card offers significant savings 355 days per year, while still delivering you guaranteed 365day access. 16 |

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CitationAir’s proprietary flight management system enables its Operations Center team to plan and monitor customer trips for maximum safety and comfort.

CitationAir strives to provide unsurpassed levels of service, safety and flexibility with all of its interactions with customers.

doing More for CusToMers, and The CoMMuniTy CitationAir’s strategic alliances bring more value to customers through exclusive offers and discounts on premium goods and services, while also enabling more travelers to experience the CitationAir difference. The new PrivateConnect program with British Airways, for example, gives the airline’s customers access to the CitationAir fleet at hourly rates when connecting with a BA flight, or whenever flying within North America. CitationAir also remains committed to its responsibilities as a corporate citizen, including its support for the Corporate Angel Network and for relief efforts in Haiti through the International Humanitarian Aid Foundation. The company’s

relationship with TerraPass provides customers the option of purchasing carbon offsets for their flights, helping fund clean energy and carbon-reduction initiatives. CitationAir and Cessna have both shown they can meet the changing needs of today’s private jet travelers. Their strengthened relationship underscores CitationAir’s determination to be the premier provider of jet transportation solutions today as well as tomorrow. “With more than 80 years in the aviation industry, Cessna has proven itself as both a business leader and an industry leader,” said O’Neill. “We’re proud to be part of that legacy.”

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technology structural testing

STRUCTURAL INTEGRITY story: julie boatman filucci | photography: cessna visual media group

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YOU MIGHT WONDER WHY so many Cessna airplanes are still flying after decades in service—around the world and in a fistful of tough environments.

to the Skycatcher program even though they were not required by ASTM standards.

One of the keys to that longevity and robustness is Cessna’s structural testing program. While aircraft manufacturers are required to do a certain amount of fatigue and drop testing to meet minimum standards for FAA certification, there can be significant variation in how that testing is achieved. The certification standards are outlined in Part 23 of the Federal Aviation Regulations (FARs) for aircraft in the normal, utility, aerobatic and commuter categories weighing less than 12,500 pounds. Most Cessna aircraft are certified under Part 23, though several members of the Citation family are certified under Part 25 for transport-category aircraft, and the Model 162 Skycatcher was designed to meet American Society for Testing and Materials (ASTM) compliance standards for light-sport aircraft. You’ll want to know, though, that Cessna applied many Part 23 testing processes

Interpreting FARs is not always straightforward, so the FAA has also released an advisory, “Airframe Guide for Certification of Part 23 Airplanes,” which goes into more detail on how to comply with the regulations in Part 23. Want to certify your own airplane? There’s your handbook!

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Cessna’s early marketing demonstrated to the public the robustness of its aircraft by a series of now-famous photographs featuring Cessnans standing on an airplane’s wings.

In general, a structural testing program evaluates the static loads (what an airplane or its components can withstand when not in motion) and includes cyclic or fatigue testing (to simulate what an airplane experiences in flight and over its forecast life cycle). Drop testing is also used to evaluate certain structures that must withstand impact, such as landing gear. In the early days, Cessna engineers used what to modern eyes might seem like rather humorous methods of static load testing. Cessnans volume 1, issue 3 2010 | 19

technology structural testing

The Model 162 Skycatcher had special test fixtures built that enabled Cessna to perform structural and drop testing well in excess of ASTM minimum requirements.

piled sandbags upon wings and measured the largely visible results as failure-inducing loads were met—one photograph shows more than 15,000 pounds of sandbags and men on one set of cantilever wings in testing. Another famous aircraft manufacturer, Douglas Aircraft Co., used a steamroller to test the load-carrying capabilities of the DC-3 wing during its development in the early 1930s. In a famous publicity shot that still circulates, employees are pictured gathered on the wings of the Cessna Model 140, advertising its strength.

development. A great example of that is the floating test article setup. It’s been developed within the last 20 years on the Citation side of the house to more accurately and efficiently simulate real-life flight conditions—which can combine multiple loads in a dynamic fashion—and is now used to evaluate all new Cessna aircraft.

Clearly, more modern methods are used in 2010—and with more than 80 years of history on our airplanes and more than 190,000 built, we’ve seen the results of thousands of life cycles on Cessna aircraft. We learn from observation of what fails and when, and this informs the structural testing process. Today, modular fixtures that look like giant erector sets are the visible backbone of structural testing. They are used to contain the airframe and test equipment and are tailored to fit a specific airplane.

The floating test article setup tests the airframe with fully balanced load conditions, and it requires complex load controllers, hydraulics and programming—easily within the capabilities of Cessna’s in-house structural test group, located on the company’s Wichita, Kan., campus. For example, a maximum wing up-bending case is combined with engine, passengers, baggage and horizontal tail down loads. “The load is applied to the wing, and all other reactions are in place throughout the structure,” said Joel Heck, structures supervisor during the static testing phase of the Model 162 Skycatcher program. “During the test, all of the forces of the cylinders sum to zero, and the article is ‘floating.’”

Cessna has also learned a great deal from the development of transport-category jet aircraft, and engineers use those findings to inform methods and processes for single-engine

Looking at the Skycatcher test program as an example, five test articles were produced for development. Test articles used for structural testing are named for their position in

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Cessna conducted drop testing on the Skycatcher’s landing gear to ensure durability in the flight training environment. volume 1, issue 3 2010 | 21

technology structural testing

the overall aircraft development program, along with the articles used for flight test and other processes. Therefore, the numbers that denote each article follow in sequence but aren’t normally named “1, 2, 3.”

is targeting the training segment,” Heck said. Test Article No. 9 will be used for cyclic fatigue testing (due in the latter half of 2010), which is expected to validate the design service goal of 10,000 hours for the Skycatcher.

The first test article, Test Article No. 3, was a full airframe used for all static testing on the program. ASTM does not require a fatigue or damage tolerance evaluation of the structure, but it was critical to Cessna to conduct this testing phase. “Design for fatigue and damage tolerance was implemented to ensure that we deliver an economically robust product to market—especially since [the Skycatcher]

Test Articles No. 12 (nose gear) and No. 16 (main gear) were used for landing gear drop tests. These dynamic tests are required by Part 23 regulations—so Cessna always completes these phases during single-engine development programs. ASTM does not require drop testing for lightsport-aircraft compliance. For an airplane going into the flight training market, however, Cessna felt again that

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it was crucial to perform these tests to ensure a robust airplane that could handle what student pilots dish out. The structural test group designed a lightweight carriage for one of the drop towers to accommodate the Skycatcher program, and all drops were recorded on high-speed video and using instrumentation to collect data.

ASTM category limits. The wing development test article helped the Skycatcher program team evaluate the design, essentially taking the design as it was modeled in the computer and comparing it to actual test data. The wing spar design differs from those of legacy Cessna singleengine aircraft, reducing cost and simplifying the assembly.

One more special test article was incorporated into the program: the wing development test article. When you fly the Skycatcher, you’ll note the efficiency of the wing, as well as the combination of great low-speed handling characteristics and a maximum cruise speed that meets

So when Cessna affirms that it went the extra mile in building the Skycatcher to last, it certainly has the test data to prove it. Cessna’s Citation X undergoes wing upbending testing in a structural test fixture.

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CARAVAN

edited | richard coe photography | cessna historical archives

25 Years

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25 Stories volume 1, issue 3 2010 | 25

FOR 25 YEARS, the Caravan has proven its remarkable versatility—enriching, enhancing and even saving lives. We gathered here 25 stories from past Cessna magazines and newsletters that illustrate a fraction of what the plane can do. 1. The Caravan’s ruggedness and adaptability were highly valued attributes for Nor-Alta Aviation’s operations into Northern Alberta, Canada.

Business travel. Get-tos and getaways. Skydiving. Deep-sea ﬁshing. Or just carving some clouds. The Caravan has rescued lions. It’s fought ﬁres. It’s protected the Olympics. It’s brought desperately needed supplies in humanitarian missions. What these 25 stories capture is a slice of the spirit of a plane—and its owners.

1. AIR AMBULANCE AND TRANSPORT IN NORTHERN ALBERTA CARAVAN NEWS: 2007

It wasn’t uncommon for Nor-Alta Aviation pilots to make a low pass over some of their regular runways in Northern Alberta to chase away the buffalo grazing on the airstrip. The company provided air services in the Peace River country—on the fringes of the oil sands areas of the province. Nor-Alta offered passenger and freight transport and had a contract to provide air ambulance services in the region. “Like any remote area, people are always needing emergency medical services in the north, and our Caravans are uniquely equipped to diminish suffering and to actually save lives,” said Nor-Alta General Manager Jake Fehr.

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2. SEARCHING FOR MINERALS

3. SNIFFING OUT BOMBS

CARAVAN NEWS: 1996

CARAVAN NEWS: 2002

John Seibert used to get strange looks when he asked if he could cut holes in people’s planes and fly them to South America. When he joined LCT Inc. of Houston, it was his idea to turn Caravans into platforms for gravity and magnetic searches. Using specialized equipment, LCT was able to detect tiny fluctuations in the earth’s gravitational field to map the geology of a region.

The Sky Research Caravan ﬂew with a 16-foot boom extending out from its tail. The boom was a hightemperature magnetometer that, for short, was called a SQUID, or superconducting quantum interference device. What it was good at was ﬁnding unexploded bombs from the air. Sky Research, located in Ashland, Ore., has also worked on synthetic vision technology, which could help pilots locate wake turbulence or objects endangering them on a runway. The company was testing sensors on the Caravan to create a real-time display, color coded for danger.

