4space exploration in VA
4heli in holy land
4the p-750 xstol
November/december 2009
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The Magazine and Online Guide for Adventure Flying
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FLY-IN SKI RESORTS
GADGET & GEAR GUIDE
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Take to the Sky Here’s a list of the hottest ski hills in North America and an excuse to use your aircraft this winter. The snow’s flyin’, so file your flight plan.
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The Magazine & Online Guide for Adventure Flying
CONTENTS 18 Space Exploration
NOVEMBER/DECEMBER 2009
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www.pilotmag.com
4 CONTRIBUTORS
6 PUBLISHER’S NOTE
Discover the capital of American exploration.
DEPARTMENTS 23 PILOTs IN THE CROWD
PilotMag starts a regular feature with a collection of young, academic stand-outs in aviation. Every issue, we will find those hardworking kids and tell you their story.
12 AVIATE
52 Sport Jet’s Phoenix
Bob Bornhofen of Excel Jet is making waves with the Sport Jet. With over-trumped marketing, mis-management and people ditching from VLJs, what makes his ship so special?
Online Education
14 COMMUNICATE 18 FUTURE FLIGHT Virginia & Aerospace 23 PILOTS IN THE CROWD Aviation Stand-Outs
66 Utility before Beauty
8 ECOSYSTEM
The roots of the P-750 XSTOL go back over fifty years of useful purpose. Learn why this plane has survived so long in such a harsh environment.
26 NTSB INSIDER A Journey Back to the Cockpit
88 Helicopters in the Holy Land
30 AERODYNAMICS
Flying the Sea of Gallilee with a guy named Chibbie. Laser sights, a steak house and power lines; all in the name of God.
60 SITE PICTURE 74 TRAVEL Airports Close to Ski Resorts 92 PILOTLOUNGE.COM Blogs from PilotLounge.com
PilotMag’s best Picks for
2010 Gadget and Gear Guide
Best Aviation Headset
96 FINAL APPROACH
Our first annual for picking our favorites in 2010. Some products you may recognize, others you may not. They may even entice you to visit your local aviation retailer The Spot Personal Tracker and stimulate our economy with a new purchase.
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Best New LSA
Abingdon Jackie Ladies E6B watch
About the Cover: Sport Jet flying over the Colorado Rocky Mountains. Vedalo HD Sunglasses no v e m b e r / d e c e m b e r 2 0 0 9
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Contributors Capt. Ron McElroy Captain Ron, a regular contributor, holds an Airline Transport Pilot, CFII, and Ground Instructor ratings with 10 type ratings and nearly 10,000 flight hours in over 100 types of aircraft. He attended the Air Force Test Pilot School at Edwards AFB, CA where he was involved in numerous projects with the Air Force, DoD, and NASA. Much to some debate, he has gone out on a limb to resurrect something that people have been running from - VLJs. As a biased test pilot and aviation advocate, he presents a pretty good argument. See his Sport Jet story on Page 52.
Gordon Page
Hundreds of rare aviation items and artifacts are on display at Gordon’s Spirit of Flight Hall of Honor representing the past, present and future of flight. The core of the collection features WWII items including aircraft, aircraft parts, rare engines, memorabilia, art, uniforms and much more. Gordon takes us to the Holy Land via R-44 helicopter on a flight on Page 88. From sights of religious significance to someone’s backyard. What a trip.
Barbara Marx Barbara, a former Air Safety Investigator with the NTSB, has found her way back into the cockpit. She has rediscovered her passion for flight as she seeks her sport pilot currency. Even a working mom can get re-energized, stop making excuses and get to it. Congratulations Barbara; you set a great example. See her story on Page 26.
Jeff Berlin
Effective immediately, Jeff has been named PilotMag’s Editor. Jeff will be assisting in all matters editorial from the management of our 2010 editorial calendar and writer submissions to making our magazine the very best in the community for the New Year. A pilot since 1994, Jeff is multi-engine and instrument rated and has flown a multitude of aircraft ranging from ultralights and LSA’s to cabinclass turboprops and jets. He enjoys keeping an eye on how technology impacts the flying experience and has a particular affinity for aviation history.
Letter to the Editor Dear Editor,
PilotLoungers PilotMag’s social networking site, www.pilotlounge.com has become a hit over the last year. Every once in while, we publish the conversations fellow pilots are having and the connections they are making on PilotLounge.com. Everyday new blogs, beautiful photos and videos are posted on the site demonstrating the pure joy of flight. Hear from a number of our registrants and the current stories they have to share on Page 92.
Thank you for the concise analysis of the sad history of the VLJ start-ups; Eclipse, Adam, ATG and most recently, Epic in your July/August 2009 issue. Clearly, one common denominator is that all these CEOs came out of the technology industry; for them to expect to succeed in a complex aviation venture is like a psychologist expecting to succeed at brain surgery. Unfortunately, one consequence of the enormous spending of investor dollars to produce only unsuccessful aircraft, is that these failures have at least temporarily sucked dry the well of investor capital and traumatized potential VLJ customers. The greater tragedy was your Sport-Jet story-the one VLJ that, without any hype, actually met or exceeded every tested specification from flight-day one. Its destruction in a takeoff accident within weeks of its scheduled appearance at Oshkosh 2006 changed the story. The investigation found no evidence of any aircraft problems and having witnessed numerous Sport Jet flights, I cannot think of any rational scenario where pilot error could have been responsible. Typically this type of accident results in occupant fatalities and when no other cause is obvious, the accident is too often attributed to pilot error. In this event, the unique cabin design completely protected the test pilot. At least now with a trial, live pilot testimony and coverage by PilotMag, there is an opportunity for the real cause of this accident to be exposed and for serious efforts to be made to prevent similar accidents in the future. Don Uhl, Castle Rock, Colorado
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Pilot Magazine, LLC 8001 Interport Blvd. Suite 260 Englewood, CO 80112 1.800.PILOTMAG www.pilotmag.com Chief Executive Officer Brad Irwin, birwin@pilotmag.com Chief Financial Officer Jon Boesen, jboesen@pilotmag.com Publisher/Editor Gates L. Scott, gates@pilotmag.com Art Director Dan Eggers, dan@pilotmag.com Associate Editors Jack Ferguson, Jeff Berlin, Ray Cober editorial@pilotmag.com Webmaster John Judish, jj@pilotmag.com VP of Sales and Marketing Chelsea N. Scott, chelsea@pilotmag.com
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Account Executives Karen Kail, karen@pilotmag.com Marie Helena O’Hagan, marie@pilotmag.com
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Video Production Reggie Paulk, reggie@pilotmag.com
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Contributing Writers Jeff Berlin, Ron McElroy, Micah Ciampa, Barbara Marx, John Parker, Joe Murray, Chris Pederson Volume 2, No. 5 Copyright © 2009 by Pilot Magazine, LLC. All rights reserved. Permission to reprint or quote excerpts granted by written request only. PilotMag is published bi-monthly by Pilot Magazine, LLC. Subscriptions are available at $18.95 for one year (6 issues) and $34.95 for two years (12 issues). Subscribe at: www.pilotmag.com. POSTMASTER: Send address changes to Pilot Magazine, LLC. 8001 Interport Blvd. Suite 260 Englewood, CO 80112 or call at 1.800.PILOTMAG. For change of address include old address, as well as, new address with both zip codes. Allow four to six weeks for change to take place. Please include current address when writing about your subscription. We encourage your comments, so please send us a note: editorial@pilotmag.com PilotMag is printed by:
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Publisher’s Note What a year.
How dare Mr. Frank. Small, unknown airports receive needed FAA and Federal funding to train countless, future pilots and provide maintenance and training facilities that feed the industry as a whole. When something means as much as aviation, we wanted to act quickly to preserve our livelihood and object to the negative press that aviation has received over the last year. All of us at PilotMag have endured challenges over the last year, and we have done our best to provide our readers with exciting, positive publications and websites that bring the romance and adventure back. Over the last year, we have taking you heli-skiing, to the sands of Turks & Caicos, flying float planes in Central Florida and we have introduced you to many pilots making a difference in our community. As we reflect on the last year, and now, as we delivery of our 8th is-
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sue, PilotMag has realized some very valuable lessons. We aren’t perfect, but we’re persistent in our pursuit to being the leading adventure resource in aviation. We would like to thank everyone who has contributed to our publication over the last year. The list is too long, but you know who you are. Taking what we have learned, PilotMag moves into the new year with changes that will perpetuate our success. Jeff Berlin, a frequent contributor to PilotMag, has been named Editor for 2010. A multiengine and instrument rated pilot since 1994, Jeff has flown a multitude of aircraft ranging from ultralights and LSA’s to cabin-class turboprops and jets. He enjoys keeping an eye on how technology impacts the flying experience and has contributed to magazines including AOPA Pilot, Private Pilot, Private Air, Aerokurier, and Aviation et Pilote in the past. We look forward to Jeff’s energy and his help with Pilot Magazine, LLC’s mission. As we speculate what will come in 2010 after a year of record breaking for airshow attendance, young pilots winning big at Reno, CEO’s coming and going, miracles on the Hudson and more and more products on the market, PilotMag makes some picks that will get you re-engaged in flying. With much deliberation, our editors and contributors have worked hard to bring you
november/december 2009
Photo by Rachel Grace
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ast September, when PilotMag was in Reno for the National Air Race Championships and sponsoring the National Aviation Heritage Invitational, a newspaper was thrown on the breakfast table one morning in the Eldorado Hotel. On the front cover was Thomas Frank’s cover story in USA Today. With obvious bias and a blatant pitch for major airlines, Mr. Frank’s story “Little Used Airports Cost Taxpayers Big Money” was published for the readers to make up their own mind about the state of general aviation. We were furious. We published a response to Frank’s cover story on PilotMag.com, PilotLounge.com and even contacted our Congressman. We wanted to take immediate action.
PilotMag’s Best Picks for 2010. Take a peek at the Fixed-Wing and Helicopter Best Picks to Headset Best Picks and from The Best Pilot for 2010 to the Best Aviation Movie. PilotMag has spoken. Also, we have assembled our all new 2010 Gadget & Gear Guide for all of your piloting needs. We take a trip to the Holy Land, go skiing, fly the P-750 XSTOL and even look into resurrecting a VLJ in this, our last issue of 2009. We continue to go out on a limb and find the best adventures, the best stories and some of the best pilots. So, what are you waiting for? Tell us your story. We want to hear it. All the best to aviation in the New Year! Gates L. Scott Publisher
E C O S YS T E M Two Weeks for Two Aircraft Right after the rollout of the G650, Gulfstream’s biggest and fastest jet ever, the world-renowned producer, whose name has become synonymous with luxurious globe-trotting, along with partner Israeli Aerospace Industries, rolled out the G250. The big jet will compete head-to-head with other heavy hitters, such as the Bombardier Global Express and even offerings from Boeing and Airbus, while the G250 replaces the G200 at the “lower end” of Gulfstream’s lineup (competing with the larger Hawker and Cessna Citation jets).
WELTERWEIGHT A significant improvement over the G200, the G250 features new engines, a new tail and improved baggage accommodations. Normal Cruise: Mach .82; Range @ Mach.8: 3,400 nautical miles; Baggage Compartment: About the size of a Cessna Skyhawk’s entire cabin
BIG BROTHER With competition ranging from the Global Express to the 737, Gulfstream needed something bigger and especially something faster. Not only is the G650 the fastest Gulfstream ever, but as it currently stands, will be the fastest jet you can board without a G-suit. Normal Cruise: Mach .9; Range @ Mach .85: 7,000 nautical miles; Number of years on minimum wage needed to work to own one: 1,001.6 years
Are Two Really Better than One? Lockheed Martin is betting on two engine types to power their latest UAV submission for the Air Force’s “MQ-X” competition. These would replace UAVs currently in service. By using both turboprop and jet engines, they hope this drone will have the right combination of endurance, speed and stealth that have eluded others. Competing companies are battling for supremacy in the following: TURBOPROP POWER – extends range and endurance JET ENGINE – gives high dash speed TAIL DESIGN – shields propeller for stealth WING DESIGN – adds flexibility for long range patrols or sudden surges of speed MODULAR DESIGN – or “open architecture” as the Air Force puts it, allows for one airframe to be configured for multiple missions
OTHER MQ-X COMPETITORS Lockheed Martin isn’t the only one eyeing the UAV prize in the “MQ-X” competition. Defending title holders General Atomics as well as Boeing and Northrop Grumman submitted their own would-be champions. Boeing submitted a design with only a single jet engine, but has the advantage of being an inherently lighter and simpler design. The design is also tailless, capitalizing on Boeing’s research with the X-36 tailless flight demonstrator. General Atomics presents the “Predator-C,” which as the name
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suggests is a stealthy evolution of the MQ-1 Predator and MQ-9 Reaper designs, the two targets for replacement under MQ-X. Also known as the “Avenger,” it also features a single jet engine and other highly stealthy characteristics. Northrop Grumman thinks a larger version of its “Bat” UAV will satisfy the MQ-X requirements. The “Bat,” originally designed by Raytheon as the “Killer Bee,” is based on a “blended wing body” offering high efficiency and high performance. To make matters confusing, Raytheon hopes to enter the MQ-X competition as well, also offering its own grown-up “Killer Bee.”
E C O S YS T E M What’s the difference between the Piaggio P-180 and the Cessna Citation CJ2+? Begun as a collaboration between Piaggio and LearJet, the P-180 Avanti II sports many radical features not seen on most other aircraft. As unique as it may be, every inch serves a clear and defined purpose. Here are some of the characteristics that set this aircraft apart from those in its class: NON-CONSTANT CROSS-SECTION FUSELAGE :Piaggio says 20% of the plane’s lift comes from this. DELTA FINS: A leftover from the LearJet collaboration, these fins provide recovery force during aerodynamic stalls. WING: The wing is designed to provide 50% laminar flow, meaning less airflow disturbance and less drag. The wing can also be smaller than otherwise, and its far-aft placement also benefits cabin room. LIFTING SURFACES: All three horizontal surfaces provide lift, making the P.180 somewhat of a triplane – surely, the Red Baron would be proud. PUSHER PROPS: situated far aft, resulting in a lean, efficient design, but at a price; as the engine exhaust and wing wake pass through the propellers, they create a very distinctive (and loud) noise. T-TAIL: As the horizontal stabilizer also acts as a wing, it’s important to keep it out of the prop-wash. CABIN: Although the non-constant section fuselage means that the
HOW DO THEY STACK UP Piaggio P.180 Avanti II Max Take-Off Weight 12,100 lbs; Max Payload 1,800 lbs; Max Cruising Speed 402 Knots True; Takeoff Distance 2,850 @ sea level; Rate of Climb 2,950 fpm @ sea level; Max IFR Range 1,470 nm Cessna Citation CJ2+ Max Take-Off Weight 12,500 lbs; Max Payload 1,700 lbs; Max Cruising Speed 418 Knots True; Takeoff Distance 3.360 ft; Rate of Climb 4,120 fpm @ sea level; Max IFR Range 1,613 nm
Piaggio P.180 Avanti II
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rear of the cabin is smaller, because of the far aft-placement of the wing the cabin gets to take full benefit of the widest sections the fuselage has to offer. The Piaggio leaves its turboprop competition in the dust; the big boys have to answer with pure jets. Cessna’s comes in the form of the CJ2+. The maximum takeoff load has been increased, and so has payload. The CJ2+ also climbs more quickly, cruises faster and ranges farther than its predecessor, and with less fuel. The CJ2+ enhances every amenity imaginable. And it can take off and land on shorter runways, even in high-hot conditions. But all that’s compared to the CJ2. What can the CJ2+ offer that the Piaggio can’t? WING: Like the Piaggio, the CJ2+ uses a laminar flow wing. ENGINES: Situated on the aft end of the fuselage, the engines provide a clean, uncluttered design much like on the Piaggio. T-TAIL: Gets the horizontal stabilizer out of the jet wash, just as on the Piaggio. LIFTING SURFACES: Only the wing is able to provide lift on the CJ2+. CONSTANT CROSS-SECTION FUSELAGE: Provides for an even distribution of cabin room but is unable to offer the Piaggio’s aerodynamic benefits.
E C O S YS T E M What’s the Hold-Up?
Easy to Miss, Hard to Replace
With the oldest frames now a decade old, low cost carrier AirTran is now contemplating replacements for its fleet of Boeing 717s. A leftover by-product between the merger of Boeing and McDonnell Douglas, the 717 proved to be a popular, albeit accidental, niche-filler for LCCs like AirTran. But with the airframe out of production, AirTran will either have to upgrade to bigger aircraft, or downsize to the increasingly popular and expanding line of large regional jets. The Boeing 717 started life as the McDonnell Douglas MD-95, a 90’s update of its popular DC-9/ MD-80 series of airliners. When Boeing merged with MD in 1997, it was stuck with the now rebranded airliner and a sales threat to its own 737 line. Still, Boeing marketed the airliner anyway, and after a short while many airlines loved the reliability and performance it offered. Airlines saw it as a good performer for low capacity routes. (Boeing even studied stretched designs) However, as airliner orders stopped trickling in, the 717 was formally canceled in 2005. Therefore some other front runners emerged. AirTran already operates a fleet of 737s, but most people feel that its simply too big for the type of routes the 717 was assigned to perform. Popular with regional carriers and majors alike, the Embraer E-Jets look like “big” airliners but are perfect for smaller routes. Many feel this is AirTran’s best bet. And then there is the new design aimed squarely at the E-Jet’s success, the C-Series promises the latest and greatest in technical innovation but for now is stuck being a “paper” airplane.