The planes ﬂew above the Arctic Circle and along the equator. The Caravan had ample space, and the people inside stayed comfortable, no matter how extreme the clime. They stowed all their computers, a sectioned 30-foot antenna and personal gear, transported the technicians and still got a range of 1,000 nautical miles.

3. left: Infrared night view of the Sky Research Caravan as it appeared on the synthetic vision display. right: The bomb-sniffing boom extending from the rear of Sky Research’s Caravan helped the U.S. Army Corps of Engineers clean up former military operations areas. volume 1, issue 3 2010 | 27

4. TSUNAMI RESCUE CARAVAN NEWS: 2005

When the tsunami disaster hit the Indonesian coast in 2004, Susi Pdjiastuti and her husband were transporting lobster and shrimp from Java to Singapore. They quickly switched to round-the-clock relief ﬂights transporting personnel and supplies to remote areas of Indonesia. Thousands of people faced possible starvation. The couple’s ambition to revolutionize delivery of fresh Indonesian ﬁsh with their two Caravans was put on hold. Disaster relief became the business plan. The capacity of the couple’s two planes combined with their ability to take off and land on reduced runways paid off many times over.

5. THE PERFECT COMPANION FOR THE SOUTH POLE CARAVAN NEWS: 2002

Trying to get to the South Pole with solar power? What comes along as support? First choice: a ski-equipped Caravan. Back in 2002, Australian 28 |

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adventurer Dick Smith was planning his solar-powered pole trip. He tested his specially outﬁtted Caravan with touch-and-gos on a glacier in New Zealand. The hydraulically operated ski system performed just like he expected: perfectly. Smith was a devoted Caravan fan. “Utter dependability is a minimum requirement in any aircraft here,” he said. “The Caravan is beautifully simple and functional, so you see Caravans all over Australia.”

6. THE GOVERNOR’S PLANE CARAVAN NEWS: 2006

With an Oasis executive interior, a Grand Caravan can move people in comfort—including a state governor. West Virginia Gov. Joe Manchin found the state’s Grand Caravan an ideal way to meet his commitments around the state. The cabin gave him enough room to spread out and relax and make last-minute changes to his next speech. A private pilot himself, Manchin said: “Piloting is a welcome diversion for me. It’s a great

stress reliever. I get all caught up in ﬂying, and it takes my mind off other things for a while.” When needed, West Virginia’s Grand Caravan also provided a swift way to move the state’s bomb squad robot where it needed to go.

7. A HAVEN FOR GOLFERS IN NEBRASKA’S SANDHILLS CARAVAN NEWS: 2006

Golfers came to The Dismal River Club, a golf resort in Nebraska’s Sandhills, for the course. But the club’s Caravan was a unique amenity that drove membership. “We’ve added memberships just on the basis of having the Caravan,” said General Manager Dick Burtness. “Some have joined before even coming out and seeing the club.” With exclusive access to the Caravan, golfers got their trip to the club shortened by hours. And after landing on the course’s grass strip, guests and members could be at the tee in minutes.

this page: 7. The Dismal River Club equipped its Caravan with the Oasis executive interior, custom designed to complement the Sandhills experience. opposite page, left: 4. Pdjiastuti’s Caravans were much sought after by relief organizations to carry in medical supplies and transport the injured. middle: 5. Dick Smith’s ski-equipped Grand Caravan was developed to support an expedition to the South Pole in a solar-powered aircraft. right: 6. West Virginia’s Grand Caravan not only transported state personnel, including the governor, it also flew the state police’s remote-controlled bombdisarming robot and hauled fish for the state’s Division of Natural Resources. volume 1, issue 3 2010 | 29

8. On a mission: MAF’s Caravans operate almost exclusively from difficult, unimproved airfields in Zaire and Indonesia.

8. MISSION: ZAIRE AND INDONESIA

10. NECON AIR, TRANSPORT FOR THE HIMALAYAS

CARAVAN NEWS: 1996

CARAVAN NEWS: 1998

Mission Aviation Fellowship (MAF) in Zaire operated the 10th Cessna Caravan built. It hit 8,500 ﬂying hours in 1996 after delivering missionaries, workers and tons of cargo. The mission’s Caravan played a vital role in establishing and maintaining the African nation’s network of eight blood transfusion centers. No. 10 kept adding up hour after hour of reliable service even after a decade of ownership. MAF also ran two Caravans in Indonesia, at times loading up to 2,000 pounds of rice per ﬂight. “The Caravan carries a ton, literally,” said MAF pilot Perry Pust.

The Himalayan mountains don’t make it easy to develop a road network. One solution: Take to the air. Caravans became the backbone of Nepal’s premier domestic airline, Necon Air, in the 1990s. Most runways were dirt or gravel. They were short, less than 2,500 feet in many cases. Then there’s the altitude: “Low” is 6,200 feet above sea level. Necon transported people and supplies, almost always at maximum gross weight. It also used its Caravans to search for lost mountaineers at altitudes up to 26,000 feet. Caravans got it done.

9. BIRD DOGS FOR WILDFIRES

11. LIFELINE IN ALASKA

CARAVAN NEWS: 2008

Canada’s Conair Group Inc. used three Grand Caravans to lead the way to wildfires. The Caravans acted as spotters—orbiting the flames and guiding in water drops or ground teams. The Grand Caravans got in the air first when a wildfire call came in. They set up the runs for air tankers, testing the areas to ensure the tankers could get in, drop their loads and get out safely. They were airborne mission control. “After this type of flying, I really don’t know why anyone would want to fly for the airlines,” said Conair pilot Randy Ross.

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CARAVAN NEWS: 1995

9. On a fire call, the “bird dog” aircraft was airborne within minutes and determined the fire location, size and nature. Once the site was assessed by the air attack officer, who rode right seat in the Grand Caravan cockpit, the pilot directed the entire land and air firefighting operation.

Caravans are a lifeline for so many people and communities. That’s what Bering Air provided to 35 remote Alaskan villages and to cities in the Russian Far East. Every year in the mid-1990s, Bering’s planes delivered 80,000 people, 7 million pounds of mail and 3 million pounds of cargo to villages in northwestern Alaska and Russia. The Caravan handled the unprepared landing areas. Best of all, company President James Rowe said, “with Alaska’s extremes of weather, the Caravan stayed warm.”

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12. FedEx was Caravan customer #1, testing the aircraft’s reliability and utility through millions of demanding flight hours. They allowed FedEx to expand its signature overnight service.

12. FEDEX CARAVAN NEWS: Need year

When it absolutely, positively has to be there overnight, fly it by Caravan. FedEx was the first Caravan customer and has racked up millions of flight hours in hundreds of Caravans and Super Cargomasters flying packages between hub and outlying airports. Baron Aviation Services in Vichy, Mo., used its five Caravans to haul everything from BMW parts to fresh fish as a FedEx carrier.

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14. Royal Rainmaking Project Chief Pilot Wichian Vorachat (left) together with pilot Mon Sudasna Na Ayudhya flew Thailand’s Caravans into clouds to spark rain activity.

13. NO ORDINARY CHARTER CARAVAN NEWS: 2005

Easton Aviation of Maryland grew from a pilot training facility to a charter operation with two Cessna Skylanes and a Grand Caravan. Traveling from Dulles International Airport to Easton took at least a couple of hours by car. And gridlock around Washington, D.C., could make it an unpleasant couple of hours or more. In the Caravan, the same trip was barely 30 minutes. There was enough room to get up and move around, and the Oasis interior added to the comfort. Club seating. A refreshment center. Video screens. A private ﬂushing toilet. In short, outﬁtted with Oasis, the Caravan was no ordinary charter.

15. Air Wemindji’s Caravans were called upon in all seasons to deliver a diverse array of people and cargo to hard-to-reach destinations in Northern Quebec, Canada.

14. MAKING RAIN CARAVAN NEWS: 2005

Caravans can do almost anything, perhaps even make it rain. When Thailand was suffering from a terrible drought in 2005, eight Caravans ﬂew daily to seed the clouds as part of the Royal Rainmaking Project. King Bhumibol Adulyadej developed a “Super Sandwich Technique” of using two aircraft to seed warm and cold clouds at high and low altitudes. More than 2,000 cloud-seeding sorties were ﬂown. The Thailand Ministry of Agriculture reported success in easing the drought in many areas.

17. Kate Fitzwilliams of the International Crane Foundation and pilot Jeff Kohler loaded a crane-transportation crate into the Caravan. Their efforts helped bring the cranes back from near extinction.

15. CARAVANS FOR ALL-TERRAINS

16. OLYMPIC-LEVEL SECURITY

CARAVAN NEWS: 1995

CARAVAN NEWS: 2001

In 1995, if you wanted to go anywhere north of the 48th Parallel in Quebec between October and June, there were three ways to get there: by foot, by dogsled or by airplane— specifically, one of the Cessna Caravans operated by Air Wemindji. Air Wemindji’s fleet included Caravans equipped with wheel skis, standard wheels and floats, allowing them to land almost anywhere, any time of year.