Skyway Robbery
Jesse James and John Dillinger can only dream of a heist like this. On September 23, a cash depot in Stockholm, Sweden faced a heliborne air raid – really. Using a stolen Bell 206, the brazen Swedes even made Time’s list of most spectacular heists and provided witnesses with a show not seen since The A-Team went off the air. How it went down n 5:15 am: Staff at Sweden’s National Rail Administration, across the street from the G4S cash depot, notice the helicopter hovering above the depot’s roof. It doesn’t take them long to figure out something’s amiss. n 5:19 am: Up to four men were seen jumping onto the roof while police respond. The men apparently broke their
It was all said and done. Northrop Grumman thought they had won the bid to produce the Air Force’s newest aerial tanker, dubbed the KC-45.But after protests to the Government Accountability Office made by Boeing, Defense Secretary Robert Gates canceled the program in September 2008. But just a year later, the Air Force asked for new bids from both companies. Many experts believe Northrop Grumman will retain the upper hand after the long wait, but Boeing is betting on a new trick up its sleeve. Northrup Grumman proposal, based on Airbus’ A330 Multi-Role Tanker Transport (MRTT), itself based on the popular airliner, was the winner in the last round. Now with an improved A330F freighter around the corner, Northrop Grumman hopes to further improve upon the features that made this plane a top contender. Boeing’s previous proposal was based on the popular 767-200 airliner, of which tanker versions already fly for Italy and Japan. While borrowing features from the 767-400 for improved gross-weight performance and more gas to pass, this proposal, now known as the smaller half of Boeing’s “KC-7A7” family is still on the table. But Boeing has something else cooked-up to fight size with size. Their newest proposal is based on the largest twin-jet now flying, the 777. Boeing feels that it was simply outsized last time, so now they’re playing Northrop Grumman’s own game - and playing it in spades. The large sibling of the “KC-7A7” family, this monster will hold 300,000 lbs of fuel and be able to carry up to 320 troops.
way through with the use of explosives and used ropes to haul up sacks of money. n 5:25 am: Confused police watch helplessly while they wait for the National Task Force. n 5:35 am: The helicopter leaves with the police doing little more than looking on. They drop caltrops onto key roads to prevent ground pursuit. The National Task Force arrives only to enter a now-empty building. n 5:49 am: A nearby police helicopter station is alerted but the robbers’ plans were still coming together as a suspected bomb in front of the hangar prevents aerial pursuit. The device is later dealt with using a water cannon. n 8:15 am: The Bell 206 is found abandoned in the woods north of Stockholm.
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AV I AT E
FAA Considers Clearance for Internet-Only Flight Training by J. Christopher Robbins
You remember yours? I remember mine. Every pilot remembers ground school. Mine was in a dingy and dark corner at the low-rent district of our Florida airport. The three-classroom facility smelled like stale coffee and mildew. The air conditioning worked fine, at least when the owner of the Part 141 school felt like turning it on. There is nothing like sweating over a whiz wheel. This familiar scene could, however, become a thing of the past. The FAA is considering requests by several “online” universities to offer Internet-based flight training. Students would satisfy the ground school requirement by logging onto their computers, grabbing a beverage, and “attending” online classes. I do not buy into the hype surrounding Internet education. I never have. Online education is not effective. It’s unsupervised. It lacks the giveand-take among students and instructors that makes a classroom environment successful.
Also absent from online classes is confrontation. A classroom environment should put students on the spot. They must be required to defend their positions, the facts they believe, and their views on issues. Instructors should be able to engage them, to question them, and to confront them when appropriate. The flight deck is not a passive, docile, and forgiving place; nor should the classroom be. Kent Grayson, CFII, ATP, and the dean of Morton Aeronautical University, agrees. Despite the excellent revenue potential of online flight training, Mr. Grayson said his institution will not consider it. “Flight training needs personal interaction between the student pilot and instructor,” he says. He continues, “Our purpose is not just to impart facts and figures. The job of the institution is to build a student pilot’s confidence and character. This is not an easy job and we are not willing to entrust it to impersonal and unsupervised online classes.” Dean Grayson specifically mentioned lessons relating to flight planning,
FAA Flight Training
critical thinking, aviation weather, emergency procedures, and go - no go decision-making. “These do not lend themselves to an online format. These areas deserve narrative, discussion, personal context from the instructor, and a hands-on approach.” Indeed, if your flight training experience was anything like mine, you probably learned as much from your CFI’s war stories and bull sessions as during formal study. Internet-based ground school students will miss a lot of that. As a college professor myself (I teach contract law at Holmes College), I am very sour on Internet-based programs and curriculum. Online education has not lived up to its billing. Such programs usually attract the lowest quality instructors. And, it should therefore be no surprise that they attract the least qualified and least ambitious students; ones not willing to dedicate the necessary amount of time or money to a proper educational experience. Now 15 years into the internet education fad, most of us know what it really means to “graduate” from an online “university.” We know what an Internet-only degree is worth. And, when we get résumés from job seekers who selected such programs, most of us weigh them accordingly. Do we really want to entrust these same “online universities” with the task of training the next generation of pilots? The FAA accepted comments on this proposal through November 30, 2009. You can send the FAA your comments by logging into www.regulations.gov. You will need to enter the docket number for the proposal: FAA-2008-0938. J. Christopher Robbins is an aviation attorney. He also teaches a course on contracts and legal transactions at Holmes College. You can email him at chris@floridalawyer.com.
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Precisely Engineered for FUN With legendary German engineering, quality and performance, the Remos GX puts a different kind of fun into flying. The new full-carbon-fiber wing system has an almost unlimited lifetime, and slotted flaps allow steeper descent rates and safe short-field landings. Remos is technically superior, but uncomplicated and easy to master. Plus our best-in-class useful load handles all the equipment you need for a unique, fun flying experience. Call 1-877-REMOS-88 or visit www.remos.com. The sky is your freeway.
C o m m u n i c at e
Additional Training and Your Insurance
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t always seems to be a sticky point between the insurer and the insured when it comes to “required” additional training. That training may be the result of transitioning into a different aircraft, annual flight review requirements, annual instrument proficiency check requirements or an annual or biannual formal school requirement specific to your particular make and model of aircraft. No matter which form, many insured’s view it as a sticky subject as it takes time and money to comply with. With most general aviation aircraft, there is no additional training requirement from most aviation insurance companies. They simply ask that you comply with all the FAA requires. These aircraft are mostly non-pressurized single and light multi-engine aircraft. Pressurized aircraft, turbines, and larger twins will always generate additional training requirements from your aviation insurance carrier. Einstein’s theory of additional training requirements is P (pressurized) = S (annual school). When looking at sophisticated singles, twins and pressurized aircraft, just expect that there will be some additional training requirement from your aviation insurance carrier. As I have discussed in a previous article, this is not all bad. Yes, it takes time and money to complete this additional training, but it is in your best interest. Insurance companies are motivated by profit, and fewer accidents equals more profit. This results in lower rates for you. Looking out for their bottom line translates into looking out for your safety.
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Now, just because you have an aircraft and insurance carrier that does not require some form of additional formal training, you should do it anyway? Many aviation insurance carriers provide additional discounts for all aircraft and pilots that go above and beyond when it comes to safety and training. Many offer discounts for WINGS programs and many other forms of additional training. Make sure your agent is aware of any additional training that you complete and is forwarding that information to your aviation insurance carrier. If you are not communicating this information to your agent, you could be missing out on some pretty good discounts.
by Rick Ross
insurance company will usually like to see a formal syllabus from your instructor specific to your make and model of aircraft along with a résumé of your CFI’s qualifications to include his or her experience. You need to relay this information to your aviation insurance agent and specifically ask them to approach your insurance provider with this information. It usually only takes a day or so for them to review the syllabus and make a decision. So don’t let an additional training requirement get you down. And if you are not required to do it, do it anyway. It may not only save you money on your insurance premiums, it could save your life. There are many fun ways to get additional train-
You may be pleasantly surprised on how flexible your insurance company might be when it comes to local training in your spare time. Also, just because your aviation insurance company is requiring that you complete formal training every year does not mean that you have to pack your bags, get a hotel and rental car and head off to Wichita or Orlando for a week. You may be pleasantly surprised on how flexible your insurance company might just be when it comes to local training in your spare time at your airport. There are also many formal training courses that come to you. Many insurance companies are also open to a local CFI with good experience in your make and model of aircraft. Your
ing. It could be through one of the many aircraft clubs, aviation safety seminars, mountain flying courses and WINGS programs. This is a chance to get together with like-minded people in the aviation community, have fun, learn something new and become a safer, more experienced pilot. And don’t forget to relay this information to your aviation insurance agent so you are given every discount you deserve.
S u b s c r i b e N o w a n d WI N!
Grand Prize is a Gobosh 700S Airplane Pilot Magazine, LLC is proud to announce the launch of PilotMag, an exciting new aviation magazine and our website PILOTLOUNGE.COM, a social networking website for aviators. As part of this launch, we are giving away a 2008 Gobosh 700S aircraft. If you’re a pilot or ever dreamed of becoming a pilot – your dream is about to come true. Gobosh offers a Light Sport Aircraft to help you take your life to a new level.
NEW SUBSCRIBER DISCOUNT
RECEIVE PILOTMAG AND BE REGISTERED TO WIN A GOBOSH 700S Introducing our new social networking site
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The 700 is manufactured on the same production line that produces certified aircraft. The certification requirements and superior craftsmanship is evident both above and below the skin of the 700. Aluminum parts are anodized, a corrosion protection process superior to traditional zinc chromate. The 700 also has robust steel landing gear making it ideal for the daily rigors of flight training.
PILOTMAG GET A GOBOSH SWEEPSTAKES OFFICIAL RULES 1. NO PURCHASE NECESSARY TO ENTER OR WIN. Purchase will not improve chance of winning. Void where prohibited by law. Subject to all federal, state, and local laws. 2. CAN I PARTICIPATE? Open to all individuals who legally reside in the 50 United States, U.S. Virgin Islands, District of Columbia and Canada (except the Province of Quebec) age 21 years or older as of the date of entry. Employees of Pilot Magazine, LLC, its affiliated companies, and the advertising and promotion agencies of each, are not eligible to win. Any person in the immediate family of an employee (including the spouse, children, parents, brothers and sisters of any employee) living in the same household of any such employee is not eligible to win. 3. HOW DO I ENTER? The sweepstakes begins 07/28/08 and ends 07/28/10 (the “Promotional Period”). There are two ways to enter during the Promotion Period: (1) subscribe to PilotMag; and/or (2) enter by mail. You may use any one or both methods. To enter by mail, complete an official PilotMag 2008 Sweepstakes entry form available from Pilot Magazine, LLC, by sending a self-addressed stamped business-size (#10) envelope to: PilotMag Sweepstakes, 8001 Interport Blvd. Suite 260 Englewood, CO 80112 (VT residents may omit return postage). All mail-in entries, including addressing, must be hand written, mailed separately in a sealed envelope and have sufficient postage. Official entry forms must contain all the requested information on the entry form including, but not limited to, your name, complete mailing address and telephone number. Mail your official entry form to the address shown on the form. Each mail-in entry must be made on an official entry form postmarked during the Promotion Period and received by 10:00 am MT 07/28/10 to be eligible. Mail-in entries mechanically reproduced or made in any fashion other than submitting an official entry form provided by Pilot Magazine, LLC, as described herein will not be accepted. All entries. Responsibility for receipt of each entry rests solely with the entrant. Pilot Magazine, LLC is not responsible for incorrect, inaccurate or incomplete entry of information or for lost, delayed, misdirected or mutilated entries or mail. Entries that are incomplete, forged, or otherwise defective or made outside authorized channels, including those which have failed due to human processing error or otherwise, shall be void. Participants who disregard these official rules or abuse, threaten or harass Pilot Magazine, LLC or any Pilot Magazine, LLC representative in connection with this Sweepstakes may be declared ineligible and have their access to this or other PilotMag-sponsored promotions blocked. All entries become the property of Pilot Magazine, LLC and will be neither acknowledged nor returned. Pilot Magazine, LLC or its agents will not accept correspondence or telephone inquiries regarding the status of entries or the administration of the Sweepstakes. Pilot Magazine, LLC reserves the right, at its sole discretion, to cancel, terminate or suspend the Sweepstakes in whole or in part should a cause or event beyond Pilot Magazine, LLC’s control affect the administration, fairness, proper play or conduct of the Sweepstakes making continuation impossible. Notice of any such event shall be posted at www.pilotmag.com. 4. WHAT CAN I WIN? One (1) Grand Prize. One (1) Grand Prize winner will receive a 2008 Gobosh 700S aircraft with no more than 280 hours
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on the Hobbs meter. Winner does not have choice of any options, exterior or interior colors. Approximate retail value (“ARV”): $ 124,000. Prize will be delivered to the general aviation airport in the Continental U.S. nearest to the Grand Prize winner’s home. Grand Prize winner (or Grand Prize winner’s spouse, son, daughter, mother or father) must be certified as a Student, Recreational, Sport Pilot, Private, Commercial or Airline Transport Pilot as of 07/28/10. A current medical is not necessary. Winner acknowledges that Pilot Magazine, LLC has neither made nor is in any manner responsible or liable for any warranty, representation or guarantee, expressed or implied, in fact or in law, relative to the prize described herein, including, but not limited to, its quality, merchantability, mechanical condition or fitness for use. All warranties are hereby disclaimed by Pilot Magazine, LLC, and the winner will accept the prize “as is.” Delivery date may depend upon airport and aircraft availability. All federal, state, and local taxes, fees and other expenses (including permitting, registration and insurance) not specified herein are winner’s sole responsibility. All reasonable efforts shall be used to provide the aircraft described. If the prize is unavailable, an aircraft having substantially the same cost may be substituted. Prize cannot be assigned, transferred, exchanged or redeemed for cash but Pilot Magazine, LLC may substitute cash value for the prize at their sole option. 5. HOW DO I WIN? The potential Grand Prize winner will be selected in a random drawing to be held on or about 08/21/10 from among all entries received. Potential winner will be notified in person, by e-mail, U.S. mail or phone call within thirty (30) days of the drawing. If a potential winner declines to accept the prize, or in the event that prize notification cannot be accomplished within ten (10) days from the first notification attempt, the potential winner will be disqualified and Pilot Magazine, LLC will select an alternate winner. The potential winner may be required to sign an Affidavit of Eligibility and Liability Release and, except where prohibited by law, a Publicity Release that must be notarized and returned to Pilot Magazine, LLC within fourteen (14) days of receipt of notification or prize will be forfeited and an alternate winner will be selected. In compliance with Canadian law, if winner is a Canadian resident, he or she must first correctly answer a mathematical skill-testing question before the prize will be awarded. If the potential winner is unable to correctly answer the question, Pilot Magazine, LLC will select an alternate winner. By entering, each participant releases Pilot Magazine, LLC, its affiliated businesses, and the owners, officers, directors, contractors, employees and agents of each from any and all liability, damages, claims or causes of actions of any kind whatsoever (however named or described) for injuries, damages, or losses to person or property which may be sustained in connection with the Sweepstakes, or the receipt, enjoyment or use of the prize. Each winner shall grant permission to Pilot Magazine, LLC, and its affiliated businesses to use his or her name, age, city, state, and photograph or other likeness for advertising and promotional purposes without additional compensation, except where otherwise provided by law. By entering this Sweepstakes each participant agrees to be bound by these Official Rules and the decisions of Pilot Magazine, LLC, and its agents, whose decisions regarding all aspects of the Sweepstakes shall be final. If due to an error, more than one Grand Prize is claimed, the Grand Prize shall be awarded in a random
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FUTURE FLIGHT
From Terrestrial Explorers to Clowns in Space By Gates L. Scott
Aerospace, Space Tourism and the Commonwealth of Virginia
A
s the late afternoon breeze kicked up on the James River, the Jamestown-Scotland ferry roared to life from the dock on route to Jamestown and Colonial Williamsburg. With an instant churning of propellers that rivaled an abbreviated rocket-launch, the ferry was on its way to one of the most historical places in American history. With the setting sun at our backs and the vastness of the river landscape, my only thoughts were those of Virginia’s historical roots in early American colonization. Imagining Captain John Smith’s journey up the James River in the Susan Constant, Discovery and Godspeed, establishing the first permanent English settlement in North America, was an extremely impressive feat of exploration. Since September 1608 until this very day, it seems as if Virginia has been on the cutting edge of discovery. From John Smith’s maps and books that solidified colonization in the New World to NASA’s aerospace development and research, the Commonwealth of Virginia has cemented itself as the discovery capital of our modernized, American civilization. For over 400 years, this area has represented the very best in exploration, innovation and design. With a commonwealth that breeds more mechanical engineers than any other state in the union, Virginia has got the lock on an extremely talented workforce; ones driven to explore. I don’t think when John Smith landed in this area in 1608 he would ever have imagined that his discovery would have led to further exploration. I’m sure he thought he had completed one of the most difficult passages on the planet, never to be rivaled. Today, the National Aeronautics and Space Administration’s intention to build an outpost on the surface of the moon – a base camp for formidable explorers to learn more about the moon’s natural resources, make a journey to Mars, conduct a wide range of scientific investigations and encourage participation from the general public through “Space Tourism” – is no doubt something to be rivaled. The team at NASA’s Langley Research Center is actively testing and constructing an inflation-deployed expandable structure that will become a significant building block for a lunar base. This multilayer, fabric structure will house researchers in a capsulated environment from which they can perform tests and experiments. Once inflated, 18
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NASA is working to develop structures and materials for a lunar outpost for the United States’ planned return to the Moon.
the unit will likely serve as a dry storage facility and outpost for modern day explorations. The unit was tested in Antarctica in 2008, and it is on its way to becoming the first habitable lunar base. Eat your heart out, Mr. Smith. First however, NASA has to find efficient and reasonable ways to get these unique structures to the moon. At a breakneck pace, NASA marked the agency’s fifth shuttle launch of the year, a flight rate not seen since 2002. With the launch of Atlantis from Kennedy Space Center in Cape Canaveral on November 16th, carrying six astronauts and a slew of large spare supplies to the International Space Station (ISS), the pace comes right as the agency is preparing to wind down its shuttle program and replace the three-orbital shuttle fleet with new spacecraft and rockets by no earlier than 2015. That’s the plan. It is currently under review by the White House. At the heels of the Atlantis STS-129 mission currently underway is the first test launch of one of these new rockets, the ARES I. NASA Langley Research Center in Hampton, Virginia is playing a central role in the test of this rocket being developed to carry crew and cargo to space after the Shuttle program retires. The unpiloted precursor to ARES I, ARES I-X, climbed about 25 miles in a twominute suborbital powered flight in an arc over the Atlantic in a test
FUTURE FLIGHT that was conducted last month. In a multi-year effort, NASA Langley has designed, fabricated and assembled key parts of the rocket; the Orion crew module and launch abort tower simulators. Since NASA’s budgets have been cut, the unpiloted rocket seems a viable and efficient re-supply ship; however scientists and engineers are working diligently to manage payloads and get the best bang for the buck. To reach the Moon, Mars and other planetary bodies, space sojourners need a new generation of rockets that leverages the power and reliability of a Saturn-rocket and the propulsion elements of the Space Shuttle to journey safely and efficiently into a harsh expanse like the moon or ISS. ARES I is the keystone of the agency’s new space transportation infrastructure.
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When John Smith landed in this area in 1608, who would’ve imagined that his discovery and exploratory influence would have led humans to space.
Leading the systems engineering and integration and the Orion crew module/launch-abort system simulator, the Langley Center facilities represents an investment in land, buildings and scientific equipment of approximately $3.3 billion and employs over 3,700 people from the region. Now, in order to launch these rockets into space, you need an appropriate facility that can handle the job. Advocacy and new policy in 2008 have combined to create the Mid-Atlantic Regional Spaceport (MARS) at Wallops Island; the location of choice for many future missions. Tax incentives have also been created to develop
A NASA rendering of the Taurus II rocket at the Mid Atlantic Regional Spaceport in Wallups Island, Virginia
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FUTURE FLIGHT Dennis Tito, the first space tourist.
this aerospace hot-bed, like the “zero gravity/zero tax” which resulted in Virginia’s successful bid to woo Zero Gravity to Virginia’s spaceport as the launch site for Orbital Sciences Corporation’s four-stage, solid fuel Taurus II vehicle now in development. Established in 1945, The Wallops Flight Facility has launched over 16,000 successful research, development and scientific orbital and sub-orbital rocket launches from the eastern shore or southern tip of the Delmarva Peninsula. Its 6,000 acre campus is a national resource for enabling low-cost aerospace-based science and technology and its tenants consist of NASA, NOAA, the Naval Air Warfare Center and Navy/Surface Combat Systems Center. From the launch of sounding rockets and scientific balloons to science aircraft and unmanned aerial systems engineering, Wallops Island has become one of Virginia’s and aerospace’s coup de grace. Aside from the aerospace advancements that NASA is developing with orbital and sub-orbital rocket launches, space tourism has become a public relations campaign to advocate for further research and development. It’s also a way to sway policy makers to grab a hold of these exploratory endeavors and motivate the general public on the future of space travel. This recent phenomena of space tourism is limited to only the extremely wealthy and the Russian Space Agency providing the ride. For $20-$35 million, only seven eccentric individuals have had the opportunity to take the ride of their lives. In an effort to offset maintenance costs and other ancillary expense, the Federal Space Agency of the Russian Federation, the Rocket and Space Corporation and Space Adventures started to facilitate flights for some of the world’s first space explorers to the ISS despite strong opposition from some of NASA’s senior figures. On April 28, 2001, Dennis Tito became the first “fee-paying” space tourist to visit the ISS for seven full days. The most recent tourist, or “private space explorer” as some would prefer, is The control room at the Mid Atlantic Regional Spaceport
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FUTURE FLIGHT
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The Wallops Flight Facility has launched over 16,000 successful orbital and sub-orbital rocket missions from the southern tip of the Delmarva Peninsula.
Guy Laliberte, who traveled to the ISS on board the Soyuz TMS-16 spacecraft with Expedition 21 crewmembers made up of NASA and Russian Federal Space Agency astronauts. During his 10-day stay at the ISS, Laliberte, the stilt-walking fire breather and founder of Quebec’s first internationally-renowned circus, his 1984 creation Cirque du Soleil, shared information about water-related issues through an artistic and poetic mission to promote his own One Drop Foundation. Literally, the first clown in space. He paid handsomely (over $35 million) for a chance to visit the space station, clown nose and all.
benefit. It will also open up and fund new technologies to realize these exploratory endeavors.
The Commonwealth of Virginia and its early settlers have fostered a pilgrimage to new places. I just wish that the names of these orbital and sub-orbital space craft could be that of Susan Constant, Discovery or Godspeed and that John Smith’s ancestry realizes his enormous contribution to both aerospace and exploration. Budgets and time will tell when lunar bases and unpiloted rockets will propel humans to space on a regular basis. A mock-up of the Orion space capsule heads to its temporary home in a hangar at NASA’s Langley Research Center in Hampton, Va.
There are many companies that have joined in the space-tourism race. You have seen them at Oshkosh and heard of their clandestine ventures in the deserts of California. As the early terrestrial explorers did 400 years ago, these space brokers are raising money from their proverbial kings and queens to sail the great ocean, or starry skies, in search of New World riches and new settlements. Founded in 1998, Space Adventures, LTD is the world’s only premier, private space exploration company, accumulating thousands of hours in space for their first seven clients. Their primary mission is to not only entertain those that can afford a ride to space, but to facilitate the creation of new vehicles and markets that will open up the resources of space for human
Photos by Sean Smith/Courtesy of NASA Langley
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Compiled by Ray Cober In a new series brought to you by PilotLounge. com, PilotMag has compiled a list of extraordinary young pilots making a difference in their aviation community. Here are some “Pilots in the Crowd” that illustrate a growing movement in general and commercial aviation. This movement has brought aviation and its associated discipline and skill to the forefront of our country’s educational system. And without these individuals, this industry couldn’t continue to grow. Please take the time to find out what these young aviators are up to.
pilots in the Crowd
Zach Grunder
Lockheed Martin Summer Internship Program Zach became a member of the Lockheed Martin Summer Internship Program at the behest of a friend who worked with Lockheed’s HR department. He has been a very valuable member of Lockheed’s team ever since. Originally studying to become a civil engineer, he pursued a double major, adding mechanical engineering. Once in the internship program, he contributed work on the new Orion space capsule slated to become the United States’ primary means of manned space access. When he made his way over there and reevaluated the team’s work on environmental derivations, he was able to consolidate nine month’s worth of work into just two, receiving awards and commendations from both Lockheed’s tech department and the Orion program’s supervisor. Zach also worked on the aeroshell for the Mars Science Laboratory and the GRAIL program, which will send two satellites to map the Moon’s gravity. Zach has also been heavily involved in academics and with his community, having been on the dean’s list for the past three years and working with various charities including Operation Santa Claus, a joint charity by Lockheed Martin and United Launch Alliance to give food and toys to children in the Denver, Colorado area. He also does volunteer home improvement for elderly citizens in his community and has greatly expanded his professional and volunteer connections through the Summer Internship Program. He is currently studying at the University of Wollongong in New South Wales, Australia, conducting research into signals and control systems.
Daniel Fluke
University of North Dakota A recent graduate of the University of North Dakota’s aviation college, Daniel Fluke had been flying for 7 years, since the age of 16. He has been involved in various student and aviation groups while at UND, including helping out others with the rigors of student life. Daniel had been busy gaining experience and flying different kinds of aircraft, earning increasingly complex licenses and ratings and for the past year and working for UND for as a full time flight instructor. Daniel completed his degree in only three years, which he credits to his time spent with the helpful faculty and staff UND has to offer. Daniel has also worked with 4-H summer camps at UND to give elementary students a focus on aviation. He has also worked with Scout clubs and even the Special Olympics, and has been involved with other local community charities and events to spread interest in the aviation industry. Furthermore, he is now helping an American Airlines 777 captain achieve a new altitude record in the unpowered category. This endeavor has required him to research new technologies in near-space equipment, including a sneak peak at future space suits intended for Mars missions. He is now working towards ATP and A&P certification and hopes to open his own flight school.
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Nathan Coats Cherry Creek High School Career & Technical Education Department Nathan Coats first became interested in aviation at a young age when his dad began work on his own private pilot certification. As he was sitting in the back of a Cessna watching his dad progress through various stages and accumulate hours, he thought it was the “neatest feeling in the world” and he would ask his dad for a ride at every opportunity. Now, not only is Nathan studying to be a pilot as a student of the Cherry Creek High School Career & Technical Education Department in Greenwood Village, Colorado, but he is also an active member of the Black Forest Soaring Society based at Kelly Airpark near Elizabeth, Colorado. Nathan began gliding a year and a half ago as a work-around of the FAA’s age limits (You only need to be 15 years old to solo in a glider) and has learned tremendously from the experience. That experience includes first-hand how it feels to Kevin Burgess have to be one-hundred percent committed to each and Metropolitan State College of Denver every landing with no chance of a go-around – certainly Kevin Burgess already had a couple of associate degrees under his belt, but an opportunity to build one’s skills. Gliders also give him went to the Metropolitan State College of Denver based on their reputation as a chance to perform maneuvers most piston pilots are too an aviation college and on the performance of the college’s Flight Team. With all timid to do – like push against clouds and turbulence in his associates credits transferred, he began studies in the general and corporate the hunt for thermals. He also has plenty of opportuniaviation program and joined the Flight Team, eventually becoming team captain. ties to hone his situational awareness as the Black Forest It was in this position that he attracted the attention of a local flight school that Soaring Society practices close to the flight path of jets witnessed him coordinate and organize practice meets every Saturday. They were heading into Denver International Airport’s Class B and impressed enough to seek him out for a dispatch position. Additionally, he is also just a thousand feet below 747s. Nathan had previously a national student representative for the National Intercollegiate Flying Associaworked with Civil Air Patrol and assisted at airshows, and tion, and has maintained a GPA of 3.8 despite working 20 hours a week in addiwishes to continue his flying career with the Coast Guard. tion to his full-time student status. Kevin says that his experience with the Flight Team has been a tremendous asset, giving him greatly increased exposure to the world of aviation. He has made it his duty as team captain to include low-time, would-be and even non-pilots into the Flight Team experience, mixing Bill Donovan them into the cadre of advanced students and CFIs. University of Kansas “Everyone has a position in the Flight Team,” says Bill Donovan started as an undergrad student Kevin; “even if they can’t fly a plane, their contriat the University of Kansas, but his interests butions to the team are invaluable.” Being able to in physics and math existed well before then. make sure the team stays fluid and coordinated is What specifically drew him to aerospace enmore important than being worried about the skills gineering was how fun it would be to take each member is able to bring to the table, and math and science and apply them to build Kevin has excelled as a true leader. and fly aircraft. As he calls it, to be able to do all that and get paid for it is pretty amazing. Choosing the University of Kansas based on its reputation for airplane design, he began research and work on UAVs. His first work was to build a small R/C airplane that would carry as much weight as possible for a Society of Automotive Engineers competition. His team took first place in that competition. Soon he was working on the Hawkeye, a UAV designed, built and flew one semester with 11 other students. That UAV not only later became the basis for a lager vehicle called the Meridian, but of a company he founded, Viking Aerospace. In the meantime, he’s still doing undergraduate studies at Kansas University, including designing a sensor suite called CRESES (Cryospheric Remote Sensing) which will be fitted to the Meridian and taken to Antarctica and Greenland and measuring changes in ice thickness and sea level.
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pilots in the Crowd Daniel Halperin Embry-Riddle Aeronautical University Daytona Beach Campus One of Daniel Halperin’s professors calls him “the most outstanding student that I’ve had the pleasure of teaching.” Graduating in only three years with a perfect 4.0 GPA, he was awarded a graduate fellowship to Florida State University to continue his studies in meteorology. This is the accumulation of extensive research work that earned Daniel recognition as the FAA’s Student Researcher of the Year for 2009 for Andrew Grevitt a project involving general aviation pilots encountering hazardous weather. Bristow Academy Instead of the usual NTSB follow-up reports and data, Daniel and his team Andrew Grevitt may only saw a different, innovative approach. This approach involved following a just now be learning group of 26 pilots closely over a period of two years and painstakingly combabout how to fly helicoping through every detail each pilot’s weather encounter unveiled. Daniel ters, but it is by no means collected and analyzed this data and was able to highlight the successes the only thing he has and failures of current systems designed to alert pilots, which the FAA and done in his life or even other groups are closely looking into. This is made all the more impressive by his first encounter with considering that the team was several months behind before Daniel joined. rotorcraft. An Englishman Outside of the project, Daniel sponsored SKYWARN Spotter training for the now studying at Canada’s student population at Embry-Riddle and the general public. He was also the Bristow Academy, his first meteorology honor society chapter president. But perhaps his most promicareer was with the British nent leadership role was in the Army where he served in the Intelligence Corps. (Choosing to err on the third annual Science Day for side of caution, he would not divulge the specifics of his military career.) He elementary school students, then became a member of the Surrey Police where he qualified as a Tactiwhich, under Daniel’s leadercal Team member, similar to being on the SWAT team. This meant having ship, has grown to include practically zero vacation time as he was often called out on special assignover 150 children and morning ments during periods of rest. He then transferred to the Cayman Islands and afternoon sessions. Daniel and became involved in Air Support Unit performing search and rescue and was even involved in organizdrug interdiction onboard a Eurocopter A-Star. It was during this time that ing and designing the event’s he became interested in helicopter aviation. Taking a big personal risk, he exhibits, which included a deresigned from the police force and signed on with Bristow Academy. He tailed look at Embry-Riddle’s has already made a number of important contributions to the safety of research facilities. Daniel plans helicopter pilots, being a very safety and equipment-minded person. Using even more important meteorohis experience as a student, he has designed an ATIS plate to increase crew logical contributions during his resource management and situational awareness, and is now seeking to graduate work. place his invention into production.
Aaron Repp Metropolitan State College of Denver Aaron Repp has been involved with aviation ever since he could remember. When he was only four years old, he got to take a tour of the Boeing plant in Renton, Washington with a family friend. “It was one of the coolest things,” he said, “and I’ve been hooked on aviation ever since.” On his 10th birthday, his dad arranged a joyride in a glider. He went to the Metropolitan If you know a young aviator State College of Denver, Colorado with the idea of fully delving into aviation, when who exemplifies hard work and a professor’s question brought gliders back to the forefront of his mind. “He asked high achievement in aviation ‘who’s ever flown a glider’ and only one hand in the whole class came up.” Not only and aerospace, Pilotlounge.com did Aaron decide to earn his gliding license, but he wanted to take it a step further and PilotMag want to know who they are. Please submit – not only is he trying to organize a glider club at Metro, but he’s been actively your candidates for “Pilots drumming up interest in flying gliders within the local aviation community. Armed in the Crowd” to editorial@ with a 30-40 minute long presentation, he’s been exposing the virtues of flying glidpilotmag.com to be published in ers to the young and not so young. “It’s helped me tremendously learning how to future issues. Our industry is dependent on the youth that will fly – there are no complicated systems and a minimum amount of ATC.” He’s also develop new technologies and been collaborating with NCAR – the National Center for Atmospheric Research – for efficiencies to keep our aircraft a plan to use gliders in low-level metrological data gathering. His professional hopes in the air and aviation research are to become an airline pilot, with short-term goals of working for a local FBO. and development on track.
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NTSB INSIDER
A Long-Awaited Return to Flying
T
welve years had lapsed since my flight instructing days. During that time, I continued to ask myself why I had allowed so much time to pass, and what plausible excuses I could come up with to make myself not sound as truly delinquent as I was. I did go flying a few times with a friend at the Boulder Municipal Airport in Boulder, Colorado – once in a glider and another time in a PA-18. My claim to fame amidst a twelve year dry spell.
By Barbara S. Marx
relatively close to my house. A painless phone call, a trip to the nearby Erie Municipal Airport in Erie, Colorado, and all would be well with my parental duties, end of story. Or, so I thought. After a few emails back and forth with Christopher Dillis, owner of Skyraider Aviation, in an effort to schedule their joy rides, he was quick to catch on to the fact that I wasn’t much more than a pilot has-been with a big “currency problem,” as he liked to refer to it. The guilt was seeping into my already weakened pores.
Light sport saves the day. First and foremost, I felt obliged to admit that being away from aviation for as long as I’d been, I had no idea what an LSA even was. (Yes, that’s how bad it had gotten.) A few questions later, I learned about the FAA’s new light sport category and sport pilot certificates created in 2004 allowing for ease in restrictions to the private pilot certificate. Half the flight time requirements and therefore half the cost, and no compulsory medical examination.