For the Summer Olympics in Sydney, the police picked Caravans to enforce airspace restrictions and ﬂight security zones. There were no major incidents, but there were still about 30 breaches of the buffer zones for the restricted airspaces. Air trafﬁc controllers steered most of them away. Three aircraft did infringe on the restricted areas, and fortunately were not there to cause trouble. Fixed-wing aircraft were also used to enforce airspace security at the Olympics in Atlanta, Barcelona and Los Angeles.

17. SAVING BIRDS CARAVAN NEWS: 1997

The International Crane Foundation helped bring whooping cranes back from near extinction. And Wisconsinbased Windway Aviation played an important role. Windway used a Caravan to transport live birds. Before the company donated its Caravan to the foundation, the live birds were at the mercy of commercial airlines. Sometimes birds died in transit. Cranes are tall—some standing 5 feet. The Caravan had enough room to allow birds in their crates to migrate to their new homes safely.

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18. A PERFECT PLANE TO JUMP OUT OF

21. BRAZILIAN AIR FORCE

22. FLYING INTENSIVE CARE

CARAVAN NEWS: 1998

CARAVAN NEWS: 1989

CARAVAN NEWS: 2004

Capacity for 18 skydivers made the difference between having a business and having a profitable business for Aeroteam Aviation Gmbh of Mengen, Germany. The company operated one Grand Caravan based out of Mengen to shuttle customers up and out at 15,000 feet over areas of Europe. On average, the company could make three trips per hour. “Its 18-jumper capacity makes the Grand Caravan the best thing ever to happen to our business,” said Flight Operations Manager Joachim Wirths. “You can’t make a profit flying anything but the Caravan.”

The Brazilian Air Force has operated a small fleet of Grand Caravans to patrol its borders, keeping an eye out for drug traffickers and insurgents. Brazil shares a 600-mile border with Colombia, which has, at times, been torn apart by drug wars. Clandestine traffic would attempt to slip through the jungles of the Amazon. Eight Caravans were brought in to provide a reliable way to quickly reach remote areas.

Oklahoma City turned to the Caravan to provide urgent transport for cardiac patients. For patients, it could mean the difference between a ﬁvehour trip by ambulance or 1½ hours by air. And for heart patients, those minutes could matter. Physicians with Oklahoma Cardiovascular Associates also used the plane to ﬂy more than 2,600 miles a month to more remote towns, giving patients access to the care they needed.

19. FLYING DOCTORS IN AUSTRALIA CESSNA CARAVAN: A 25-YEAR LOG BOOK, 2010

The Royal Flying Doctor Service of Australia began in 1928 in Cloncurry, Queensland. The problem: There were only two doctors providing care in an area of almost 2 million square kilometers. Though much has changed since then, delivering primary care and 24-hour emergency service continued to be a challenge. The service recently added two new Caravans to its ﬂeet. “The Caravan has a reputation as a tough, versatile and reliable aircraft and is ideally suited to our requirements in far North Queensland,” said Chief Executive Ofﬁcer, RFDS Queensland Section, Nino DiMarco.

this page: 21. The Grand Caravan fleet of the Brazilian Air Force (BAF) flew on border patrol missions, tracking drug traffickers and guerrilla insurgents. Plus, its payload capacity was a valuable tool when the BAF was commissioned to build entire villages in remote areas of the Amazon. opposite page, top: 18. With a door big enough for formation exits and oxygen for climbs to 20,000 feet, the Grand Caravan was a perfect plane for skydiving operations. middle: 19. Flying Doctors of Australia deployed Caravans to help deliver medical care to residents in remote areas of North Queensland, Australia. bottom: 20. The Hampton Island Caravan took off and landed on a 2,300-foot illuminated waterway, the only one of its kind in the United States.

23. A STABLE PLATFORM FOR MEDICAL EVACUATION CARAVAN NEWS: 1997

Bad airstrips. Emergency surgery in the back of the plane. Shuttling loads of doctors across Kenya. Those were the days and nights of African Medical and Research Foundation (AMREF) of Kenya, an emergency doctor service. AMREF found that the size and reliability of the Caravan effectively replaced three of its other planes. “The doctors have had to resuscitate heart-attack patients in ﬂight, and one actually had to do surgery on a critically ill patient in ﬂight,” said owner Jim Hayes. “Every pilot we have—even one initial skeptic—says the Caravan is the best plane we’ve ever bought for our operations.”

20. DEEP-SEA FISHING, THE CARAVAN WAY CARAVAN NEWS: 2005

There were many privileges of owning property at Hampton Island on the Georgia coast, perhaps none more alluring than the community-owned Caravan. The development’s Caravan Amphibian had a landing area and runway on an inland lake, complete with underwater lights for night landings. The most unique ﬂight for Hampton Island’s Caravan Amphibian was ferrying residents to boats already on station for deep-sea-ﬁshing trips. Scores of miles out to deep ocean were covered in minutes.

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25. Phinda Game Preserve’s veterinary surgeon needed to transport four grown lions, and the Caravan was the perfect vehicle for the job.

24. THE PLANE BEHIND THE PHOTO Cessna magazine: 2010

CESSNA CARAVAN: A 25-YEAR LOGBOOK If this article has whetted your appetite for Caravan lore, check out the rest of the story in Cessna Caravan: A 25-Year Logbook. The full-color, 80-page book is ﬁlled with photos and longer form prose on some of the Caravan’s most interesting missions. Order your copy today. Price: $25 www.cessnagiftshop.com

The plane flying behind the plane flying into the perfectly lit mountain pass or gorgeous sunset was most often a Grand Caravan. Cessna lightly modified a Grand Caravan for use as a photo ship on its myriad of photo missions documenting everything from Skycatchers to Citation Xs. Its reliability, flexible and expansive interior, and good speed capabilities made it the ideal platform from which to shoot still photos as well as film and video. The plane’s rotating seats and the two rear windows on both sides that opened in flight made capturing the beautiful and the thrilling more possible.

opposite page: 24. In some cases, what you don’t see is just as important as what you do see. Cessna has employed a specially modified Grand Caravan as the photo ship for most of its photo and video missions. Its size and speed allowed exceptional flexibility for multiple photographers to simultaneously capture breathtaking images of everything from Skycatchers to Citation Xs. 36 |

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25. RESCUING LIONS CARAVAN NEWS: 1999

Bringing lions back to areas in South Africa where they have been gone for decades took some help from a Caravan. Lions don’t respond well to drugs and long bumpy rides in ground vehicles. So when it came time to transport four grown lions to a preserve, a Caravan was the answer. The Conservation Corporation operation was planned for weeks to move one pride. The lions were darted at nearly the same moment and quickly loaded on to mats to avoid touching them. They were transported to the waiting Caravan, ﬂown to their new home and then driven to the release site. The ﬁrst lion relocation effort worked; a second soon followed.

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the ART of EXPLORATIONS Art Mortvedt calls the Alaskan wilderness home, but it’s even more remote locales that fuel his passion for nature, science and flying.

story: pia bergqvist | photography and video: patrick endres To Art Mortvedt, the word “remote” does not signify a small box covered with buttons that controls a television set.

Remote is where he lives and works. Mortvedt and his wife, Damaris, live in a beautiful log home on tranquil Selby Lake. Together, they run a lodging business. Three hundred miles northwest of Fairbanks, Alaska, 200 miles from the nearest road and 50 miles from the nearest neighbor, this place is far from civilization—accessible only by foot or float- or ski-equipped plane. And, as if Selby Lake isn’t remote enough, Mortvedt is getting ready to embark on a journey to the North Pole with nothing but his faithful single-engine companion—the Polar Pumpkin.

Art Mortvedt and his Polar Pumpkin at home in the Brooks Range of the Alaskan wilderness. Both are suited up and ready to embark on their next journey together—this time to the North Pole.

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Mortvedt’s Peace of Selby Lake Wilderness Lodge is a unique take on a fly-in resort. In the winter, Mortvedt lands his ski-equipped Polar Pumpkin on the lake’s 46-inch-thick ice. In summer months, he and his guests fly into the lodge in float-equipped aircraft, including his other airplane, a Cessna 180.

The Polar Pumpkin is a Cessna 185 Skywagon that was painted bright orange to be easily spotted in the white, barren landscape of the Antarctic. For several years, the Polar Pumpkin was employed there, piloted two austral summers by Mortvedt flying freight, scientists and sightseers to the southernmost points on our planet. During those years, Mortvedt developed a plan. He wanted to fly his Skywagon to the North Pole as well, to collect scientific data. He found several opportunities to help scientists with their research, and on his northernmost flight, he will collect data for three different purposes. Mortvedt will take low-level photographic images at specific latitudes and longitudes. These photographs will be compared with satellite images to verify their accuracy. The Polar Pumpkin will also be equipped with a hyperspectral imagery camera that senses light reflection at different wavelengths to collect data for NASA’s Marshall Space Flight Center. 40 |

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But the data collection that excites Mortvedt the most is done with a new, revolutionary laser mounted on the Polar Pumpkin that may shed light on climate change. “Global warming is a very controversial subject,” said Mortvedt. “Some scientists say, ‘Bah humbug—global warming is nothing to worry about,’ while others believe it’s a real problem. My goal is to collect as much specific data as possible to help clarify this debate.” The new laser technique is being developed by Birgit Sattler, Ph.D., from the University of Innsbruck in Innsbruck, Austria, and Michael C. Storrie-Lombardi, M.D., from the Kinohi Institute in Pasadena, Calif., to measure microbes in ice environments. The technique was employed during an expedition attended by both Sattler and Mortvedt in 2008. Termed the laser-induced fluorescence emission (L.I.F.E.) imaging system, this method detects tiny microbial communities living in ice. “In times where global warming is proceeding, microbes

living in ice sheets are more active due to the increased amount of liquid water, the prerequisite for life,” said Sattler. “This increased activity leads to an enhanced production of organic carbon, hence contributing to the global carbon budget.”

understand them and then live with them. He is dedicated to nature and its very sensitive character. I do not know many people who feel the pulse of nature as he does. He and his wife, Damaris, are very, very special people who are crucial for sustaining sensitive environments like ice.”