Life had gotten in the way. Life had gotten in the way of my love for flying, big time. I got married, got busy with a career in accident investigation with the NTSB and Delta Air Lines, had three children, and then took some time off to raise them. During that time, I’d occasionally hear the sound of an aircraft’s engine overhead, glance up and wink towards my fellow aviators who had obviously persevered more diligently than I. For whatever reason, the hook had gotten loose from me and I was struggling to reconnect. I know I’m just trying to make excuses. (You’re on to me!) My children’s pleas for an airplane ride during their spring break this year finally broke my non-flying doldrums. At an editorial advisory board meeting one afternoon in mid-March, I happened to run across a fellow aviator who owned a company that operated three LSAs (light sport aircraft) out of an airport
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As defined by the FAA, LSAs have a maximum gross takeoff weight of not more than 1,320 pounds for aircraft not intended for operation on water (or 1,430 pounds for aircraft intended for operation on water), a maximum airspeed in level flight of 120 knots, a maximum stall speed of 45 knots, either one or two seats, fixed undercarriage and fixed-pitch or ground adjustable propeller, and a single electric motor or reciprocating engine, which includes diesel engines and Wankel engines. (Tell me something I don’t already know, right.) Honestly, it was all gibberish to me at the time. As long as it had wings, that was all that mattered. But to Chris, LSAs held more meaning than simply having wings. They’re a unique market that opened up and presented tremendous business potential. Having spent a few years in Germany as part-owner of an Aero AT-3 (a low wing aircraft manufactured by Poland’s Aero Ltd. and the predecessor to
the Gobosh), he returned to the U.S. with a light sport bug and a drive to be an LSA sales dealer in Colorado. Stalling only one knot above the U.S. light sport stall requirements, he realized he’d have to find another LSA other than the AT-3 to start his business. Following some additional research and a trip to Oshkosh in 2005, he found that the Evektor SportStar fit the LSA requirements and was a near-perfect match. The problem was that Evektor (a manufacturer based in the Czech Republic) already had a designated sales dealer in Colorado. So he decided to start a flight-training center instead. Skyraider Aviation officially opened for business in January 2006 as the first light sport training center in the Rocky Mountain West. The first SportStar was ordered in January and was delivered in November. Due to an increase in demand, another SportStar was ordered five months later.
Enter the Gobosh 700 and Remos G-3 In the meantime, Gobosh (an aircraft manufacturer based in Moline, Illinois) had begun working with Aero Ltd. In an effort to modify it per U.S. LSA standards, a few adjustments were made to the AT-3 and the newly minted Gobosh was ready to be sold in the U.S.’s LSA market. Gobosh also happened to be in need of a Colorado sales dealer. For its flight training, Skyraider leased its first Gobosh 700S in the summer of 2007
REBUILT
ENGINE. OVERHAULED
PRICE. EXTENDED OFFER. Lycoming has extended its offer to get a zero-time, factory-rebuilt Lycoming engine for the price of an overhauled engine. It’s built to factory new limits and comes with a zero-time logbook and a two-year factory warranty. But best of all, a Lycoming rebuilt engine increases the value of your airplane. To find a distributor near you and to order your zero-time, factory-rebuilt Lycoming engine, visit Lycoming.com.
Promotion runs from May 1, 2009, through December 4, 2009. This offer requires the return of a select engine core. A select exchange engine core is defined as a Lycoming factory new or rebuilt engine that has never been overhauled, otherwise known in the industry as a first-run core. Certain restrictions apply. See your distributor, or visit Lycoming.com for more details. Š 2009 Avco Corporation. All rights reserved.
NTSB INSIDER
me to become all too familiar with just about every possible scenario that could go wrong in an airplane. “But I’ll just try it,” I told myself. “What can one lesson hurt?”
as the next airplane to be introduced into its fleet, followed by their first purchase of one a year later. Substantial club activity justified the acquisition of a Remos G-3, which was added in June 2008. A few weeks after our initial meeting in March, Chris was the designated pilot assigned the task of taking each one of my children flying, one by one. Needless to say, with huge grins on their faces when they landed, the guilt began seeping in once again. Not only is Chris the President of Skyraider, but he was also a newly minted sport pilot instructor. If he could handle my three rowdy, rather untamed children like a champ, he could certainly handle me, right? My excuses were finally running out. Yep, it was time to sink my teeth in and rediscover my wings.
Rediscovering my wings. So, as the day my first lesson approached in early April, I can recall the butterflies in my stomach on the drive out to the airport. My thoughts digressed towards my fear that with six years worth of accident investigation experience under my belt, could it be possible that I would simply be too afraid to fly. Unfortunately, my past work experience had caused 28
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At the start of the first lesson, I told Chris that I wasn’t much interested in handling the controls, especially during takeoff and landing, but that I might be willing to do some straight and level. Yes, I know how bad that sounds. I admittedly had a bad attitude at the start. Seeing too much of the adverse side of aviation had obviously had an impact, despite the low statistics and probability of an incident or accident even occurring. But I knew it was finally time for me to get past all that. Aviation has an odd way of sucking you back in when you’re unfortunate enough to have gotten lost as I had.
The hook’s in too deep. Throughout the course of the next dozen lessons or so, I managed to make just about every rookie mistake in the book -- missing checklist items, inadequately scanning for traffic, unintelligible radio calls, misreading instruments, descending below traffic pattern altitude, flaring too soon on landing … you name it, I did it wrong. GPS had also come a long way in twelve years and was somewhat of a mystery to me. In addition, all of my previous flying had been conducted along the east coast - my home base was Trenton Mercer Airport (TTN) in Trenton, New Jersey at an elevation of 213 feet MSL. I knew enough from my accident investigation days to know that density altitude could present some significant challenges, but I had no personal experience with it. I was also used to flying out of a Class D airport and uncontrolled airfields were rather foreign to me. It was incredibly humbling for someone with the kind of safety background I had to experience. But I managed to put my ego aside and persevere, and I’m so grateful I did. I soloed
After having flown nothing but Cessnas and Pipers (typical rulers of the ramp) for as long as I have, it’s been quite a thrill to be asked what kind of airplane I’m flying. the Remos in May, and then got checked out in the SportStar. In an effort to build more flight time, I’ve recently leased the SportStar all to myself for a few months and am now taking it on as many cross countries as I can fit in to my schedule. And the Gobosh, of course, will be my next airplane to tackle. At the end of the day, though, here’s the thing. After having flown nothing but Cessnas and Pipers (typical rulers of the ramp) for as long as I have, it’s been quite a thrill to be asked what kind of airplane I’m flying at just about every airport that I land. On my first solo cross country in the SportStar out to Fort Morgan Municipal Airport in Fort Morgan, Colorado, a somewhat seasoned pilot rode out to me from his hangar on an electric scooter and posed the question, “Can I just look at it?” The greatest compliment of all, however, came from an early-twenty-something, FBO employee at the Boulder Airport. When out on the ramp one rainy day while washing the SportStar, he approached the airplane, obviously smitten and wanting to sneak a peak, and simply said, “Sweet ride.” I smiled and while under my breath, I quietly responded, “You know it.” I was too afraid to sound like one of my children, despite my near adolescent-like enthusiasm. But that’s the uniqueness of LSAs. They’re different. They’re distinctive, and they’re unmistakably rare in an aviation world full of fleet commonality dominated by many of the familiar, tried and true, good ol’ boy makes and models. And that’s a tough thing to say given the exclusivity of aviation in and of itself. But it’s true, and I’m re-captivated. The hook is in too deep this time, and now I’m refusing to let it go.
“Our landings per tire jumped dramatically. And so did my confidence in MICHELIN tires.” ®
Copyright ©2009 Michelin North America, Inc. All Rights Reserved. The Michelin Man is a registered trademark of Michelin North America, Inc.
LANDINGS PER TIRE
Bob Runkle Chief of Maintenance Owens Corning
20 percent. That’s because Michelin’s technologically advanced tread compounds wear longer, so he can get more landings out of his tires. Bob knows that when it comes to getting the plane out of the sky and onto the runway, his tires are the last thing he has to worry about. FLY MICHELIN ®. Find out what else Bob has to say, and tell us about your own experience with MICHELIN ® A Aircraft tires. Visit airmichelin.com.
09MAIR1380
With MICHELIN ® Aircraft tires on his company’s planes, Bob Runkle saw his landings increase by nearly
A E R O DY N A M I C S
It’s All On The Wing by Jack Ferguson
The modern GA pilot has much to be excited about; awinspiring speeds for pennies on the mile, glass cockpits that do everything but hand out the peanuts, flight into known icing capabilities on the even the smallest aircraft, life-saving parachutes, and the list goes on. However, let’s take a look at the basis from which all this cool stuff stands and understand why this very platform is often overlooked or taken for granted. The humble wing. One of the simplest, yet most influential creations ever dreamed up by humankind or, more accurately, copied, continues to evolve quietly in the background. Helping aircraft to go faster and fly safer. » Early Kites employed
flat-plate technology
I know what you are saying, ‘Damn it, Jim, I’m a pilot not a philosopher’. I thought this was supposed to be aerodynamics article. Not counting birds, which nature invented 150 million years ago, the first wings were Chinese kites that flew around 500 BC. These early kites, lacking any sort of camber or curvature of the wing, employed flat-plate technology to fly. They forced air to change direction and thus provided lift perpendicular to it flow. For kites, a positive angle of attack is necessary to fly; thus, the long streaming tail which provides ballast to hold the nose up.
camber to a wing to create lift; even at zero angle of attack. By forcing air over a wing that had more curvature on its topside than its bottom, air molecules are forced to run faster over the top, consequently lowering their pressure in order to meet their other molecule buddies who chose the southern
Massive wall projects aside, we fast forward a couple thousand years. Sir George Cayley, unveils one of the first, truly modern wings and gliding aircraft in the early 1800s. Considered the mack-daddy of modern aerodynamics, Caylay was also one of the first to understand the significance of adding
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route to the wing’s trailing edge. (The air molecules moving along the top side actually arrive before their bottom dwelling friends, but that’s a whole other subject.) We know all about this stuff from Bernoulli’s Theorem. It explains this concept mathematically and is a tenant of Aerodynamics 101. And while Bernoulli’ notoriety in ground school is at its height, we now understood that a majority of a wing’s lift is created by Newton’s Third Law of Motion – for every action there is a equal and opposite reaction. At the end of the day though however, it all comes to drag. A cambered wing can provide a lot more lift for less drag than a couple of 4x8s glued to a fuselage.
» Straight wings evolves With a slight grasp of wing camber and an understanding that the amount of lift created is the square of its velocity, engineers have been able to focus on wing shape and construction, rather than a proportional
A E R O DY N A M I C S
relationship of the two, and provide unique capabilities to aircraft based on individual, mission profiles. The original straight-wing, which typically meets the fuselage at a right angle working quite well in the early years as it provided high lift while going slow. It was easy to construct and provided excellent strength. However, due to the low airspeeds achievable on early aircraft, most required a dual straight-wing or bi-plane design to provide the necessary lift. While a straight-wing works predictably at low airspeeds, it begins to suffer from drag problems as the airspeed climbs. As one nears Mach .8 (Roughly 530 knots at sea level) shock waves, or wave-drag, a boost in drag perpetuates up to four times the force felt at lower airspeeds. Like waterskiing with a square ski, these shock waves and the associated wave-drag are felt along the full length of a straight wing. From root to tip, the wing feels their influence. So how do we deal with this?
» Swept wing, shockwaves, and drag
Irishman John William Dunne was the first to employ swept-wing technology in the early 1900s. Not because he was flying
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around at 500 knots, but because early, swept wings were used to improve longitudinal stability and address center of gravity issues. It was in late 1930s that German engineer Adolf Bussman and American Robert Jones, concurrently, and quite independently, began work on swept-wing designs to deal with wave drag. Swept wings work by angling the wing behind the shockwave produced near the wings root. The extremely, stressed out post-wave airflow slows down and the wing feels as if it’s flying in subsonic airflow. (The Boeing B-47 was the first production aircraft to intentionally use swept-wing technology.) Today, nearly, all high-speed aircraft use some sort of swept-wing design. Of course, nothing comes for free and as the swept wing gained popularity, it was realized that at slow speeds, the angled airflow had a nasty tendency to move across the wing towards the wing tip, rather than from front to back as is required to create lift. This span-wise flow causes a loss of lift near the wing tips and quickly progresses toward the root as airspeed decreases. As lift runs up the wing, toward the wings root, the aircraft would pitch up. Not a desirable condition when part of the wing has already stalled. There were a plethora of remedies in the early days, including wing fences, airfoils that get wider toward the tip and a number of other odd shapes that worked to varying degrees. Leading edge slats, winglets and compound flaps have beaten the span-wise flow problem in recent years. While swept wings worked
novemBer/december 2009
well for most high-speed aircraft, they had problems holding up in extreme situations, as in combat. As engine technology have produced more and more horsepower for less weight, military aircraft in the mid 1950s required a wing that could hold up to high G loads. Evolved from swept-wing, the delta wing offered better strength, increased surface area and enough space to store fuel or bombs. It also provides extremely high stall angles thanks to the large, air-hugging, vortex created by its leading edges. On the downside, its massive wing means high drag at low airspeeds. The delta wing is a fixture on many modern fighters, used on the F-14, and coupled with variablegeometry wing technology, it allows aircraft to change wing shape based on airspeed from a near straight wing for takeoff and landings to a highly swept, delta wing for supersonic flight. A multitude of wing-shapes, twists, turns, cambers, non-cambers and airfoil shapes grace today’s’ modern aircraft from the Cessna 172 to the F-22 Raptor, however every wing comes from one of these three very basic shapes; straight, swept and delta. Each with their own, unique capabilities and amazing properties, they allow all of to fly like the birds all the while providing a much needed platform for everything else.
BEST PICKS OF 2010
BY PILOTMAG
GADGET & GEAR GUIDE 1
What’s in Your Flight Bag?
» ASA Flight Pen
Garmin Nuvifone G60
Leave the lights off and turn the pen on! This pen features a built-in LED light, making it perfect for IFR night flights. Leave the pen cap on and it becomes a limited illumination flashlight. Features a cap-mounted shirt clip, comfortable rubber grip, positive on/off switch for long battery life and an LED bulb you never have to worry about replacing.
www.ASA2fly.com
Price: $6.95
The same people who changed the flight deck forever are now set to change the way you navigate by phone. The nuvifone (yes, lowercase) G60 is the only 3G phone to fully integrate all the GPS navigational expertise you have come to rely on from Garmin, along with voice, data and mobile web capability into a slim Smartphone.
www.Garmin.com
Price: Varies based on Region and Provider
» Chart Highlighter Tape
Student pilots and CFIs alike will want to file this under “I wish I knew of this earlier!” This highlighting tape is easily removable, which means you can mark up your sectionals again and again and still avoid the confusion of criss-crossing colored routes! Comes in four different colors.
www.MyPilotStore.com
Price: $8.75
» ASA Adjustable Yoke Clip
Tired of kneeboards? The ASA Adjustable Yoke Clip tells everything in its name – mounts on the yoke and clips everything in place. The strong, plastic construction supports sectionals, approach plates, flight logs, checklists, even flight computers and pens. Fits all general aviation yokes without modification to clip or yoke.
» Flight Guide Vol. I, II, III
A comprehensive, up-to-date and user-friendly airport directory, Flight Guide features detailed information, airport layouts and foldout sections for larger Class B airports. Packed full with what aviators need to know about their destinations, this easy-to-read guide measures only about five inches square, making it a perfect fit into just about any flight bag.
www.aipilotshop.com
Price: $32.00
ASA Full-Size Manual E6B
A brushed aluminum pocket-sized E6B, durable, handy, easy to use and perfect to for the student pilot wanting to placate the wellmeaning and demanding CFI. With easy-to-read print and simple instructions, your student pilot will be ready if the instruments go dark. Comes with a vinyl case and instruction booklet.
www.ASA2fly.com
www.ASA2fly.com
Price: $14.95
Price: $29.95
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for 2010
PILOTMAG’S 2010
2
What’s in the Baggage Compartment?
» Montague Paratrooper
The Claw Aircraft Grass Tie-Down System
Collapsible sports bike
GADGET & GEAR GUIDE
Pass the rental car counter and bike straight from your plane to your destination with the Montague Paratrooper collapsible sports bike. By simply locking the frame release and mounting the front tire, this 36” x 28” x 12” package goes from your baggage compartment to a rugged 24-speed mountain bike – with no tools!
Never fear the grass ramp ever again! The Claw is a lightweight anchoring system featuring spikes that can penetrate up to ten inches, deep enough to solidly secure your aircraft but shallow enough to be used virtually anywhere. Can secure up to 1,200 lbs with little effort to install or remove.
www.montagueco.com
www.TheClaw.com
Price: $799
Price: $99.95
» GATS Fuel Jar Strainer
EPA regulations on the flight ramp are becoming more and more stringent, and nowhere is that more evident than at your plane’s fuel sump. Wouldn’t be nice if you could put that fuel back into your plane? The GATS fuel strainer lets you do exactly that, by separating the gas from anything that isn’t. Built from strong plastic, can be used on any grade of fuel including Jet A.
www.aipilotshop.com
Samsonite Aspire Boarding Bag
Whether flying yourself or letting the airlines do it for you, Samsonite has your luggage needs covered. The Aspire boarding bag features a large, U-shaped opening for easy access, a removable shoulder strap and exterior pockets. Need something else? The Aspire line also includes expandable spinner uprights, spinner totes, and wheeled garment bags.
www.LuggagePros.com
Price: $49.99 for boarding bag
Price: $16.95
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BEST PICKS OF 2010
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BY PILOTMAG
What’s in your student flight bag?
» Max Trescott’s WAAS and GPS CD-ROM Course
One of the most common complaints amongst student pilots is the lack of good, quality training material specifically regarding Garmin’s G1000. Max Trescott’s CD-ROM courses, including the WAAS and GPS course, isn’t the first teaching package about the G1000 or the FAA’s Wide Area Augmentation System, but it is the first student pilots actually want.
www.maxtrescott.com
Price: $99.95
ASA Instrument
» ASA Flying the Light
Rotating Plotter
A plotter is a simple, must-have tool for marking charts and routes, and ASA’s Rotating Plotter provides a multitude of functionality and convenience. Made of sturdy, transparent plastic, this plotter features easy-to-read print and scale information. Includes WAC, Sectional and Terminal Area scales and statute and nautical mile references.
Retractable (book)
www.ASA2Fly.com
Price: $12.95
Complex aircraft are seen as a rite of passage and an alluring challenge for nearly all student pilots, but most are unaware of the special care and traps they present. LeRoy Cook not only explains the complexities, flight and maintenance issues that come with folding gear, but the development history of each plane presented, for a comprehensive understanding.
www.ASA2Fly.com
Price: $19.95
ASA CX-2 Pathfinder Electronic Flight Computer
One of the most popular electronic flight computers on the market! The ASA CX-2 Pathfinder Electronic Flight Computer can calculate true airspeed, fuel, headings, weight and balance and even Mach number. Comes with four AAA batteries.
www.asa2Fly.com
Price: $79.95
» ASA Student Flight
Records – Private Pilot
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Sometimes the most basic things are the things we think the least of. The Student Private Flight Records from ASA provide a convenient place to log a flight’s worth of lessons, flight hours, comments on student performance and other experiences with much more writable space than a logbook. A neat and organized format makes for improved instruction and learning!
www.ASA2Fly.com
Price: $2.95
PILOTMAG’S 2010
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GADGET & GEAR GUIDE
What’s in your CFI flight bag?
» American Aviator Partial Panel Instrument Cover
The American Aviator Partial Panel Instrument cover is an easy to use, easy to remove instrument cover sized to fit standard six-pack “steam” gauges. Essentially a suction cup, it sticks on without leaving any residue on your instruments and can be reused time and time again.
www.aipilotshop.com
JeppShades IFR Flip-Up Training Glasses
Ever wish you had one of the many Jeppesen Instructor’s Guides in CD-ROM format? What about all of them? Now you can with just one CD! The Jeppesen’s GFD Instructor’s Guide CD features all four Jeppesen Instructor’s Guides (Private, Instrument/Commercial, MultiEngine and Flight Instructor) on a single CD, with bonus materials included!
www.jeppesen.com or www.MyPilotStore.com
Price: $61.50
» ASA’s The Savvy Flight
» Jeppesen Seven-Hole
Having to clip checklists and other pages into your Jeppesen binder can be a bit awkward. After all, who makes a seven-hole punch? Why, Jeppesen does, of course! Now you can fit those pages perfectly into your binder! Made of lightweight aluminum, this hole punch can take a tumble in your flight bag too!
www.jeppesen.com or www.MyPilotStore.com
Instructor (book)
Nothing sours a student pilot’s experience more than a less than stellar flight instructor – and nothing spoils a CFI’s paycheck more than a sour student pilot! Greg Brown, FAA National Flight Instructor of the Year for 2000, guides the newly minted CFI on how to make flying a fun and positive experience for the next generation of pilots.
www.ASA2Fly.com
Price: $19.95
Punch
Price: $40
» Jeppesen Instructor’s Guide CD
Ever wish you had one of the many Jeppesen Instructor’s Guides in CD-ROM format? What about all of them? Now you can with just one CD! The Jeppesen’s GFD Instructor’s Guide CD features all four Jeppesen Instructor’s Guides (Private, Instrument/ Commercial, Multi-Engine and Flight Instructor) on a single CD, with bonus materials included! www.jeppesen.com or www.MyPilotStore.com
Price: $61.50
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BEST PICKS OF 2010
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BY PILOTMAG
What’s in your Hangar?
» CherryMAX G747 Power Riveter
This pneumatic-hydraulic tool is designed to use CherryMAX® rivets. The CherryMAX G747 is a durable, efficient tool able to take all the abuses of the most demanding shop (or hangar) environments. With its ergonomic, lightweight design, it can even be used one-handed.
www.skygeek.com
Price: $899.95
» Lenox Instrument Company Autoscope Borescope
The Lenox Instrument Company Autoscope may be ideal for inspecting any fixed-wing piston engine, but Teledyne Continental’s SB0303 service bulletin specifically recommends it. This battery-powered portable borescope allows the inspection of combustion chambers, carburetors and other items without major disassembly. Use it on your car, too!
www.Lenoxinst.com
Price: $995
» ASA 101 Crosswords for Pilots
The perfect time-killer whether sitting on the ground or stuck in the back with someone else at the controls. With over 6,000 clues and 125 pages, Michael Shurtz contains hours of brain-exercising puzzles and entertainment for pilots and enthusiasts alike. www.ASA2Fly.com
Price: $16.95 46
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Plexus Plastic Cleaner
Plexus is easier to use than ordinary cleaners. Its convenient aerosol applicator prevents dripping, leaking, evaporating and coagulating at the tip of the nozzle. Also, its anti-static properties repel dust and lint. Plexus® was developed for use in the aviation industry - specifically, for cleaning and protecting aircraft windshields and painted surfaces.
www.plexusplasticcleaner.com
Aero Tow Lil Sherman Tug
Aero Tow of Lake Mills, Wisconsin builds several small to medium size airplane tugs. These tugs are very high quality and durable, unlike many lower-priced tugs on the market. We think this is one of the best.
www.aero-tow.com
Sporty’sPrice: $1400
PILOTMAG’S 2010
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GADGET & GEAR GUIDE
What’s in your cockpit?
» ASA Flight Timer
Flight timers are essential for “dead reckoning” navigation, a useful skill even in this day of glass. ASA’s Flight Timer is also handy for much more! Features a large LCD backlit display, multi-function clock with AM/PM and Zulu settings, three simultaneous timer options, fuel timer, and many other features!
www.ASA2Fly.com
Price: $49.95
Garmin GPSMAP 696
The Garmin GPSMAP 696 is not just an MFD, it’s a portable MFD. Featuring a bright, 7-inch display and a 5 Hz update rate, the 696 acts just like the big sets in a compact package perfect for LSA-certified aircraft or your next flight in a rental.
Brightline Flight Bags
Intelligent Power Stabilizer & Intelligent Lighting Controller
It may simply be the ultimate flight bag. There’s a pocket dedicated to almost anything you’ll bring, including your fuel strainer. Features brightly colored zippers so you’ll never get lost in your own flight bag. Even splits apart into two separate bags – there is almost nothing you can’t carry!
Yes, there’s a fuel gauge perfectly calibrated for your Cessna 172 Skyhawk! The FuelHawk measures precisely how much fuel is in your tank for precise planning! Don’t own a Skyhawk? FuelHawk gauges also come calibrated for the 182 Skylane (with and without extra tanks), 152, and even for “generic” piston singles and twins!
www.Brightlinebags.com
Price: $129
www.aipilotshop.com
www.Garmin.com
Price: $3595
» FuelHawk Cessna 172 Long Range Fuel Gauge
Intelligent Power Stabilizer allows for the operation of GPS, EFIS and engine monitor systems before and during engine starting without the need for auxiliary aircraft batteries. Also is the Intelligent Lighting Controller simplifies the wiring of aircraft lighting and provides wig-wag and dimming functions combined in one module. www.tctech.com
» Airtex Interiors
Airtex Interiors offers carpeting for a wide variety of aircraft, engineered to fit perfectly. Made of lightweight 100% Nylon, your airplane’s carpet will stay beautiful and comfortable for a long time. An easy to install doit-yourself kit, available for most Aeroncas, Beechcrafts, Cessnas, Pipers and many more. www.Airtextinteriors.com
Price: Varies by Aircraft november/december 2009
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BEST PICKS OF 2010
7
BY PILOTMAG
What’s in your survival kit?
The Spot Personal Tracker
The world’s first Satellite GPS Messenger providing location-based communication to friends, family or professional services.
The SPOT Personal Tracker raised the safety factor for millions who took to the outdoors each year. SPOT notifies friends, family or an international rescue coordination center with your GPS location and status based on situation and need - all with the push of a button. This feature allows you to send and save your location and allow contacts to track your progress in near real time using Google Maps. With your SPOT account you have the ability to set up a SPOT Shared Page, which allows you to show your SPOT GPS locations to others on a Google Map.
www.findmespot.com
» Pains Wessex Personal Distress Signal Mini Flares
The most important thing about surviving is to be seen. Pains Wessex Personal and Compact Distress Signal Mini Flare contains three red aerial flare cartridges with integral projector and firing mechanism in a single lightweight, waterresistant case. Simple to use; just point up and shoot to 150 feet in the sky. Visible up to 5 miles in daylight conditions.
www.pwss.com
Revere Coastal Compact inflatable Life Raft w/Canopy
The Revere Coastal Compact inflatable life raft is small and light enough for single pilots wanting more than just a life vest, but can also hold up to two, four, or even six people. Equipped with 200 lb. ballast pockets, it will remain stable in rough sea conditions. Also comes with a canopy option so you can stay out of the weather and gives some additional shelter operations even when lost over land. www.RevereSupply.com
Price: $949.99 for Coastal Compact 2
ACR SARLink
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The ACR SARLink isn’t just a GPS-based personal locator beacon, it’s also a super-bright LED strobe light for visual identification as well. The SARLink is also light and compact, measuring only 2.25” x 5.88” x 1.49” and weighs only 8.9 oz with lanyard. Reports GPS position to within 110 yards.
www.sportys.com
Sporty’sPrice: $499
PILOTMAG’S 2010
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GADGET & GEAR GUIDE
What are your wearing?
» Clarity Aloft Headsets
Watches hold a special place in aviation – someone once said you can tell a “real” pilot by her watch. Of course, there are some impressive ladies’ watches out there too, and they don’t come much more impressive for either sex than Abdingon’s Jackie. Made especially for the woman flier, this water-resistant timepiece even includes a built-in E6B.
Price: $400
The PilotMag ballcap has taken the aviation community by storm. Who would want to be caught on the ramp without one. PilotMag is planning a line of aviation apparel due out in 2010. Keep an eye out.
Perhaps the most prevalent danger on the ramp or at your local airshow is the damage that can be done to your eardrums. SilentEar earplugs are designed to fit snugly, comfortably and safely into the ear and block all frequencies, and are specifically designed to be worn with helmets. Great for sleeping.
www.earplugstore.com
Price: $8.95 for a single pair of SilentEar plugs w/carry case, $9.95 for 3 pairs of QuietEar plus carry case
www.abdingonwatches.com
» PilotMag Ballcap
Price: $850-$900
» SilentEar Earplugs
Abingdon Jackie Ladies E6B watch
Clarity Aloft® Aviation Headsets, found in the lightweight, in-the-ear category, continue to impress aviation enthusiasts with their performance in a wide variety of high noise environments. The need for both hearing protection and clear communications places Clarity Aloft at the top of any pilot’s holiday gift list. Clarity Aloft headsets provide 35-45 dB of noise attenuation in the speech frequencies, blocking out unwanted sound while piping in clearer audio signals at a lower volume using high-end hearing aid speakers. The high noise level (often 90 to 95 dBA) found in both fixed wing aircraft and helicopters, is dampened effectively --so much so that Clarity Aloft has won multiple Product of the Year Awards. www.clarityaloft.com
Vedalo HD Sunglasses
The secret is in VedaloHD’s one-of-a-kind HDL-3C® lens filtering technology. This patented, Italian sun filter allows the wearer to see all color and color contrast better than the naked eye, giving pilots greatly increased depth perception, visual acuity and incredible LCD readability due to their non-polarized nature. This truly unique technology, still cuts glare and blocks 99% UVA/UVB rays. The Signature Line series is the most popular amongst pilots as each of the 4 styles feature extremely durable, yet feather light, beta-titanium frames which fit comfortably under any headset.
www.vedalohd.com
www.pilotmag.com
Price: $15
Price: $159-$249 november/december 2009
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BEST PICKS OF 2010
9
BY PILOTMAG
What’s in your home?
Top Gun F-117 Kid’s Flight Jacket
Inspire your child to be the best he or she can be with this stylish flight jacket. Featuring all the appropriate patches to let other young pilots know that your child is second to none. This jacket is also perfect for high-altitude family flights.
www.aipilotshop.com
» Plastic Model Kit – Revell’s B-1B
The B-1B is one of the largest, fastest and most complex aircraft of its class. With an impressive wingspan of over 136 feet with the wings swept forward, it is the last variable-geometry aircraft in the nation’s military inventory. Revell’s 1/48 scale plastic replica may not be as impressive, but it will take up shelf space! Fully detailed, with two sets of decal options. www.Revell.com
Price: $60
WxWorx Online WxWorx OnLine is the aviation industry’s new, fully interactive graphical weather software for daily weather monitoring and pre-flight weather analysis across the United States and Canada. Providing timely and accurate weather information directly to the user’s PC, WxWorx OnLine connects to the internet and delivers high-resolution NEXRAD radar coverage, winds aloft, METARs, lightning and more – all in one easy-touse application. Available for installation on the user’s compatible PCs, WxWorx OnLine will only enable one connection at a time per user. The software is available as a free download from the WxWorx store, and requires an affordable monthly data subscription to WxWorx OnLine’s Aviation package.
www.wxworx.com
The New XJ Jaguar
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Stunning in design, contemporary luxury including soft grain leather and a host of intuitive technologies make the all-new XJ an outstanding model that delivers true driving pleasure. Loaded with Jet seats with jet upper fascia and Ivory headlining, 365 hp direction injected 5.0L AJ-V8 Gen III naturally aspirated engine, and 19” Aleutian alloy wheels, this car will provide every thrill of flight on your neighborhood road.
www.jaguar.com
Price: $72,500 MSRP
PILOTMAG’S 2010
GADGET & GEAR GUIDE
FUN CATEGORIES Best Accessory for the Overly Common Aircraft: FuelHawk Cessna 172ng Range Fuel Gauge
Best tool for IFR Night Flying: ASA LED Pen
Best Tool for avoiding becoming an NTSB Statistic: ASA’s CO-D Carbon Monoxide Detector Carbon Monoxide poisoning is one of the most dangerous and insidious killers in general aviation; ASA’s CO-D is a reliable, simple and cheap defense against this invisible threat.
Best Tool for avoiding becoming an NTSB Statistic:
Worst movie to get someone psyched up for flying:
H3R RT-A400 Halon Fire Extinguisher
Alive
november/december 2009
Best Inflight Radio Station: Sirius Radio Channel 35 (Chill)
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Bornhofen’s
SPORT JET A test pilot speaks about a very light jet resurrected by Capt. Ron McElroy
D
espite a crash in 2006 and a general aviation and business community that has left very light jets for dead, the prototype Sport Jet has flown and the company, Excel Jet Ltd., is reworking
the next generation. With many very light jet aircraft manufacturers taking a hiatus and putting their projects on hold, and others left defunct and littered along the long highway of mismanagement, lack of funding, and rising research and certification expenses, Excel Jet Ltd. rises from the ashes of a tainted concept and challenges the industry with its next generation Sport Jet. Only Cessna and Embraer have succeeded. Who will be the next to step up and announce a jet that is simple for you to fly, easy to maintain, inexpensive to operate (cost per mile) and cheap to insure? It just might be this jet.
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Bob Bornhofen stands with his Sport Jet at his Colorado Springs headquarters. Against all odds, Bornhofen is determined to build a better VLJ. november/december 2009 november/december 2009
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Excel Jet Ltd. rises from the ashes and challenges the industry with its next generation Sport Jet. Many industry and government coalitions have attempted to develop the concept of personal jets over the past 40 years. Even NASA, through the GAP and SATS initiatives, has been involved. NASA likens the concept to having jet like performance and safety at propeller prices (NASA has implied that jet safety is much better than propeller safety). Yet, the airplane and jet ventures have been handcuffed by poor performance, cost overruns, poor engine reliability and empty promises to many buyers. And don’t forget the more recent bankruptcies and setbacks by ATG, Adam Aircraft Industries, Eclipse, Diamond, Cirrus, Spectrum, Safire, Epic, etc. The list of companies with good ideas that have failed is quite lengthy. Now, for the sake of full disclosure, I was the test pilot helping Excel Jet Ltd. with the workup to first flight that included engine runs and taxi tests, nearly four years ago. James Stewart (another Sport Jet test pilot) and I flew the Sport Jet for over 25 flights in about 25 days for about 25 flight hours in May and June 2006. Quite a feat by today’s standards. What makes Sport Jet different from the rest of the field? The answer is simple compared to others that have tried before.
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It boils down to the basic design and the approach to design and manufacturing. Excel Jet Ltd.’s owner and CEO, Bob Bornhofen, said, “First, a VLJ has to be insurable. Second, it has to be affordable. Third, the airplane needs to have performance like a jet. And, fourth, it must be simple to fly. And, it must be designed from the start so that it can be certified by the FAA without adding gizmos and gadgets to meet FAR 23 requirements. Keep it simple.” Bornhofen created the first, modern VLJ, which first flew in early 2000. He and his team designed and built the Maverick Twin Jet. Three of these experimental category jets are still flying today. The team was actually forced to modify and retrofit scrapped jet engines to install on the Maverick because there wasn’t a small enough engine available at the time, due to delays of NASA GAP FJX-2 engines that were in the pipeline. Because these modified jet engines weren’t approved by the FAA for production aircraft, the Maverick was not able to move forward towards FAA certification. It wasn’t until recent years that this was overcome with the development of small and lightweight turbofans, like the Williams FJ33 and Pratt & Whitney 610 jet engines. This milestone had opened the door for virtually any personal jet to be built that was affordable, reliable, and fuel efficient.