It may also be possible to use new laser techniques to look for signs of life in the polar regions of Mars and frozen regions of other planets. “I’m very keen on outer space, and if I can help develop a sensor to detect life in outer space, I’m very excited about that,” said Mortvedt. And the system neither damages the studied organisms nor disrupts the microbial community or the surrounding ice matrix.

Mortvedt’s love for the wilderness was sparked at an early age growing up in Stanton—a town of 500 people in rural North Dakota. His father—an avid outdoorsman— trapped fur-bearing animals, and was also a commercial catfisherman. His connection to the outdoors rubbed off on his son.

This nondestructive method of scientific study hits close to home for Mortvedt, as his life has been dedicated to living in harmony with the environment. Sattler, who has worked with Mortvedt on two Antarctic expeditions, said: “He knows what it takes to work in these environments, and he is not fighting against these extreme conditions, but tries to

The introduction to aviation, however, was not made by his father. Mortvedt was a young boy when, one day, a pinball machine serviceman by the name of John Morton landed his Aeronca Champ in a cow pasture near Stanton. Mortvedt followed the flight of the plane to its nearby landing site on his bike and met Morton, who asked the young boy if he wanted a ride in his airplane. “Man, did I want a ride! volume 1, issue 3 2010 | 41

I jumped into the Champ, took off from the cow pasture and flew around a bit with John Morton totally unbeknownst to my parents,” Mortvedt said. Mortvedt’s love of flying continued to be fed while attending Dickinson State University, where he was awarded a flying scholarship from a private individual. Unfortunately, the scholarship didn’t pay for the whole license, and Mortvedt’s dream of becoming a pilot was put on hold until he moved to the remote areas of Alaska, realized the necessity of flight and decided to purchase an airplane. After conferring with some pilot friends, he decided to purchase the airplane that initially sparked his interest in aviation— an Aeronca Champ. With no electrical system, it was the simplest, lightest, most powerful airplane he could buy. Mortvedt put a “wanted” ad in Trade-A-Plane and found a beautifully painted 1957 7EC Champ in Atchison, Kan., that met his requirements. In a 2002 interview with Bill Schneider from the University of Alaska, Mortvedt explained: “I told the guy I would be back in a month with a license to pick up the plane. I went to Falcon Field in Mesa, Arizona, flew twice a day and studied hard. In 28 days, I had my license and went back to Atchison to pick up the plane. I gassed up the plane and made sure when I took off no one was around so if I crashed nobody could witness this event. And I took off for Alaska with my new airplane.”

a reputation [for] carburetor ice. The engine in the 185 has no carburetor, since it is fuel injected. And lo and behold, the Polar Pumpkin came up for sale,” said Mortvedt. “It was in an aero club in Chile and was transported by ship to California. The Canadian registry was removed, and I picked a new registration number—N90SN—which stands for ‘north 90 degrees, south to north.’” Mortvedt‘s passion for polar flight also includes its history and its pioneering pilots. One of his biggest aviation heroes was a like-minded explorer, Bernt Balchen—who was from a small town in southwest Norway, the area from which Mortvedt’s family emigrated. While there is a lot of controversy over the historical accuracy of the first flight over the poles, many sources indicate that Balchen was

And though Mortvedt had a special relationship with the Champ, there are many reasons why the Skywagon is his airplane of choice today. “It’s much like an automobile station wagon, Mortvedt said.” “The amount of equipment you can haul safely is amazing, and the power-to-weight ratio is perfect or as good as I’ve ever seen. The quality of construction is great, and the long-range tanks give you a lot of options. It’s a battleship of an airplane.”

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Initially, Mortvedt had planned on taking his other aircraft, a Cessna 180, on the expedition, but, as he said, “I prefer to use the 185 over the 180 in cold weather, since the 180 has

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opposite page: top left: When you fly over and into the remote destinations that Mortvedt frequents, it’s best to be prepared for the worst. Backing up his more familiar navigational aids is this sextant/astro compass mounted to the top of the Polar Pumpkin’s glare shield. top right: The Brooks Range as seen from the right seat of the Polar Pumpkin. middle right: The Peace of Selby Lake Wilderness Lodge and the towering peaks of the Brooks Range are the backdrop to a typical spring departure for the Polar Pumpkin. bottom: The cockpit of the Polar Pumpkin is an eclectic mix of the old and new, with a modern handheld GPS and laptop computer connected to a hyperspectral imagery camera from NASA, supplementing an array of traditional round-dial gauges and radios. this page: top: At home in his lodge, Mortvedt wears a number of hats, including cook. bottom: Rustic may be the term that best describes the Peace of Selby Lake Wilderness Lodge. volume 1, issue 3 2010 | 43

One more special test article was incorporated into the program: the wing development test article. When you fly the Skycatcher, youâ&#x20AC;&#x2122;ll note the efficiency of the wing, as well as the combination of great low-speed handling characteristics and a maximum cruise speed that meets

So when Cessna affirms that it went the extra mile in building the Skycatcher to last, it certainly has the test data to prove it. Cessnaâ&#x20AC;&#x2122;s CJ4 undergoes wing upbending testing in a structural test fixture.

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to sAy thAt Art Mortvedt is well trAveled would be A MAssive understAteMent. through one expedition or Another, he hAs truly trAveled to the fAr corners of the world And Most points in between—in MAny cAses piloting one of his own AircrAft. the MAp Inuvik Peace ofviA Selby shows just the plAces thAt he’s visited theWilderness polAr puMpkin or his other current AircrAft, A floAt-equipped cessnA 180. Old Crow (points on MAp Are ApproxiMAte) Alaska Circle

San Jose, Costa Rica

Whitehorse

Panama City, Panama Cali

Ecuador

Colombia

Fort St. John

Peru Arica

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La Serena

Concepciόn

Puvirnituq

Fort St. John

Manitoba

British Columbia

Lake Winnipeg

Argentina

Panama City, Panama Cali

Ecuador

Canada

Fort Nelson

Alberta

La Loche

Colombia

Ivujivik

Guayaquil

Puvirnituq Inukjuak Lima

Manitoba

Lake Winnipeg

Calgary Lethbridge

Ontario

Peru Arica

Quebec Waskaganish

TimminsAntofagasta Parent Beulah, ND Waskaganish Lethbridge Lincoln, ND Cut Bank, MT Billings, MT Hamilton Timmins Glenwood, MN Parent La Serena Oshawa Beulah, ND Bismarck, ND Three Forks, MT Billings, MT Lincoln, ND Cut Bank, MT HamiltonBozeman, MT Rock Falls, WI Glenwood, MN Oshawa Rock Falls, IA Skowhegan, ME Oshkosh,WI Bismarck, ND Chile Three Forks, MT Andover, MA Rockford, IL Bozeman, MT Rock Falls, WI Port Huron, MI Jamestown, NY Macomb, IL Rock Falls, IA Skowhegan, ME Oshkosh,WI Champaign, IL Bloomsburg, PA Concepciόn Andover, MA Rockford, IL Harrison, MO Rock Falls, IL Bristol, PA Port Huron, MI Jamestown, NY Macomb, IL Champaign, IL Bloomsburg, PA Philadelphia, PA Harrison, MO Rock Falls, IL Puerto Montt Georgetown, DE Columbus, OH Bristol, PA Lebanon, MO Philadelphia, PA Melfa, VA Columbus,Redlands, OH Lebanon, MO CAGeorgetown, DE Bristol, TN Richmond, VA Hot Springs, AR Melfa, VA Roanoke, VA Redlands, CA Bristol, TN Hawthorne, Richmond, VA Balmaceda CA VA Hot Springs, AR Raleigh, NC Roanoke, Austin, TX Hawthorne, CA Clayton, NC Mesa, AZ Raleigh, NC Austin, TX Clayton, NC Mesa, AZ Huntsville, AL Truth or Consequences, Pecos, TX Río Gallegos Huntsville, ALNM Truth or Consequences, NM Pecos, TX Las Cruces, NM Palestine, TX Junction, TX Las Cruces, NM Palestine, TX Junction, TX Huntsville, TX Punta Arenas Huntsville, TX Brownsville, TX Brownsville, TX College Station, TX Calgary