Here’s some preliminary specifications (estimated) obtained from Excel Jet Ltd. based upon the flight test reports of the first prototype Sport Jet: Gross weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,000 pounds Empty weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,850 pounds Payload (fuel + passengers + cargo). . . . . . . . . . . . . . . 2,150 pounds Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pratt & Whitney JT15D (for prototype and early models) Engine thrust rating. . . . . . . . . . . . . . . . . . . . . . . 2,100 pounds thrust Fuel Capacity . . . . . . . . . . . . . . . . . 210 gallons (approx 1400 pounds) Maximum cruise speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420 knots Stall Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 knots Approach/Landing Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 knots The Sport Jet has to be insurable; it has to be affordable; it has to have jet performance and it must be simple to fly.
That new development in jet engines was the catalyst to create the Sport Jet. Now that the technical ability to develop a personal jet was no longer a roadblock, there was still the big question: could it be insurable? As every pilot knows, obtaining cost-effective insurance is a major requirement for owning an airplane. Bornhofen says he learned very quickly after he obtained his own multi-engine rating that the insurance companies want more than just a rating. “Before the Sport Jet was designed, we went to key insurance personnel to determine the requirements to insure the airplane and its future pilots. These requirements became our design focus,” says Bornhofen. As a result, and even before first flight on the Sport Jet prototype back in May 2006, Excel Jet Ltd. had a letter of endorsement and support from a major insurance broker. With the vision of a personal jet, the guidance of the aviation insurance underwriters, the evolving multi-functioning avionic displays with GPS, and a simplistic design, the Sport Jet was born. Bob Bornhofen had demonstrated to numerous future customers, with the experience of the Maverick Twin Jet and first prototype, that his new aircraft would be a Ferrari compared to the other Volkswagens and Suburbans in the airplane industry. The Sport Jet is striking at first glance. Its sleek, mid-wing, T-tail, single
Takeoff Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,200 feet Rate of Climb (est at Sea Level). . . . . . . . . . . . . 3,000+ feet per minute Climb Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 knots Time to Climb to FL 280 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 minutes IFR Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000 NM Landing Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,000 feet
engine configuration identify immediately with high performance. Yet, it’s also because of these features that the airplane will provide the most safety available in a jet to protect the pilots and passengers. The new Sport Jet is estimated to easily carry three, 200-pound occupants plus 3 sets of golf clubs and enough jet fuel to be able to fly from Colorado Springs, CO to Scottsdale, AZ for a 10:00 am tee time, have a late lunch and still return home at the end of the day. Spending time with Bornhofen and his team in Colorado Springs, CO has allowed me the opportunity to see firsthand how the Sport Jet has met the challenges of the VLJ marketplace and how Excel Jet, Ltd. plans to overcome them in the future.
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I have never witnessed an airplane with such thrifty attention to detail. Safety features demanded by the insurance underwriters include a
fuselage absorbed the energy from the crash. It’s rare to hear of such
single engine, mid-wing design with a protective crash design for the
an accident without major injuries or fatalities.
airplane cabin and its occupants. Statistics for aviation accidents show that accident rates and fatalities are significantly lower with single engine aircraft rather than twin-engine aircraft. In addition, industry statistics show that modern turbofan jet engines are 70 times less likely to fail than piston engines. Therefore, a single-engine turbofan is the practical choice for Sport Jet future production. I flew with the Williams FJ33 on the initial Sport Jet prototype and another manufacturer’s VLJ, and it was consistently reliable and easy to operate. Next,
Bornhofen is planning to ensure that the current generation of pilotowners can afford to purchase and operate this airplane. With new single and twin-engine piston aircraft costing over $700,000 and $1,000,000 each, the Sport Jet gets very competitive on a cost per mile basis. If you had a choice of buying a twin for $1.1 million or a Sport Jet for the same price while flying nearly twice as fast, which one would you choose?
the Sport Jet hosts a mid-wing cantilever wing that is favored by the
The Sport Jet certainly qualifies as having “jet performance.” Even
insurance companies because of less exposure to damage and fuel
with the first lower-thrust Sport Jet prototype, it wasn’t uncommon
spills in the event of an off-runway landing.
to climb in excess of 2,500 feet per minute after takeoff even from
Finally, the Sport Jet fuselage is made of composite materials with an emphasis on “flexible roll cage” protection for the pilots and passengers during a crash. The success of this design was dramatically demonstrated in June 2006 when the Sport Jet was exposed to wingtip vortices and wake turbulence from a DASH 8 during takeoff from Colorado Springs Airport (KCOS). The airplane crashed and cartwheeled on impact at about 100 KIAS. The Sport Jet was totaled. However, the pilot and passenger sustained only very minor injuries. The Sport Jet nose, tail, and wings were heavily damaged while the fuselage absorbed the impact with minor damage saving the lives of its occupants. Even the cabin entry doorframe was designed to be rugged enough to allow normal opening and closing after the rest of the
high altitude KCOS. (I would comment after the flight that “it was like a beebee out of a slingshot, on takeoff.”) The newer Sport Jet should have dramatically more thrust for a much faster climb to FL280 with conservative estimates of high speed cruise at 420 knots. Sure, it’s not as fast as a B747, but faster than 7 miles per minute certainly makes the travel day more productive, especially knowing that it can land at smaller airfields in all kinds of weather with no traffic delays or security lines to go through. To ensure all weather capability, the production Sport Jet plans to have a full glass cockpit with all the options, including GPS, TAWS, ADS-B, plus an anti-icing system. There might even be an infrared enhanced visual system (EVS) or heads-up display (HUD) to help pilots in low visibility conditions. And, to be clear, Excel Jet Ltd. plans to use only commercially available, off-the-shelf, avionics units. To do otherwise, Excel Jet Ltd. claims, places a risk on production and delivery schedules from vendors.
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The success of this design was dramatically demonstrated in June 2006 when the Sport Jet was exposed to wingtip vortices and wake turbulence from a DASH 8 during takeoff from Colorado Springs Airport (KCOS). I flew the first Sport Jet prototype for a dozen flights back in 2006, and had the privilege to fly an owner’s Maverick Twin Jet. With my background as an experimental test pilot and having flown over 100 types of aircraft, I can vouch for the simplicity and harmony of the flight controls during all phases of flight on the Sport Jet. In other words, there was no unusual technique or compensation required from the pilot to achieve normal and expected flight characteristics. Pilots in the future will observe simplicity in everything that you need to get the Sport Jet flying. In fact, once the cabin door was closed, I had the avionics up and engines started ready for taxi in just under two minutes. Visibility from the cockpit is huge. Some business jets and a few airliners have restricted vision out the pilot window in some direction, but not the Sport Jet. The view is unobstructed and it is easy to view ground and inflight traffic. Another feature that caught my attention immediately was the simple and straightforward management of the weight and balance of the airplane. It’s basic design and placement of the wings, fuel, and engines allow for all seats to be filled with two 170 pound pilots and two 170 pound passengers, carry another 70 pounds of baggage and still fly 1000 nautical miles with full fuel tanks. The pilot really doesn’t have to worry about adverse CG configurations because of a favorable CG envelope. I don’t know of any other VLJ that has that kind of payload flexibility and capability to fly that kind of distance. There are three things that a new, Sport Jet pilot will need to be ready for: steering that is controlled by differential braking with a caster nose wheel (as many other general aviation planes are starting to use now), the “low rider” sensation during ground operations (as you look up to see a Cessna or Bonanza taxi by), and the ground rush effect as you accelerate on takeoff. Both of these latter effects are due simply to the cockpit-sitting height that is much lower than anything else you have ever flown. One more notable characteristic is the cabin-class roominess of the Sport Jet interior. The pilot has a lot of headroom, and both the pilot and passengers have plenty of shoulder-to-shoulder room to move around comfortably. In fact, Sport Jet is advertising the cabin width as
63 inches. That’s nearly 6 inches or more than the nearest competitor and even compares nicely with other larger business jets. But that’s not all. For most rear-seat occupants, there is enough room to fully extend your legs. I can assure you it’s much better than Economy Plus. Lastly, I want to commend Bob Bornhofen and his team at Excel Jet Ltd. for the overall, basic simplicity of each electronic, avionic and hydraulic system. I have never witnessed an airplane with such thrifty attention to detail. For example, electrical wiring bundles are probably the fewest I have ever seen due to the strategic placement of the electrical busses, batteries, and relays. Another example is that the only hydraulics on the Sport Jet is for the master cylinder for the pilot toe brakes. The landing gear for the new prototype will use special rugged and reliable electric motors for operation in order to reduce weight and avoid high pressure hydraulic lines through the cabin and out to the wing. And, without revealing proprietary company secrets, I can tell you that the composite fuselage assembly, systems installation and recurrent maintenance will be greatly simplified due to the company’s variation on assembly line processes to reduce man-hours while simultaneously ensuring greater reliability for the components. The VLJ marketplace has shown itself to be brutally demanding on every manufacturer’s vision to develop and deliver a very light jet to its potential customers. Challenges appear at nearly every interface of the process between FAA certification, investment shortages and business missteps, configuration and manufacturing control, vendors, training, and insurance. Yet, it would seem that the time is at hand for there to be a significant breakthrough. Bob Bornhofen led the charge ten years ago with the Maverick Twin Jet. Many other manufacturers have come and gone since then trying to make it commercially viable and profitable. It’s my professional opinion and hope that the Sport Jet will succeed at becoming the next, personal jet, perfect for you and your family or your small business! It’s been a long and frustrating time of waiting for the green light for the Excel Jet company to move ahead. My money is on that they will not only survive, but that they’ll deliver on their promise to produce a real jet with real performance, safety and cabin-class comfort.
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Some people follow the herd. I tend to blow right past.
As a dentist, I’m in the business of smiles. And nothing makes me grin like sitting in the cockpit of my Acclaim Type S. At 242 KTAS, it absolutely screams through the sky. But it’s not just the speed – it’s the breathtaking style. From tip to tail, every detail has an artist’s touch. I still remember the very first time I laid eyes on a Mooney. I was at my parents’ house, looking through a magazine, when I came across a Mooney ad. I immediately thought THAT’S what an airplane should look like, and knew right then I had to have one. That was just the start – I’ve owned three in total. © 2008 Mooney Airplane Company
Family and friends wife and kids love with the Flying De mission trips, it’s a
I take pride in wha mediocrity. Those
s play a huge role in my life, and flying is what brings us all together. My e every chance they get to hop in and go. And I’ve been around the world entist Association. Whether we’re headed to lectures or conventions or amazing how much my plane helps me further my career.
at I do. Working hard, doing things the right way and never settling for are just a few of the traits that I share with my plane.
Dr. David Craddock DDS Kewanee, Illinois
That’s my style. That’s My Mooney. Get the rest of David’s story and learn more about the Acclaim Type S at mooney.com or call 800.456.3033.
4Between a Tree and Hard Place Location: Alaskan Wilderness Camera Equipment: Unknown Photographer: Unknown Background: Pilot Seamus O’Daimhin, with over 16,000 hours and two tours in Vietnam can put his helicopter anywhere. Flying heli-skiers in both Alaska and in the Cascades, he can land a helicopter anywhere. Even between a tree and a hard place.
Site Picture
4NAVAL SUPREMECY Location: 2009 National Air Race Championship, Reno, NV
Camera Equipment: Nikon D300, 70-200mm lens
Photographer: Jeff Berlin
Background: This photo really doesn’t need any words. The Blue Angels F-18 Hornet stands austere and at the ready. Much to Jeff’s chagrin, the PilotMag team dragged him out of bed before dawn and had him shoot a series that included the ground support team for the Blue Angels. An impressive group.
Site Picture
On your next adventure, fly in comfort.
Two lightweight headset options:
Clarity Aloft Aviation Headsets 速
Buy online: www.clarityaloft.com
612-747-3197
AS VITAL AS
VISION
What’s waiting for you out there? Comprehensive in-flight weather data from XM WX Satellite Weather delivers the full scope of your surroundings with radar, lightning, winds aloft and more. Enjoy enhanced situational awareness and efficiency while you fly. Make XM WX a permanent part of your cockpit. And never fly blind again.
w w w. X M W X W E AT H E R . c o m
1-800-355-0131 8AM-5PM EST
Hardware and required monthly subscription sold separately. Subscription fee is consumer only. Other fees and taxes, including a one-time activation fee, may apply. All programming fees and weather data are subject to change. XM WX weather data displays and individual product availability vary by hardware equipment. Reception of the XM signal may vary depending on location. Subscriptions subject to Customer Agreement included with the XM Welcome Kit and available at xmradio.com and are available only in the 48 contiguous United States. XM WX is a trademark of XM WX Satellite Radio Inc. The XM WX service is not for “safety for life”, but is merely supplemental and advisory in nature, and therefore cannot be relied upon as safety-critical in connection with any aircraft or other usage. XM is not responsible for accidents resulting from or associated with use of the XM WX Service. Contact XM WX Satellite Radio by phone at 800.985.9200 to subscribe to XM WX Weather. ©2009
An Aircraft with a Purpose M by Gates L. Scott
any times you’ve looked out onto the ramp and find aircraft that serve
no other purpose than to hoist its fearless pilot into the air and take him
or her on a nice joy flight. The aircraft then returns back to the hangar, idling, waiting for the next cross country or its pilot’s best excuse to get
away from the stresses of life and enjoy some time in the air. Then there are those aircraft that are unique and carry a distinctive quality of purpose and utility. Tell me you don’t find those aircraft more interesting! As the Ag plane dive bombs over your head as you drive down a country road, or the military helicopter lands and empties what seems like hundreds of passengers; these aircraft were built with a specific mission in mind. They weren’t built for the weekend warrior. As you gaze at these awesome flying machines, you are jealous that someone is actually getting paid to fly them. What an opportunity. What a life, right. Some manufacturers miss practicality and utility. Hundreds of thousands, even millions of dollars are displayed at air shows throughout the country; however sometimes you have to ask, ‘what would I use that aircraft for?’ ‘What practical use would I have for that multi-million dollar aircraft?’
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In the steep New Zealand countryside, operating usually means landing on the side of a hill with one precarious spot at the top to load over 5,000 pounds of fertilizer into the hopper.
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AN AIRCRAFT with a Purpose
An Aircraft Designed for a Specific Purpose The roots of the P-750 XSTOL go back over fifty years of useful purpose. In a joint effort between an American aircraft designer, John W. Thorp and a Kiwi named Wendell S. Fletcher back in 1953, the FU24 agricultural aircraft was developed in response to the needs of a fledging agricultural aviation industry in New Zealand. The FU-24, or “Fletcher” as it is widely known, was spawned from Mr. Thorp’s design of the FD-25, a ground attack aircraft in the United States, and after many years the aircraft has had hundreds of modifications that include bigger hoppers, dual controls, aerodynamic improvements and even an adapted, automotive V-8 engine. In 1967, the world was introduced to the first turbine-powered Ag plane when the FU-24 was outfitted with a Pratt and Whitney PT6-20 500hp engine. Not only was it a first, but this aircraft was also specifically modified with a bigger hopper
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AN AIRCRAFT with a Purpose and much heavier payload. Over the next 12 years, designers and manufacturers kept adding more weight and more power (in 1970 a 50 cubic inch hopper was added), pushing the envelope in the characteristics and capabilities of this aircraft. Once it had reached its design limitations (and considering that all of these changes were not production modifications), it was determined that a new aircraft was needed. One that was stronger and faster.
A New Definition for “Operation” Now, the phrase “operation in New Zealand” needs further clarification. In the steep New Zealand countryside, operating usually means landing in many unimproved landing strips, or on the side of a hill with one precarious spot at the top to load over 5,000 pounds of fertilizer into the hopper. (That is two and half tons of fertilizer). Back from a dispersal run, the PAC-750 Cresco with its high-lift,
The FU-24 (It’s interesting to note that the first delivered
outer dihedral wing can often be back for a load in as few
FU-24 is still in operation) was then surpassed by the “Cres-
as four minutes. From brakes on to brakes off, there’s no
co”, which is Latin for “I Grow.” Pacific Aerospace Corpora-
turbine utility aircraft that can even come close to its pro-
tion (PAC) began working on this new design in 1975. The
ductivity. One significant problem Ag pilots and operators
new design included a longer fuselage, a massive hopper,
were having was that trucks couldn’t deliver the fertilizer
enlarged fins and rudder, a “wet wing” and a whopping
quick enough for each run. The aircraft was that produc-
600 hp Lycoming LTP 101 turbine. Wow.
tive in each of its dispersal runs.
Although the PAC-750 isn’t the best looking, light turbine, it packs one hell of a punch. Practicality over beauty. november/december 2009 november/december 2009
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AN AIRCRAFT with a Purpose In a half-century, PAC has built over 600 airframes including CT-4
from the back of the pilot seat to the aft bulkhead. Cargo doors
piston trainers for the RAAF and RNZAF. Now, with the P-750
are variable, however the skydive version of the XSTOL boasts
XSTOL, looks can be deceiving. Beauty being in the eye of the
a jump door of 127cm tall by 119cm wide. Drop Zone operators
beholder, this aircraft is a perfect case–in-point that utility does
around the globe have found a new way to increase efficiency
win over beauty. The aircraft has a proven record in spraying,
without any further modifications to the aircraft (external mike
parachuting, firefighting, freight, aerial survey and aero medical
in the rear of the cabin, huge jumps doors, steps, handles, lights
roles that rival any competitors in the market. However, its looks
and appropriate harnesses are fitted in the skydive version) or
and PAC’s humble marketing efforts don’t put it at the top of the
additional expenses to their operations.
list for many commercial operators. (All the better). Its ability to operate off the shortest, most rugged airstrips, to be able to serve the most remote communities around the world and a rapid climb to altitude to facilitate more jump sorties per hour for skydiving puts the P-750 XSTOL in a class of its own. However, I can almost bet you have never seen or heard of this airplane.