Ontario

Quebec

Puerto Montt

Mexico

Argentina

United States

Antofagasta

Chile

Alberta

Mackenzie River

Inukjuak

Hall Beach San Jose, Costa Rica

Great Slave Lake

Watson Lake Ivujivik

Canada

La Loche

Northwest Territories

Whitehorse

Great Slave Lake

Fort Nelson

Gjoa Haven

Nunavut

Yukon Hall Beach

Northway

Watson Lake

British Columbia

above: Mortvedt with his catch of the day, a giant lake trout from Selby Lake. top right: Mortvedt hunts for food, rather than sport. Here he’s pictured hauling the rack of a moose that he and a companion killed out of the backcountry on foot to his waiting Cessna 180. It took several flights and even more trips on foot to transport all the meat back to the Lodge. lower right: Prepared for the cold, Mortvedt’s beard shows the signs of another frozen adventure. opposite page, lower left: A surreal seascape lies behind Mortvedt in this photo taken during a hike on desolate South Georgia Island in the southern Atlantic. lower right: Following a six-day Antarctic blizzard, Mortvedt emerges from his tent to find blue skies and an unscathed Polar Pumpkin. upper right: Top secret. Mortvedt poses before the conning tower of an unnamed submarine that broke through the ice in the high Arctic Ocean. (photos courtesy: Art Mortvedt)

Circle

Nunavut

Mackenzie River

Kugluktuk

Old Crow

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Guayaquil

Lima

Cambridge Alaska Bay

Kugluktuk Manley Hot

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Yukon

Northway

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Manley Hot Springs Fairbanks

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ART’s TRAVELS

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College Station, TX Matamoros Tampico Veracruz Chetumal Belize City, Belize

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Cape Horn

Chetumal Belize City, Belize

Balmaceda Río Gallegos Punta Arenas Cape Horn 64°46´S, 64°03´W (Palmer Station)

75°55´S, 83°55´W (Siple Station) 80°S, 81°W 64°46´S, 64°03´W (Palmer Station) volume 1, issue 3 2010 85°S, 82°W 83°55´W (Siple Station) Queen Maud75°55´S, Land 85°S, 83°W 80°S, 81°W 77°51´S, 166°40´E (McMurdo Station) 85°S, 82°W 90°S (South Pole) Queen Maud Land

Antarctica

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and his Mortvedt ke. Selby La

ipped C float-equ

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the first to fly over both the North and South poles. On his upcoming North Pole mission, Mortvedt will carry the official Explorers Club Flag No. 53—the same flag carried by Balchen on his 1933 Ellsworth Transantarctic Expedition. While the North Pole is cold—winter temperatures average approximately minus 30 degrees Fahrenheit and summer temperatures about 0 degrees Fahrenheit—the climate should be no problem for the Polar Pumpkin with all its experience at the South Pole. Antarctic temperatures average minus 15 degrees Fahrenheit in the summer and an unimaginable minus 72 degrees Fahrenheit in the winter.

Mortvedt and hi Channel off the s wife, Damaris, in the Lemai re Antarctic coast.

Here he checks the integrity of the ice on Selby Lake prior to a flight.

hours of flight time, he also has a lot of experience with cold weather flying. “I have some idea what it’s like in the pack ice, as I used to live there,” Mortvedt said. “But one never really knows how thick the ice is until you get on the surface to drill a hole. The water [at the pole] is about 14,000 feet deep, so if anything goes to the bottom, it’ll probably stay at the bottom. Flying into deep snow, you can get very stuck, and when that happens, all you can do is get your snowshoes out and start packing a runway.” Other potential hazards are polar bears and the strong Arctic winds—especially when camping in a tent. During one of Mortvedt’s previous Antarctic expeditions, “the wind hit my tent and I was launched end over end.”

To find his way through the barren landscape, Mortvedt will use both a primary GPS and a secondary GPS. And in case both GPSs fail, the Polar Pumpkin is equipped with a sextant—a sun compass—so that he can find his way home. And with Mortvedt’s survival skills, finding his way home using a sextant would only get him closer to his fellow explorer Bernt Balchen.

Landing on snow and ice has many variables, and experience is key. “I am convinced that he can read the ice when he flies over it during his North Pole expedition,” said Sattler. Not only does Mortvedt have approximately 6,000

While some might say this journey reeks of adventure, Mortvedt disagrees. “I don’t like adventure; adventure is a sign of poor planning. I want to plan correctly and have everything go according to plan,” he said.

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Mortvedt is planning to depart for his polar expedition in the spring of 2011. He expects the journey to take approximately 30 days through northern Alaska and Canada to the North Pole.

From Russia with love. Mortvedt poses before a Russian orthodox cathedral.

Art-i-fActs Accolades wINNer oF LoweLL ThoMAS AwArd FroM The eXPLorerS CLUB oF New YorK, 2009 eLeCTed FeLLow oF The roYAL GeoGrAPhICAL SoCIeTY IN LoNdoN wINNer oF The GoLdeN hAwK AwArd— The hIGheST hoNor GIveN BY The ALUMNI ASSoCIATIoN To A GrAdUATe oF dICKINSoN STATe UNIverSITY, 2001

experience BUSh PILoT

INSTrUCTor

NATIoNAL PArK rANGer

STUdeNT oF eSKIMo ANd ALASKAN INdIAN LIFe ANd CULTUre

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owNer ANd oPerATor oF PoLAr eXPLorATIoN, LTd., ANd PeACe oF SeLBY wILderNeSS LodGe

TrAPPer ANd hUNTer SUrvIvAL CoUrSe

Flightography APProXIMATeLY 6,000 hoUrS oF FLIGhT TIMe IN SMALL AIrCrAFT

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The oceanic location of the North Pole keeps the climate moderate, but it creates other potential challenges for the Arctic aviator. Mortvedt will essentially need to find a floating piece of ice long and smooth enough to land and take off his airplane, and thick enough to support the 3,350-pound weight. Naturally, wheels are not an option. “I use two main skis and a tail-ski, which is important, since there is lots of weight on the tail—the tail needs to be kept off the crusty snow or you get stuck,” said Mortvedt. “I may use straight skis, as the retractable kind slows the plane down and adds weight. This winter, I will be trying various options to see what’s most efficient.”

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Mortvedt That’s his and the Polar Pum p beaver ha t draped kin at the South P over the c o eremonial le. pole.

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es s from th k ic r t g in e camp d up som ching in Zambia. e k ic p t d Mortve ho combat poa officers w

“Always prepared” is his motto. Mortvedt patrols a frozen Selby Lake by snowmobile, equipped with a rifle, ax, snow shovel and snowshoes just in case.

From Art Mortvedt:

Mortvedt would like to thank the people and institutions interested in aviation and polar science, particularly the Omega Foundation, Col. James Pritzker, Peter Kellogg, Bill Gruber, Richard Cordsen and the Geographical Society of Philadelphia, without which his expedition would not be possible. If you would like to learn more about his mission, visit www.polarflight90.com.

volume 1, issue 3 2010 | 47

Where the Fast Go Faster Reno—the spiritual home of American air racing.

story | aaron king and a. kevin grantham photography | scott germain, a. kevin grantham, aaron king and david leininger

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Brant Seghetti and his Unlimited class P-51, “Sparky,” cut it close to one of the 50-foot-tall pylons that mark the course at the Reno National Championship Air Races. (photo: David Leininger)

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Despite the hazards of flying 500 miles per hour just feet apart and yards off the desert floor, Unlimited-class racers often have long careers. Here and right, this F2G Super Corsair won the 1949 Tinnerman Trophy Race at the Cleveland Air Races and still competes at Reno in the hands of owner/pilot Bob Odegaard. (photos: Aaron King [left], A. Kevin Grantham [right])

Reno, Nev., is well known for its spectacular gambling casinos and nearby ski resorts, but each year—around mid-September—“The Biggest Little City in the World” is transformed into the mecca of air racing. Each year, approximately 210,000 racing fans from around the globe make the pilgrimage to Stead Field to see more than 130 aircraft compete in the Reno National Championship Air Races (RNCAR).

takes great pride in knowing that their venue is the only place on the planet where six separate classes of airplanes, ranging from small biplanes to powerful jets, can race around pylon courses mapped on the desert floor. It is not uncommon to see highly modified race planes fly by the Stead grandstands in excess of 500 miles per hour, earning the RNCAR the reputation of being “The World’s Fastest Motorsport.”

This transformation has been happening since 1964, making the Reno Air Races the longest-running event of its type in history. The events are managed by the Reno Air Racing Association (RARA). This group of racing devotees

The RNCAR traces its roots back to 1909, when France sponsored the first aerial competition near the city of Reims. Noted American aviator Glenn Curtiss won the contest in his Reims Racer by posting an average speed of 47.52 mph. In

1912, M. Jacques Schneider, a prominent French sportsman, established a racing event in his name with a financial prize to promote the development of the seaplane, which he believed was the future of transoceanic commerce. Winning the trophy quickly became a point of national pride as teams from France, Great Britain, Italy and the United States competed in many of the competitions staged between 1913 and 1931. A French Deperdussin seaplane won the first race, which was held off the coast of Monaco, with an average speed of 46.7 mph. The last contest in the series was hosted by Great Britain near the Isle of Wight in September 1931. There, a Supermarine S.6b floatplane posted a

winning speed of 340.08 mph. This was Great Britain’s third consecutive Schneider Cup victory. A few weeks later, the same S6.b pushed the world speed record up to 406.99 mph. In 1929, Los Angeles based promoters Cliff and Phil Henderson established the National Air Races, which ran for 11 annual meetings. This colorful period in racing history is considered “The Golden Age of Air Racing.” The success of air racing during the Golden Age is in part due to sponsorship from Thompson Products, Inc., and The Bendix Aviation Corp. Both of these aviation giants

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A T-6 race heads for the green flag with an “air start” in front of the main grandstands. (photo: A. Kevin Grantham)

With more than 3,000 horsepower under each cowling and extensive airframe modifications to enhance aerodynamic performance, Unlimited-class air racers now hit speeds in excess of 500 miles per hour over Reno’s 8-mile course. (photo: Scott Germain—Images of Light and Lift)

established trophies in their names along with major cash prizes in an effort to stimulate American aircraft development during the Great Depression. The Thompson Trophy was awarded to the winner of the closed-circuit pylon competition, whereas the Bendix Trophy, along with $10,000, went to the cross-country race victor. This was truly an inimitable period, when mere garage mechanics built custom air racing vessels that propelled legendary pilots like Jimmy Doolittle and Roscoe Turner to fame and fortune. The National Air Races was finishing its last laps in 1939 when the storm clouds that had been forming over Europe erupted in full-scale war. After World War II, a group of

businessmen, led by Fred Crawford, president of Thompson Products, put up the seed money to revive the National Air Races. The events were held in Cleveland during the Labor Day holiday from 1946 to 1949. Thompson Products and The Bendix Aviation Corp. again signed on to sponsor the major racing events. These particular races were dominated by combat-tested aviators and surplus military aircraft rather than by seat-of-the-pants fliers who had previously made headlines in specially made racing airplanes. To some, seeing airplanes that were produced under the pressures of war compete for racing trophies did not fully capture the nostalgia and grace of the pre-war era. It did, however,

introduce a new generation to the sport. Unfortunately, tragedy struck a fatal blow to the National Air Races in 1949 when Bill Odom lost control of his modified North American P-51 nicknamed “Beguine.” During the Thompson Trophy Race, his craft nosed down just short of pylon three and crashed into a house, killing a young mother and her infant son. This terrible accident, coupled with the outbreak of hostilities in Korea, effectively put an end to the National Air Races. But not long after this sad turn of events, Bill Stead began making plans to once again resurrect the National Air Races, this time in his hometown of Reno.

In the run-up area, Unlimited-class aircraft “Sparky” and “VooDoo” put their highly modified power plants to the test prior to taking to the air. (photo: A. Kevin Grantham)

The drama isn’t confined to the air. On the ground, “VooDoo” experiences a “stack fire” on start-up. Though dramatic, these fires are not uncommon and extinguish themselves once the engine starts. (photo: A. Kevin Grantham)

Engines in Unlimited-class air racers take a beating. Top teams come to Reno with spares just in case. (photo: A. Kevin Grantham)

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Stead was an accomplished aviator, cattle rancher and

hydroplane boat racing champion. During the 1950s, he began talking to people around Reno about sponsoring a big air show featuring racing competitions similar to the ones that were held in Cleveland during its heyday. It took him a few years, but in 1964 all the vectors seemed to align, and word was sent out to the media that large-scale air racing was finally returning to America. He planned to stage the events at his ranch in order to avoid flying over populated areas. Stead’s Sky Ranch was a perfect place to set up a race course due to its somewhat remote location, but it was lacking in support facilities for the race crews and spectators. Fortunately, it was close enough to Reno’s

“VooDoo” is one of the more colorful and popular Unlimited racers at the Reno National Championship Air Races. This highly modified P-51 Mustang’s color scheme reflects owner Bob Button’s appreciation for ‘60s rock icon Jimi Hendrix. (photo: David Leininger)

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Scott Germain in his Sport-class racer “Unleashed.” He raced in 2005 and 2006 and is slated to return to the pylons this year. The modifications he made to the Lancair 360 made it the fastest one to ever race at Reno. Sport-class racers use economy and ingenuity, in addition to horsepower, to get more speed. (photo: Patrick McGarry/Scott Germain)

airport and hotel/casinos, so the inconvenience was not a show-stopper. The airplanes that were invited to compete in the 1964 National Championship Air Races were grouped in classes. The Unlimited class included both pylon and crosscountry competitions, which featured World War II vintage aircraft types that had once competed in the post-war Bendix, Kendall, Thompson, SOHIO and Tinnerman trophy races. Stead also included Formula One and Sport Biplane divisions to round out the field. The races were held at Sky Ranch in 1964 and 1965, but it was evident from the beginning that the event needed a better venue. In early 1966, nearby Stead Air Force Base was closed and turned over to the city of Reno. (The Reno Army Air Base was renamed in 1951 in honor of Bill Stead’s younger brother, 1st Lt. Croston Stead, who was killed while flying a P-51 for the Nevada Air National Guard.) The former military base was a perfect fit for the races, so the annual gathering was moved to Reno Stead Airport, which has been the Reno Air Racing Association’s official home ever since. Bill Stead, sadly, would not witness the 47-year evolution of the event he founded. He was killed after his Formula One racer, “Deerfly,” crashed into Tampa Bay just prior to the St. Petersburg-Clearwater International Exposition in 1966. He was 43 years old. 54 |

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The 47th running of the Reno National Championship Air Races in September went off in typically unpredictable fashion. 2009 winner 23-year-old Steven Hinton Jr. successfully defended his title without ever turning a prop in the Unlimited Gold final. The race was called due to high winds, and Hinton, flying “Strega,” was awarded the title based on his qualifying time. The T-6 final was also canceled. The 2010 event did see some spectacular action, however, with Curt Brown piloting “Viper,” an L-29 in the Jet class, to qualifying and race records of 543.568 and 521.700 miles per hour, respectively. The Unlimited aircraft certainly garner more than their fair share of the attention, but there is some question as to how much longer these 60-year-old airplanes can continue to compete. The economics of owning and racing such a machine, when compared to other Reno racing classes, are far beyond the means of most citizens. So, what is the future of air racing? Predicting the future is a less-than-exact science, but the quest for speed is one constant that traverses time. From all accounts, it appears that Reno’s future is not showing any signs of fading into the Nevada sunset. New racing classes, featuring modern piston engine sport airplanes and jetpowered aircraft, have been added to the competition in recent years to appeal to new participants, new fans and

Piloting the highly modified P-51 Mustang named “Strega” (Italian for “Witch”) is Steven Hinton Jr., who at the age of 21 became the youngest pilot to win a racing championship. (photo: David Leininger) volume 1, issue 3 2010 | 55

How to Enjoy the Reno Air Races as a Spectator

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Propless speed: The Jet class has emerged in the past several years to become one of the most popular, and fastest, classes at the Reno National Championship Air Races. (photo: David Leininger)

A fiRst-time Attendee at the Reno Air Races is in for

a real thrill and most likely will join the throngs who return year after year. Here are some tips that should enhance your experience. First, the weather: Mid-September in Reno usually has bright sun and clear skies with cool early mornings and warm days. The winds generally increase in the afternoons. Bring sunscreen, a cap or hat and comfortable walking shoes. On occasion, a cold front will come through, and it can be downright chilly. Have a jacket and rain gear for that possibility.

the sponsors they attract. Many of these sleek sport planes are equipped with high-tech engines from companies like Lycoming, Continental and Trace. Performance data obtained from the aircraft is fed back to the engineering systems of sponsoring firms. Just like in car racing, the lessons learned trickle down to production aircraft and components in the form of higher-performing and more reliable products. There are also a few enterprising individuals like Jon Sharp who embody the traditional spirit of air racing, custom designing and building airplanes for the sole purpose of racing. Faster aircraft, advanced technology and a new generation of race pilots will certainly provide the path for the sport to continue its evolution for many years to come.

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The spectator areas face north toward the race finish line, and all activities are concentrated in this area. There are reserved seats in boxes and grandstands, as well as general admission areas. From all these locations, one can see all four race courses completely (for all six race classes). Also centered here are the aerobatics, military and civilian fly-bys, including the Blue Angels or Thunderbirds military flight demonstration teams when they are present. The first races start each day at 8 a.m., and they feature the small Formula One and Sport Biplane classes on the shortest race course. Pay particular attention to the race starts, as the planes are bunched close together and the action is furious. The Formula One and Sport Biplanes use a racehorse, or ground start, on the runway in front of you. The other four classes have air starts, which are also thrilling to watch. Binoculars are helpful for observing the distant portions of the race courses.