This is a very special aircraft with extremely special capabilities. In order to justify the expense and operation of an aircraft (something very common these days), an owner/operator has to have the right aircraft for the right mission. Sometimes flashy and sleek design can interest a buyer; however, without truly understanding what the aircraft is needed for or its true capabilities, what’s
The combination of engine/airframe is one of the cheapest and
the sense in buying on looks alone? Practicality is now starting to
simplest to operate and these characteristics quickly outweigh
outweigh mainstream aircraft marketing and flash. The PAC-750
its aesthetic appeal. Furthermore, the upward raking of the
XSTOL is an aircraft with both the brute and utility, despite its
outboard wing offers an enhanced lateral stability and the large
awkward, clumsy appearance. It’s a true workhorse.
single slotted flaps spanning the inboard section facilitate a stall speed of a mere 58 knots (What’s the stall speed of your
P-750 XSTOL Specifications:
Cessna?) At a maximum take-off weight of a whopping 7,491 pounds, this aircraft has a certified takeoff roll of 726 feet and can cruise at 140 knots. It is a workhorse, alright.
A Drop Zone Operator’s Dream The new P-750 XSTOL was born in 1999, when many US skydiving companies were looking for different and more efficient alternatives to their standard King Air, Beech 18 or Pilatus Porter jump planes (US FAA Certification was awarded in 2004). Equipped with a Pratt and Whitney PT6A-34 750 hp turboprop, the XSTOL can carry up 18 passengers to an altitude of 13,000 feet and back to the point of departure in around 15 to 16 minutes. The cabin measures 5 feet wide and over 13 feet long
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Powerplant One Pratt & Whitney Canada PT6A-34 Turboprop Average Fuel Consumption is 50 Gallons/Hour
Weight Basic Empty is 3,293 lbs Max Takeoff is 7,484 lbs Max Landing is 7,110 lbs Max Useful Load 4,191 lbs
Performance Vne is 170Kts Cruising Speed is 140 Kts Max Maneuvering Speed is 131Kts Stall Speed (Flaps Up) is 58 Kts Takeoff Roll at SL, ISA is 726 Feet Max Rate of Climb at Sea Level (MTOW) is 1067 Feet/Min Service Ceiling is 20,000 ft Max Range (No Reserves) at 15,000 Feet is 582 NM Endurance (No Reserves) is 5 Hours
Dimensions Wing Span is 42.2 ft Length is 36.7 ft Height is 13.17 ft Manufacturer Pacific Aerospace Ltd Private Bag 3027 Hamilton 3240, New Zealand www.aerospace.co.nz Price Approx. $1.75m
AN AIRCRAFT with a Purpose
The XSTOL can carry up 18 passengers to an altitude of 13,000 feet and back to the point of departure in around 15 to 16 minutes.
Pacific Aerospace’s 750-XSTOL has a proven record of spraying, parachuting, firefighting, freight, aerial survey and aero medical roles from some of the most inhospitable strips on the planet.
TravelGuide PILOTMAG
Take to the Skies. Take to the Slopes. A Guide to Ski Resorts and Adjacent Airports Making Your Next Ski or Snowboard Adventure A Time to Remember It’s wintertime and you may think that your airplane has to stay in the hangar. Well, here’s a list of North American ski resorts that should cure that winter itch to fly. PilotMag has gathered a list of amazing ski resorts with adjacent, general aviation airports to make your ski or snowboard vacation one to remember. Arrive in style and beat the traffic to one of these resorts that offer many amenities for tons of family fun. If you own an aircraft, what a better way to use it in the winter. If you don’t, looks as if you’ll need to find someone who does.
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Appalachian Ski Mountain Resort, Blowing Rock, NC In 1962, the original architect, Lloyd Robbins, recreated a European old-world alpine atmosphere when he designed Appalachian’s Bavarian-style ski lodge. Nestled at the base of Appalachian Ski Mountain, and overlooking the entire ski area, this 46,000 sq. ft. lodge is packed with amenities for skiers and non-skiers alike. This is where you can always find a warm and cozy place just to sit and relax. Enjoy an amazing view of the slopes from our 200’ observation deck or from the dining rooms in our restaurant. Sit, relax and warm yourself by our large stone fireplace. www.appskimtn.com
Airport
Avery County/Morrison Field (7A8), Spruce Pine, NC
Elevation: 2750 feet Sectional: Atlanta Attendance: Tue-Fri 9am-5pm, Sat 11am-6pm, Sun 1pm-6pm, closed Mondays Airport Services: 100LL, Jet-A, Jet-A with additive premixed, tie downs, Major A&P Runway Information: Runway 17/35; 3000 ft x 60 ft, asphalt, Good Condition Significant Remarks: VFR Flight Only, high terrain, frequent military operations, frequent wildlife, nearby gravel mining operations, self-serve fuel only after hours (credit card required) Approximate Distance from Ski Resort: 20 miles
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A. Massanutten Ski Mountain Resort, Virginia Massanutten Resort is approximately 10 miles east of Harrisonburg, VA, in the northwestern region of Virginia. In May of 1971, the development of 5,200 acres in Massanutten, by a group of ten investors, was announced at a luncheon held at Spotswood Country Club in Harrisonburg. And now, thirty years later, Massanutten Village is a thriving four-season resort and community of over 1,000 single-family homes, 1300 timesharing units, and a multi-million dollar ski business.
B. Wintergreen Ski Resort, Virginia Treat yourself to magnificent mountain views, sumptuous luxury, and thrilling recreation at Wintergreen Resort. Spanning 11,000 acres on the eastern slopes of the Blue Ridge Mountains, with spacious condominiums and vacation homes are surrounded by winding trails, cascading streams and lush forests. The ultimate four-season vacation or conference spot, Wintergreen Resort is peaceful and refreshing, with an endless variety of activities www.wintergreenresort.com
Airport
Shenandoah Valley Regional Airport (SHD),Staunton/Waynesboro/Harrisonburg, VA
Elevation: 1201 ft Sectional: Washington Attendance: Continuous Beacon: Lighted Airport Services: 100LL, Jet-A, hangars, takedowns, major A&P, high/low bottled oxygen Runway Information: Runway 5/23; 6002 x 150 ft, asphalt/grooved, good condition, high intensity lighting Significant Remarks: none (please check airport directory) Approximate Distance to Ski Resorts: 30 miles (both Massanutten and Wintergreen)
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Hudson Bay Mountain, Smithers, British Columbia An epic northern BC mountain experience that offers the driest powder conditions in the country. Smithers is settled at the base of Hudson Bay Mountain with a creatively crafted Swiss Alpine theme that sets the stage for a spectacular ski holiday. Sweeping upgrades to the lift systems and a new trail that takes you right into town giving Hudson Bay Mountain a continuous big mountain vertical of 3,775 ft (1,750 ft, lift accessed) are some of the largest improvements the mountain has seen in recent years. www.hudsonbaymountain.com
Airport
Smithers Regional Airport (CYYD), Smithers, BC
Elevation: 1,716 ft. Sectional: Kitimat Attendance: Mon-Wed 6:30am-12:30pm; 2:00pm-8pm Thurs & Fri 7:30am-12:30pm; 2-8pm Sat & Sun 7:30am12p; 5-8pm Airport Services: 100LL, Jet-A1, tie downs; grass ramp parking; landing fees based on weight apply Runway Information: Runway 15/33; 7500 x150, medium intensity lighting, VFR Only Significant Remarks: Runway landing fees apply based on aircraft weight in kg Approximate Distance from Ski Resort: 20 miles
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Sierra Summit Ski Resort The Sierra Summit Inn is located just a short walk from the lifts and offers slope side accommodations with rustic charm. A variety of non-smoking rooms and suites are available in a casual atmosphere that allows you to relax after a day on the slopes and enjoy dinner in the Summit Dining Room or drinks in the Buckhorn Bar featuring live entertainment in the lounge on select weekends and holidays. Please contact the Sierra Summit Inn at (559) 233-1200 or by email at hotel@sierrasummit.com for reservations and room availability. www.sierrasummit.com
Airport
Fresno Yosemite International Airport (FAT), Fresno, CA
Elevation: 336 ft Sectional: San Francisco Attendance: Continuous Towered Airport Airport Services: major fueling services, major A&P, hangars, Tie-downs, high/low bottled oxygen, high bulk oxygen, limited airline maintenance, airport food & restaurant services available; airport shopping; local restaurants & stores just off-airport Runway information: Runway 11L/29R; 9227 x 150 feet, asphalt/grooved, good condition, high intensity lighting. Runway 11R/29L; 7205 x 100 ft, asphalt, good condition, medium intensity lighting Major Commercial Airline Service: Yes Significant Remarks: Numerous birds, no intersection departures, noise abatement area, wake turbulence/ wind shear alerts Approximate Distance from Ski Resort: 100 miles
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A. Jackson Hole Mountain Resort, Teton Village, WY The terminal design for the new tram is revealed sporting a new version of lower terminal clock tower to remain as a landmark in Teton Village. JHMR commits to purchasing renewable energy credits to offset 100% of its energy usage. Couloir Restaurant opens at the top of the gondola by award winning chef, Wes Hamilton, as a fine dining option for resort guests. The 2008/09 Season is Jackson Hole’s most successful season ever with 480,000+ skier visits and over 600 inches of snowfall. www.jacksonhole.com
B. Grand Targhee Ski Resort, Alta, WY Treat yourself to magnificent mountain views, sumptuous luxury, and thrilling recreation at Wintergreen Fall in love with that floating feeling. Get ready to dive into a special brand of elevation-cured Wyoming powder – over 500 inches blankets the mountain a year on average. (So abundant and light, it’s consistently called the “Best Snow in North America.”) As for terrain, some 3,000 acres lies at your feet. www.grandtarghee.com
Airport
Jackson Hole Airport (JAC), Jackson Hole, WY
Elevation: 6451 ft Sectional: Salt Lake City Attendance: 6am-10pm Towered Airport Airport Services: Airport Services: major fueling services, major A&P, hangars, Tie-downs, high/low bottled oxygen, limited airline maintenance, airport food & restaurant services available; airport shopping Runway Information: Runway 1/19; 6300 x 150 ft, asphalt/porous friction courses, good condition, high intensity lighting Significant Remarks: high trees west of Hwy 1, Noise abatement, birds April through Oct, severe winters, hang gliding operations, balloon operations, non-Stage III compliant aircraft prohibited Approximate Distance from Ski Resort: 54 Miles to Grand Targhee Resort and 10 miles to Jackson Hole
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A. Bridger Bowl Ski Resort, Bozeman, MT Bridger Bowl, Montana, is the gem of the Northern Rockies. Located only 16 miles north of Bozeman, Montana, this outstanding ski area is well known for offering some of the most exciting ski, snowboard and telemark experiences that you will find, anywhere. This is not your typical Montana ski resort. Bridger Bowl is a nonprofit community ski area offering a great ski experience at an affordable price. Bozeman is home to Montana State University and is a young active community located only 90 miles from Yellowstone National Park. www.bridgerbowl.com
B. Big Sky Ski & Summer Resort, Big Sky, MT Perpetual blue skies. Millions of snowflakes fluttering to the beat of your heart. It’s the details that move the mind and stir the soul. Details like 400 inches of annual snowfall or 3 mountains with lots of elbowroom. Lift lines are basically non-existent here. The skiing and riding are the ultimate experience. Explore the backcountry on snowshoes or take a relaxing sleigh ride. The choice, like Big Sky itself, is all yours. www.bigskyresort.com
C. Moonlight Basin Ski Resort, Big Sky, MT On the north side of Lone Peak is a place so wild, beautiful, and open, good people naturally come together. Come explore a Montana resort community committed to conservation and restoration of the land we cherish. You’ll experience naturally enriched mountain living a stone’s throw from Yellowstone National Park and the very best in Montana hospitality. www.moonlightbasin.com
Airport
Gallatin Field Airport (BZN), Bozeman, MT
Elevation: 4473 ft Sectional: Great Falls Towered Airport Attendance: 6am-midnight Airport Services: major fueling services, major A&P, hangars, tie-downs, high/ low bottled oxygen, high/low bulk oxygen, limited airline maintenance, airport food & restaurant services available; airport shopping; local restaurants & stores just off-airport
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Aspen/Snowmass, Aspen, CO Any place else this would be four separate vacations. Snowmass, Aspen Mountain, Aspen Highlands and Buttermilk – with over 5,300 acres of terrain and boundless dining and nightlife, there are more than enough reasons to visit the most exciting winter escape in the world. Four mountains, one lift ticket – experience The Power of Four. www.aspensnowmass.com
Airport
Aspen Pitkin County Airport (ASE), Aspen, CO
Elevation: 7820
Runway Information: Runway 12/30; 8994 x 150 ft, asphalt/grooved, good condition, high intensity lighting. Runway 3/21; 260 x 75 ft, asphalt, good condition. Runway 11/29; 3197 x 80 ft, turf surface, good condition
Sectional: Denver
Significant Remarks: Glider Operations, Migratory Birds
Airport Services: 100LL JetA1+, hangars, tie downs, minor aircraft, major powerplant, high bottled oxygen, high bulk oxygen, food & restaurants
Approximate Distance from Ski Resorts: 40 miles
Towered Airport Attendance: 7am-11pm
Runway Information: Runway 15/33; 7006 x 100 ft, asphalt/ grooved, good condition, medium intensity lighting Significant Remarks: IFR flight plans must be filed 45 minutes prior to estimated departure; airport closed 11pm-7am; terrain; non-normal traffic patterns due to terrain; Stage II complaint aircraft only during daylight hours, Stage III only during night hours, Stage I aircraft prohibited; unique VFR procedures; takeoff from RY 15 by permission only; 95 max wingspan permitted; landing lights must be used; hang gliding; paragliding and balloon operations; noise abatement; IFR alternate recommended Approximate Distance to Ski Resorts: Less than 10 miles
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Vail Ski Resort, Vail, CO TAt Vail, enjoy 7 miles of mountain front, 7 back bowls famous from here to Timbuktu. 3 terrain parks, 300 days of sunshine. 5289 acres to make your mark. Vail Mountain is the ultimate blank canvas. Nobody comes here to do it by the numbers. www.vail.com
A. Deer Valley Resort Since opening in 1981, Deer Valley Resort in Park City, Utah has become known for its revolutionary approach to ski area service. We are committed to providing a level of care rarely found at a ski resort; delivering classic, consistent, and quality service both on and off the mountain. www.deervalley.com
B. Alta Ski Area Readers of Ski and Skiing Magazines consistently rank Alta at the top in the U.S. for powder, snow quality, terrain and value. Last year the editors at Outside Magazine ranked Alta/Snowbird the #1 Resort in North America. Alta is one of the most accessible ski areas in North America. Last year the resort celebrated our 70th anniversary, reporting a season snowfall total of 696 inches.
Airport
Eagle County Airport (EGE), Eagle, CO
Elevation: 6548 ft Sectional: Denver Towered Airport Attendance: 6am-9pm Airport Services: 100LL Jet-A1 Jet-A1+, hangars, tie downs, Major A&P, high bottled oxygen, high bulk oxygen, some airline maintenance Runway Information: Runway 7/25; 9000 x 150 ft, asphalt/ grooved, good condition, high intensity lighting Significant Remarks: No snow removal between midnight and 6am, extensive military helicopter activity, please review approach/departure procedures Approximate Distance to Ski Resort: 15 miles
www.alta.com
C. Snowbird Snowbird offers 882 lodging rooms between four lodging properties, a luxurious spa, and a plethora of dining options. Four-season activities and a staff dedicated to meeting your every need awaits. www.snowbird.com
Airport
Heber City Municipal Airport (Russ McDonald Field) (36U), Heber, Utah
Elevation: 5637 Sectional: Salt Lake City Attendance: May-Oct 7am-6pm, Nov-Apr 8am-5pm Airport Services: 100LL, Jet-A, 24 fueling service available with credit card, hangars, tie downs, major A&P, high/low bulk oxygen, food & restaurant on or nearby airport premises Runway information: Runway 3/21; 6899 x 75 ft, asphalt, good condition, medium intensity lighting Significant Remarks: glider activity, balloon activity in summer months, special departure procedure south-southwest bound Approximate Distance to Ski Resorts: 12 miles
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Sugarloaf Mountain Ski Resort, Sugarloaf, Maine Sugarloaf is located in the heart of Carrabassett Valley, which was carved by the Carrabassett River and is surrounded by Maine’s Western Mountains. Maine’s largest cities, Portland and Bangor, offer major airport service to Sugarloaf. Boston and Montreal are only four hours away. www.sugarloaf.com
Airport
Sugarloaf Regional Airport (B21), Carrabassett Valley, Maine
Elevation: 885 ft Sectional: Montreal Attendance: NONE Airport Services: TIEDOWN ONLY Runway information: Runway 17/35; 2800 x 75 ft, asphalt, good condition Significant Remarks: High terrain surrounding airport, tall trees Approximate Distance to Ski Resort: 15 miles
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Consistently Ranked One of the Top 25 FBOs in America
Arizona’s Premier FBO If your flight plan includes the Phoenix/Scottsdale area, we invite you to experience all that Swift Aviation has to offer. Our convenient location and affordable services make our world-class facility the best choice for not only your aircraft, crew, and passengers, but for your wallet as well. At Swift, we offer: •The nations largest arrival/departure canopy •Lowest fuel prices on the field and the Phoenix metropolitan area •State of the art flight planning center including wi-fi internet •Hertz desk, airport shuttle service, and complimentary crew cars •Crew lounge and changing facility •3 runways making your departures and arrivals nearly delay-free •Highly trained line and customer service personnel 24/7 Swift Aviation is located right in the heart of downtown Phoenix and only minutes away from Scottsdale, Tempe, Glendale, and many other surrounding cities. With all of the valleys resorts, attractions, and shopping located so close, it really is easy to see why Swift Aviation is rated so highly year after year by flight crews, passengers, and owner/operators. Fly into Swift and find out how we continue to define excellence!