Take time to walk around and enjoy the many exhibits and vendors. East of the spectator area is a large ramp with military and civilian aircraft on static display. Featured in this area are the airplanes competing for the National Aviation Heritage Invitational Trophy. These are magnificently restored ex-military, antique and classic airplanes. Donâ&#x20AC;&#x2122;t miss a chance to examine them close up. West of the spectator area are the race plane pits. The aircraft in the Jet, Unlimited and T-6 classes are on a huge open ramp, while those in the Formula One, Sport and Sport Biplane classes are pitted in three large hangars west of the ramp. These areas are closed to the general public, but are accessible with a pit pass. Perhaps the one thing you can do that will most enhance your visit to the races is to purchase a pit pass. This enables you to stroll through the entire race pit and hangar areas to examine each racer at very close range. Looking at a P-51â&#x20AC;&#x2122;s spinner nose to nose is special. You can watch the crews and pilots prepare their planes for competition, and get a real-life feel for the sport of air racing. You might even catch pilots or crew members taking a break and have a chat with them. It is not unusual to see famous personalities visiting the pits. If you buy a pit pass, the best times to visit are early in the race week or early in the mornings. Things get increasingly hectic as the day goes on, and the crowds are the largest during the weekend. www.airrace.org Grandstands bulge with more than 100,000 spectators on race days, but these bleacher bums are rewarded with exceptional views of the races, pits and daily air show. (photo: A. Kevin Grantham)

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How to Participate in the Reno Air Races

those pilots And/oR plAne owneRs wanting to

actually race in the Reno Air Races have a choice of six different classes of aircraft in which they can participate. There are detailed specifications and regulations for each class. Probably the most accessible class is the Sport Biplane class. This class features small biplanes—of which the “Pitts Special” is a good example—and a large number of biplanes are available. The Formula One class consists of custom-built or home-built single-place racers, specifically made for closed-course pylon racing. The class originated for the 1947 Cleveland National Air Races, and the planes are often called “midget racers.” They can reach speeds of 250 miles per hour, are powered by an O-200 (100-horsepower) engine and have very specific design requirements. One of the newer classes is the Sport class. This group consists of modern kit-built planes, constructed mostly of composite materials and often modified for racing. They obtain speeds in the 350-mph range. Included in this class are aircraft such as the Lancair Legacy, Glasair III, Questair Venture and Thunder Mustang. The T-6 (SNJ) class originated in 1968 and features the famed North American Texan advanced trainer of World War II. Since the competitors are all flying nearly identical airplanes, the races are very close and very loud—and tremendous crowd pleasers.

The newest group of racers is the Jet class, which officially began in 2002. It features brightly painted L-29 and L-39 jet trainers, and the speeds (500 mph) and noise attract a lot of fans. The jets race on the same course as the Unlimited-class racers, laps of more than 8.4 miles each.

S PE CI A L F R E E GO L F O F F E R F O R CE S S NA A IRC RA F T OWN E R S

For most race fans, the highlight of Reno is the Unlimited class, with top speeds in the 500-mph range. With piston engines of unlimited horsepower, most of these racers are World War II fighters, several of which are highly modified. Featured are P-51 Mustangs, F8F Bearcats, Russian Yaks and British Sea Furies, as well as an assortment of other types. This combination of World War II nostalgia, blazing speeds, distinct noises and superb piloting delivers a unique experience. If you desire to race (in any class), you must participate in the Pylon Racing Seminar, which is held at Reno Stead Airport in mid-June each year, prior to the September races. The seminar includes ground school and flight instruction and check rides on closed-course pylon racing. Also, a new pilot must demonstrate “mayday” procedures and simulated dead-stick landings when flying the course. Rookie pilots must successfully complete PRS to qualify for the upcoming races. Experienced, qualified race pilots are encouraged to attend PRS, to practice and hone their flying skills. For information, contact Reno Air Racing Association through www.airrace.org.

left: Steve Hinton Jr. was chosen as the pilot of Bill “Tiger” Destefani’s “Strega” and earned a championship win in his second year of racing, and his first year in the Unlimited Gold Race. (photo: Scott Germain—Images of Light and Lift) middle: Piloting this brightly colored T-6 racer named “Midnight Rendezvous” around the course pylon is Carter Clark. (photo: David Leinenger) right: Arguably one of the most talented Unlimited race pilots in the history of the sport, Skip Holm. This photo was taken in 2003 as Holm fired up “Dago Red” before setting the race and course record of 507 mph. The record still stands today. (photo: Scott Germain—Images of Light and Lift)

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G O L F. E N T E R TA I N . R E L A X . E N J O Y.

As a valued Textron customer, we have an exciting offer for you. Cessna and the Pete Dye Golf Club in Bridgeport, West Virginia invite you to become a member of this nationally renowned Club. Over the years, Pete Dye Golf Club has earned great recognition in the U.S. golf industry: • • • •

#1 Golf Digest Best Course In West Virginia #4 GolfWeek Top 100 Modern Courses #32 GolfWorld Reader’s Choice Award Top Private Courses #57 Golf Digest Top 100 Courses

As a Cessna owner, you should know the North Central West Virginia Airport is located just 15 minutes from the Club. This airport features a 7,000 foot runway — the largest commercial runway in West Virginia. Transportation to and from the airport is provided by the Pete Dye Golf Club staff.

“It is eighteen of the most exciting and memorable holes that I have built on one course.”

–

We welcome you to play a complimentary round of golf and if you desire, stay for a night at our newly renovated Black Diamond Lounge. If you wish to bring guests, the special Cessna owner guest rate is $100. In addition to a complimentary round of golf, we are pleased to announce that Pete Dye Golf Club is offering Cessna customers a special 2010 membership package unlike no other — annual dues with no initiation fee!

Please call our general manager and membership director, Donna B. Mitchell at (877)-304-PDGC (7342) or email her at info@petedye.com to arrange your complimentary visit.

www.cessna.com

volume 1, issue 3 2010 | 59

This offer is good until December 31, 2010. Call today to learn more.

12. FedEx was Caravan customer #1, testing the aircraft’s reliability and utility through millions of demanding flight hours. They allowed FedEx to expand its signature overnight service.

12. fedeX CARAVAN NEWS: 1985

When it absolutely, positively has to be there overnight, fly it by Caravan. FedEx was the first Caravan customer and has racked up millions of flight hours in hundreds of Caravans and Super Cargomasters flying packages between hub and outlying airports. Baron Aviation Services in Vichy, Mo., used its five Caravans to haul everything from BMW parts to fresh fish as a FedEx carrier.

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14. Royal Rainmaking Project Chief Pilot Wichian Vorachat (left) together with pilot Mon Sudasna Na Ayudhya flew Thailand’s Caravans into clouds to spark rain activity.

13. nO Ordinary cHarter CARAVAN NEWS: 2005

Easton Aviation of Maryland grew from a pilot training facility to a charter operation with two Cessna Skylanes and a Grand Caravan. Traveling from Dulles International Airport to Easton took at least a couple of hours by car. And gridlock around Washington, D.C., could make it an unpleasant couple of hours or more. In the Caravan, the same trip was barely 30 minutes. There was enough room to get up and move around, and the Oasis interior added to the comfort. Club seating. A refreshment center. Video screens. A private flushing toilet. In short, outfitted with Oasis, the Caravan was no ordinary charter.

14. maKing rain CARAVAN NEWS: 2005

Caravans can do almost anything, perhaps even make it rain. When Thailand was suffering from a terrible drought in 2005, eight Caravans flew daily to seed the clouds as part of the Royal Rainmaking Project. King Bhumibol Adulyadej developed a “Super Sandwich Technique” of using two aircraft to seed warm and cold clouds at high and low altitudes. More than 2,000 cloud-seeding sorties were flown. The Thailand Ministry of Agriculture reported success in easing the drought in many areas.

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A New Chapter Begins for a Cessna C-34 story: james wynbrandt | photography: historical archives BY ANY STANDARD, VH-UYG, a Cessna C-34 Airmaster, is

an irreplaceable part of aviation’s history. It was the first Cessna to fly in Australia, and one of only two C-34s—the model that rescued Cessna Aircraft Company from the Great Depression—remaining in the world. Flying since 1937, VHUYG served in World War II, made house calls with the Royal Flying Doctor Service, and has been both a workhorse and a show pony. And no one appreciates this aircraft’s value more than the author of the latest chapter of its colorful story. Steve Padgett, managing director of Aeromil Pacific, Australia’s Cessna representative, announced during a gala reception in April at company headquarters at Sunshine Coast Airport, Queensland, that he had purchased the C-34 “to preserve Australia’s and Cessna’s aviation history.” VH-UYG’s link to Australia’s aviation roots is somewhat paralleled by the C-34 model’s role in the nascent general aviation industry. Dwane Wallace, Clyde Cessna’s nephew, designed the airplane upon earning his aeronautical engineering degree, with the primary goal of reviving Cessna Aircraft Company for his uncle. The times called 62 |

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for an airplane that was easy to build and economical to fly. Wallace used a welded tubular steel frame fuselage, borrowed the full cantilever wooden wing and narrow wraparound cabin windows from earlier Cessnas, and put a 145-horsepower Warner Super Scarab engine on the front. The year of its first test flight—1934—earned the model its C-34 designation. Introduced in 1935, the first C-34 won the prestigious Detroit News Trophy Race for overall efficiency, and thereafter the models were touted as “The World’s Most Efficient Airplane.” Production continued through 1936 with 42 aircraft built before an upgraded variant, the C-37, debuted in 1937, followed a year later by the C-38. Cessna was back in business. Serial number 339 was C-34 No. 41, built on the last day of production, December 31, 1936. Following its maiden flight on New Year’s Day, S/N 339 was shipped to Australia, and in July 1937 was registered as VH-UYG. Based principally at Mascot Aerodrome in Sydney (now Sydney Airport), according to records, the young aircraft suffered its share of scrapes and bruises. It crashed during a landing in a dust storm that September, endured a forced landing in

top: The early days of structural testing. The C-34 landing gear is put through its paces during development. middle: A C-34 fuselage is assembled in Cessna’s Wichita, Kan. frame shop. bottom: VH-UYG in 1950s. (photo: Ed Coates Collection) volume 1, issue 3 2010 | 63

April 1938 and was damaged during landing that December. During World War II, VH-UYG served in the Royal Australian Air Force (RAAF). Pressed into military service in July 1941, its owners were compensated with 1,135 pounds. Designated as A40-1, the C-34 was assigned to serve as a communications aircraft. But the Super Scarab engine proved difficult to maintain, and the Cessna saw little wartime duty, as the RAAF record of its service indicates: “After impressment A40-1 was flown to 2 Aircraft Depot, Richmond, where reconditioning work was completed by 1-9-42 after the aircraft was in workshop for over a year. Flown a total of 145 hours while with RAAF. Overhaul begun at Wagga on 175-43 and has remained there since, unserviceable, due to engine spares unavailable. Aircraft inspected 29-2-44 and assessed in very good condition.”

In 1944, the RAAF offered the aircraft for sale, first with and later without its engine. Harold Dicks, M.D., of Perth, Western Australia, president of the Royal Flying Doctor Service, paid 50 pounds for the C-34 airframe the following March, installed a Super Scarab and used VH-UYG to visit farflung patients. (He had been flying a de Havilland Tiger Moth previously.) Over the next three decades, VH-UYG passed through more than half a dozen hands. It worked for a spraying service, overturned in one landing accident, nosed over in another and had its registration changed (to VHKWM, a vanity call sign reflecting the owner’s initials). In 1977, the aircraft was sold for what seemed to be the last time, dismantled and put in storage. VH-UYG’s current beautiful condition is largely thanks to Kim Ryan, who bought the disassembled aircraft in 1991 and oversaw its complete

“It was relatively complete, except everything forward of the firewall was missing.” —Kim Ryan, on the condition of the airframe prior to restoration.

had its registration changed (to VHKWM; a vanity call sign reflecting the owner’s initials). In 1977, the aircraft was sold for what seemed to be the last time, dismantled and put in storage.

above: VH-UYG in the early 1950s at Benalla, Victoria. The aircraft was then owned by South Coast Airways owner W.E. James of Wollongong, N.S.W. Note that it is fitted with a non-helmeted engine cowling. (photo: Ed Coates Collection) below: It’s always darkest before the dawn. VH-UYG (then wearing the registration VH-KWM) showed the signs of age and a hard-working life prior to being disassembled and placed in storage in the late 1970s.

restoration. “It was relatively complete,” Ryan said of the airframe, “except everything forward of the firewall was missing.”

Better days are here again. Fully restored and again registered with its original designation, VH-UYG, pictured above and at right, is now owned and loved by Padgett of Aeromil Pacific. 64 |

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Ryan used a specially built trailer to move the aircraft to a restoration facility in Cairns, Queensland. The rebuild took just less than two years. VH-UYG first flew again in 1993. The next owner, Greg Cox, a retired airline captain from Redcliffe, Queensland, bought VH-UYG in 2000 and continued flying it until December 2009, when he sold the historic aircraft to Padgett. “How pleased I am that you were the purchaser

of my beloved Airmaster,” Cox told Padgett after the purchase. “It is where it should be to continue the Cessna story from day one through to present and beyond: in Australia.” Indeed. A glass showroom is under construction at Aeromil Pacific’s Sunshine Coast facility to display the C-34 Airmaster and ensure its long-term preservation. And VHUYG’s flying days are not over. “It will continue to fly to special aviation events,” Padgett said, “as an important and active piece of Australian aviation history.”

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book lovers, take heart YOU CAN TAKE IT WITH YOU story: dylan tweney, senior editor for wired.com E-READERS EXPLORED: Just about everyone is carrying one, but which one is right for you? After decades of unfulfilled

promises, e-book readers are finally good enough to carry in an overnight bag—or around the world. The hardware has improved markedly in the past three years, with better displays, more storage and longer battery life. E-book shopping is better now, too, with millions of titles available. All you need is an e-book reader and a wireless data connection, and you can carry a small library with you wherever you go. Which one should you get? It all depends on what you want and your budget.

SONY READER DAILY EDITION The Sony Reader Daily Edition has a 7-inch diagonal screen, and the screen has been enhanced with touch technology. That means you don’t need a kludgy keyboard or a second touchscreen underneath: You can just touch the screen to turn pages, select books or highlight words. The problem is that the touchscreen layer makes the already-low-contrast E Ink screen even dimmer, and you have to press pretty hard before it notices your finger: No light, iPhone-like swiping here. On the plus side, the Sony Reader is made for news browsing, with an array of subscriptions from the likes of the New York Times, Wall Street Journal and so on. Once you subscribe to one of these periodicals, it’s automatically downloaded for you each morning. Sony’s bookstore also has more than a million titles. Sony Reader Daily Edition Price: starting at $350 www.sonystyle.com (photos courtesy of Sony)

BARNES & NOBLE NOOK For some, the white keyboard of the Kindle is just ugly, and it’s for these people that Barnes & Noble invented the Nook, with a small, color LCD touchscreen underneath its 6-inch E Ink display. You use the LCD as a control pad, browsing books, selecting chapters and turning pages.

Apple iPad Price: starting at $499 www.apple.com/ipad/ (photo courtesy of Apple)

TOP PICK: APPLE iPAD It’s not just an e-book reader, but Apple’s iPad makes an excellent reading device. Its built-in iBooks app displays texts in full color, with a variety of font choices and pleasingly realistic, book-like layouts. The iPad’s 9.7-inch (diagonal), backlit LCD screen is bigger, brighter and more beautiful than any other e-book reader’s. Too much? You can easily adjust the brightness to adapt to any condition, from full sun to pitch-black night. Don’t like iBooks’ features or the selection of books in Apple’s iBookstore? There are a host of other e-reader apps to choose from, such as Amazon’s Kindle app, Stanza, Kobo and more.

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Sure, it lacks the mega-long battery life of dedicated e-book readers, but you’ll easily get a full day out of the iPad, even with heavy use.

The Nook is tied to Barnes & Noble’s store, which advertises 1 million titles. It also sports some unique features: You can “lend” e-books to Nook-using friends (for up to two weeks, after which they automatically return to your own library), and you can read e-books for free while you’re in Barnes & Noble’s physical stores. Like the Kindle, it also lets you buy and download books via a free cellular data connection. While early versions of the Nook had some interface problems, the company has been updating the firmware, and it’s getting quicker, slicker and easier to use.

And, of course, there are the other features, such as the iPad’s web browser, e-mail and calendar capabilities, and the App Store, which includes more than 200,000 apps at last count. Of interest to fliers: There are more than 350 aviationspecific apps, including electronic flight bags like MyRadar Pro, ForeFlight and Cessna’s own iflight. That means you can justify the iPad’s steep sticker price as an aviation expense, and then enjoy its killer e-book capabilities when your flight is over.

Barnes & Noble Nook Price: $260 www.barnesandnoble. com/nook/ (photo courtesy of Barnes & Noble) volume 1, issue 3 2010 | 69

WHAT TO CONSIDER WHEN BUYING AN E-READER

❑ Most e-book readers use a blackand-white display based on E Ink. It may not look great in photos, but in person it’s remarkably readable and easier on the eyes than a backlit computer screen. It’s also very stingy with power, so you can easily go two to four weeks before having to recharge. LCD-based readers—like the iPad—have a shorter battery life and potentially cause more eyestrain but make up for it with vivid, high-contrast images, as well as color. Our advice: Check out both types in person before you buy.

The Amazon Kindle DX is just over 1/3 of an inch thin and weighs only 10.3 ounces. (photo courtesy of Amazon)

KOBO EREADER The Kobo is far cheaper than most readers, although it’s based on the same E Ink display and weighs just 8 ounces. It wasn’t available to test by press time but is worth checking out for book lovers who also love their money. It’s available at Borders. Borders Kobo Price: $150 www.borders.com (photo courtesy of Borders Books)

❑ Bookstore size isn’t everything: It’s also important to know what other book formats the e-reader can display. The most common format is the open-source EPUB, but you may also want to be able to read PDF files, Word documents, plaintext files, HTML pages and images.

AMAZON KINDLE The Kindle is the device that first made the e-book market take off in 2007, and with good reason: It’s extremely well designed. Now in its second generation, the Kindle’s 6-inch (diagonal) black-on-gray screen is surprisingly readable and more responsive than many other readers’ screens.

❑ MP3 player included? Many readers let you load them with music files, so you can listen to tunes while you read. ❑ If you like the idea of a robotic voice reading your books to you while you do other things, consider one of the readers with a text-tospeech feature (such as the Kindle or the iPad). A dramatic reading by Jeremy Irons it’s not, but it can be handy when you’re otherwise occupied.

Other advantages include free wireless downloads via the AT&T network, which means you can buy a book and begin reading it usually within a minute or less, almost anywhere you can get a cellular signal. The Kindle’s also light, weighing just 10.3 ounces versus the iPad’s 1.4 pounds. Amazon’s library of e-books is 540,000 titles strong.

❑ In most cases, e-readers’ wireless data connections will work only in the United States. If you’re going abroad, you’ll need to stock up on books before you leave.

Amazon Kindle DX Price: Kindle, $189; Kindle DX, $379 www.amazon.com (photo courtesy of Amazon)

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Cessna magazine goes mobile.

If you read a lot of PDF files, consider the larger Kindle DX, which costs more but sports a 9.7-inch E Ink screen, making it far easier to read large, formatted documents.

Cessna magazine is now available on the iPad, iPhone, and smart phones running the Google Android OS.* www.CessnaMagazine.com *Some functionality available when viewing Cessna magazine on a desktop/laptop computor is not available in the mobile viewing experience.

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