2710 E. Old Tower Rd. Phoenix, AZ 85034 602.273-3770 • ASRI 132.0 • www.SwiftAviation.com FBO CHARTER MAINTENANCE AIRCRAFT MANAGEMENT
Schedule Your Project Site Tour Today
Phase I Gr and Opening 20% Discount
Rocky Mount ain Airpark ...unlimit ed memories
TWO AIRSTRIPS TWO HUNDRED ACRES
www.rockymountainairpark.net
LIVE WITH YOUR PLANE! “The U.S. housing market has taken a beating, and so have several markets in Canada. One segment of the real estate market that has stayed relatively consistent is the luxury housing market. Luxury buyers tend to remain unaffected by minor ups and downs of the economy, and continue to pay millions of dollars for the perfect home. In particular, sales of airport properties—or homes with access to private or public runways are continuing to hold strong. In fact, residential airparks can provide one of the safest real estate investments out there. Developers across North America have been reporting that prices for airpark homes haven’t really dropped at all, despite the depressed economy. A testament to their strong resale value and high desirability, airport properties continue to sell well.” By M.Shane Flying your own aircraft is very fulfilling. Now, imagine owning a piece of property right on your own airfield. No more driving out to the local municipal airport, no more hangar and towing fees. Find your way to an airpark and live with your plane. Contact one of these PilotMag Airpark sponsors to realize the dream of living at your very own airport. Silver Wing at Sandpoint SilverWing at Sandpoint is a unique fly-in airpark community in northern Idaho, with exclusive hangars in a magnificent residential air park setting between Schweitzer Ski Mountain and Lake Pend Oreille (pronounced pond-a-RAY). Designed for pilots and aviators with direct access to the Sandpoint airport in a beautiful landscaped airpark community, SilverWing at Sandpoint offers a rare aviation real estate opportunity. Whether you enjoy the great outdoors for year round activities or simply cherish one of America’s best small town communities, SilverWing at Sandpoint has it all. Come see for yourself what a special and unique part of the world this area truly is. 1100 Airport Way, Sandpoint, Idaho Office: (866) 773-2366 Web: www.silverwingatsandpoint.com Big South Fork Airpark Upon arriving in Big South Fork country, you will find that a deep breath of fresh air and the sound of rushing rivers will melt away all of your worries. The sheer natural beauty of Big South Fork country is awe-inspiring and comforting. When we saw the breathtaking views, captivating beauty, and serenity of the forests, we had a vision.
Our vision combines the beauty of the Big South Fork River and Recreation Area with a passion for flying, riding and a love of the outdoors. At Big South Fork Airpark you have the unique opportunity to be one of few individuals that live the aviation and equestrian dream. 1 Airpark Way, Oneida, TN 37841 TF: (877) BSFPark P: (423) 286-2727 Kelly Cameron Office Manager P: (423) 286-2727 E-mail: kelly.cameron@bsfairpark.com Web: www.bsfairpark.com Brass Lantern Resort & Airpark Bull Shoals Lake is located on the Arkansas Missouri border in the beautiful Ozark Mountains. With close to 1000 miles of shorelines and an area of over 71,000 surface acres. Bull Shoals Lake is one of the cleanest lakes in America. The water is crystal clear, perfect for all water activities. It is a Great lake for all types of water recreation and water sports, from fishing, skiing, sailing and boating to scuba diving. Built in 1952 Bull Shoals lake is a clear - cold water mountain lake , with depth of up to 250’ The lake never freezes so you can fish 365 days a year. Clearing completed for construction of the 5000’ X 75’ asphalt runway on the lake. Fly in on MU24, have lunch at Brass Lantern Resort & Airpark, inspect your new lot. Contact Marc Shubb – 310.741.7413 Email: sales@perfectlandingairpark.com Website: www.perfectlandingairpark.com Holley Mountain Airpark Little did Jim and JoAnn Collom know when they started in 1999 ever envision the success that has blessed HMA. First of all, HMA sets atop Holley Mountain in the Southern Ozark Mountains in North Central Arkansas, just North of beautiful Greer’s Ferry Lake. The views from the mountaintop are outstanding, and the facility is second to none with its 4,800 ft paved lighted runway that has GPS approaches to both ends. 298 Northridge Rd.Clinton, AR 72031 Office: 501745-8700 Fax: 501-745-8888 Owners/Developers: Jim & JoAnn Collom Office Manager: Bill Collom Web: www.holleymountainairpark.com Email: airpark@artelco.com November/december 2009
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Hol y Land Heli Over the
By Gordon R. Page
I
have the good fortune to travel the world for my day job as an aircraft broker, consultant and accredited aircraft appraiser. Through my travels, I have viewed many unique aviation collections and have even had the opportunity to fly over some foreign lands in many different general aviation aircraft.
A recent trip took me to Israel to inspect a WWII fighter plane. Having never been to Israel, and having grown up as a naïve American from the Midwest, my initial thoughts about going to Israel were varied. I had no idea what to expect other than a desert and holy sites. It didn’t help that my mother and my wife didn’t want me to go for fear of being terrorized.
No sand dunes or camels. Only skyscrapers and condos. I was surprised at what I saw as the El Al B-767 approached the shores
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of Tel Aviv, Israel. There weren’t sand dunes and camels as I had imagined. Instead, it looked like Miami, Florida from the air. Skyscrapers and condos lined the shoreline, and midday traffic was backed up on the modern highway system below. Our plane safely arrived at a modern, beautiful airport which is named after Israel’s first Prime Minister, David Ben-Gurion. It rivals most of the airports I have seen around the world for its sophistication and beauty. I was greeted at the airport reception area by my Israeli client and taken to a fantastic hotel just north of Tel Aviv. Needless to say, there weren’t any sand dunes near the hotel, but there was a beach on the Mediterranean Sea where thousands of people were enjoying a summer holiday. Even though I was in Israel to work, I felt like I was on vacation thanks to a wonderful setting and the hospitality that everyone extended me. During the third day of my trip, my client surprised me by arranging a helicopter tour of the North of Israel. Now, this wasn’t the first time a client had arranged a sightseeing flight for me.
Flying over the Sea of Galilee with a pilot named Chibbie, our R-44 helicopter was being tracked by Israeli military with a green laser sight.
A flight in a foreign land I had been “surprised” in the past by a client in South Korea, who because he knew I was a pilot, was sure that I would want to fly in just about anything. This particular South Korean client had arranged a flight at a “new” general aviation airport near Anson, Korea. That flight, which was in a small homebuilt, had scared the crap out of me. The pilot thought he would prove to me how brave Korean pilots were by diving under high tension power lines, tree-top flying and dive bombing the airfield and completed the flight by almost running off a dirt strip they called a runway. Never again, I promised myself. However, this flight, touring the sights of Israel, was to be in a helicopter, not a homebuilt. My client drove us north of Tel Aviv past several large Kibbutzes to a secluded area which was supposed to be an airport. My heart sank as we arrived to a dirt strip which was surrounded by high tension power lines. It was Korea all over again. My client told me that the airport was for motorized paragliders. And as we entered the gates, I noticed dozens of trailers around a run-down fabric hangar that stored paragliders for weekend pilots.
What kind of name is Chibbie? What have I gotten myself into? An aging Russian guy wearing only some dirty sweat pants met us at the entrance of the field, but didn’t say a word as we drove by him and a scruffy, barking dog. We drove around and found a parking spot in
the dirt lot next to the fabric hangar. We waited another hour before my frustrated client said we needed to give up on the helicopter and start making some calls to see if there was some kind of problem. As we started the car to leave the airfield, I spotted a faint silhouette of our helicopter heading towards us. As it got closer, my client turned off the car and told me that he hoped it was the right helicopter. We were pleasantly surprised to see a fairly new Robinson 44 gently touch the dirt field and come to a smooth idle. The pilot jumped out of the idling ship and headed towards the car. His graying hair gave me confidence that he was not a low-time pilot, but he also wasn’t dressed like a corporate pilot. He wore a gray grunge band tee shirt, black shorts and a pair of black Crocs, looking like he had come from the beach. As he got closer he stuck out his hand and introduced himself as “Chibbie,” apologizing for the delay and promised we were going to have a great flight. He motioned us to the helicopter, saying we needed to get going as nightfall was nearing. Chibbie escorted me to the left front seat of the R-44 and my client to the back. He verified that our seatbelts were on and that the doors were locked before going to his seat to my right. We put on our headsets and Chibbie asked if I knew how to fly helicopters. “Fixed wing”, I replied. “Get out our camera and let’s go,” Chibbie said over the intercom. Just like the smooth landing I had witnessed, Chibbie gently lifted the R-44 from the dirt field. I pointed to the high tension power lines saying, “Those things are not our friend.” He agreed and said that power lines are only good for power to the people, not things that fly. He turned the R-44 to the North and easily crossed over the top of the lines.
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Mostly United Nations aircraft radio transmissions are spoken in English. Otherwise, all calls are made in Hebrew.
C
hibbie got on the radio and talked to someone on the other end in Hebrew. The only thing I could understand him saying was our “N” number, Bravo India Romeo. I had noticed that Israeli aircraft use “4X” and their call signs included “N” and ended with three letters, no numbers. After Chibbie finished with the controller, I asked him what the airspace rules were and when he had to talk to ATC. He informed me that everyone in Israel is under air traffic control and all were on pre-arranged flight plans. He said many things had changed since he had retired as an Israeli Cobra helicopter pilot. He went on to tell me that not long ago small planes and paragliders didn’t have to talk to ATC and could fly uncontrolled VFR. Not long ago, a wandering, powered glider had come into the country loaded with explosives and now everyone is under positive control. Chibbie quickly changed the subject and began to point out the different villages we were flying over, namely showing me the difference in architecture that determined if a village was Israeli or Arab. The biggest difference was the way Arab families added levels to their homes as different members of the family married and needed their own space. We flew over a finely groomed road that had a tall security fence on one side. Chibbie pointed out the fence and told me that it was patrolled often to make sure that there were no infiltrators that could bring harm to the country. He went on to say the road was so finely groomed that it was easy to see if anyone had gotten through the fencing by seeing footprints. I asked him why they didn’t they just use cameras. He smiled and said that the Israeli Defense must be doing a good job because you can’t see them. “So, could someone take a pot shot at us for the helluva it?” I asked. “Sure”, Chibbie replied, “but that can happen anywhere, right?” He immediately started talking about an Arab style village we were about to fly over, pointing out the building styles and a huge mosque.
We continued to the North with Chibbie checking in with ATC from time to time. He spoke in Hebrew, until one transmission on the radio began to speak in English. Everyone on the line began to speak in English for the next several minutes. Between radio checks, Chibbie told me that whenever an aircraft, mostly UN aircraft, were in the area radio transmissions are spoken in English until the aircraft had transitioned from the area. Oddly, we never did see a UN aircraft and quickly everyone went back to speaking in Hebrew.
ATC’s positive control. A smack in the arm. I asked about military traffic, like the F-16 or Cobra helicopter, and how general aviation interfaces with them. Chibbie said that the civilian ATC works extremely closely with the military. He then turned toward me and knocked me in the arm. Members of ATC literally sit next to each other in their posts and will hit one another on the arm to assure each other that they are aware of all traffic calls. “I guess you call that very positive control,” I said. I then proceeded to hit Chibbie on the arm. I don’t think he saw my humor and immediately pointed out an additional sight we were flying over. “This is Armageddon. Many battles have occurred here,” he continued. “And also where the final battle will begin,” he added. I didn’t know what to say. So, I nodded my head in agreement and thought to myself, ‘I hope I’m not around when the big one starts.’ Further north we flew following the Jordan River to the Sea of Galilee. The river was incredibly low from seven years of drought; however, there were fields of bananas, apricots, pears and much more covering the landscape. Chibbie pointed to the area that Jesus had been baptized by John the Baptist, then made a 90-degree turn and started an accent up a dry mountain to the east of the massive body of water. “This is the Golan Heights,” he said as we gained 2000 ft. We came to what looked like a dude ranch, complete with stables and horses. Chibbie pointed toward a small patch of grass which was next to a wood and glass structure that looked like a summer cabin. Looking like an ideal spot to touch down, Chibbie made a very controlled approach to the grass as the horses in the stable reared and ran wildly. Chibbie gently landed the chopper and the engine was shut down. As Chibbie was holding the rotor brake he told me about how his friends had built a riding club for handicapped kids. They also had put in an amazing steak house. Just in time. I was hungry. We climbed out of the chopper. Clearly, Chibbie had been there before by the way we were greeted. We were led into a splendid restaurant where we enjoyed steak, chicken, American country music, and great views before Chibbie said we needed to get going. We were quickly back in the air and flying down the mountain like a ride at an amusement park. Chibbie
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flew over the sea pointing out the biblical sites where Jesus had walked on water and where the 5000 people were fed with a few fish and loaves of bread. Daylight was quickly fading and we turned toward Haifa, the third largest city in Israel. We flew down a valley that housed several large reservoirs that provide water to Tel Aviv.
Tracked by a green laser sight until the City Haifa. As I gazed from the cabin to take in the sights, suddenly, a bright green light was shining on my left arm. It took me a few seconds to realize what it was and my blood pressure shot to the danger zone. I turned to Chibbie pointing to my arm. I asked him if this is something I should be worried about. I can honestly say this is the first time I have been the target of a green laser sight. Chibbie immediately started talking to ATC in Hebrew as the green laser continued to track the R-44 for what seemed like an eternity. Chibbie calmly turned to me and said that as long as we weren’t taking fire that we should be OK. Well, needless to say the response wasn’t that comforting, but we didn’t take any fire and the laser finally disappeared as we neared the City of Haifa.
Chibbie turned on the small landing light on the front of the R-44 and began to circle the area saying he thought he knew where the field was, but neither of us could see a thing. I reminded Chibbie of the high tension power lines as we circled the area and he began to descend. As we orbited and looked for our landing zone, my blood pressure was still high from the laser incident earlier.
Chibbie makes a wise decision. Chibbie’s experience as a seasoned Israeli Cobra pilot was evident as he made a decision to divert to the home of the owner of the helicopter rather than risk an encounter with those power lines. He turned to the North. Soon we were flying circles around an area that looked as dark and as dangerous as the place we had just been. Chibbie had not landed at night at this location, but he assured me that there were not near the number of power lines as the other location. “Only a few,” he reassured us.
We were in complete darkness as we flew over the Hanging Gardens of Haifa, a magnificent terraced tribute built by the Baha’i Faith. As if the green laser sight was something that happened all the time, and it did, Chibbie told me that this was a place that I must return to during the day to explore. “It’s the eighth wonder of the world”, he said. He was right, it was spectacular.
As we were about to make another circle in the darkness, the lights of what looked like a football stadium pierced the pitch black sky. The lights were from a horse stable housing a number of skittish horses that began to rear and run around from the sound of the helicopter. The lights went off as fast as they had come on and I noticed a small grass area where the owner of the R-44 stood waving a flashlight to help guide us in.
We continued our night flight along the coast of the Mediterranean Sea flying over Caesarea, a massive Roman city that King Herod had built for Caesar in 22 BC. Ruins of the Roman water ducts were visible, as were a few of the city ruins, and a newly restored amphitheatre. But the darkness made it difficult to truly appreciate the area.
Chibbie masterfully put the R-44 into an area the size of my small back yard, something I couldn’t imagine doing as a fixed wing pilot. He shut the helicopter down and we jumped out in the dark onto a thick carpet of grass.
Chibbie turned us towards the area where we began our journey earlier that day. There was absolute total darkness and no way to see the dirt airstrip where the Old Russian guy and his dog were probably sleeping by now.
General aviation is alive and well in Israel. I went to the country expecting sand dunes and camels, but instead experienced a common bond of aviation. One thing is for sure, power lines and laser beams will get your heart rate up, no matter where you fly.
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n David Duvak
Posted October 20, 2009
Hi ladies, and gents! My name is David Duvak. I am based out of South Jersey Regional Airport, and occasionally fly out of Princeton Airport as well. I am 21 years of age, and hold a Private Pilot, instrument single engine land certificate. I got into aviation at the age of one! My dad’s father (who was the other pilot in the family), took me up for my first of many adventures involving flying! He was a customer of various flying schools and clubs based at Robbinsville Airport, and South Jersey Regional Airport. He has since gone on the ‘inactive pilots list’ due to finances, and work related things for about two years now. I started training out of Robbinsville Airport which is close by to my house in 2004. I soloed when I was 17, and got my license shortly after I had turned 18. It’s a feeling of a kind to be operating a machine that gives you the sense of excitement, and freedom where as driving a car, or getting by via mass transit doesn’t! Afterwards, I flew to build hours, and eventually worked up to my instrument in 2009! At the time, the economy was, and still is falling. I noted how many pilots where starting to take aloft on the ‘inactive list’ prior to finishing my IFR. My goal was to always keep working towards building certificates for a job flying professionally. However, my flight path took a different, awesome, and adventurous turn when I decided to form a pilots group called ‘Mercer Flying Club’.
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Mercer Flying Club is a social flying club that meets at Robbinsville Airport (N87), monthly specializes in keeping the basics we appreciate in general aviation. Frequent 100 dollar hamburger runs, trips places with all kinds of attractions, group meeting, along with lots of times to hangar fly with one another, and a mentoring program of our own that coaches students in their training. We are a social organization on a mission to keep pilots flying. Many of us rent from the flight school based there, while others rent from South Jersey, Princeton Soleburg, and all over the state to partake in our outings as well. With our free admission to the club, we try to make our hanger flying sessions/ meetings filled with guests from the industry to keep us motivated to fly, and to learn something educational. We have had a road trip to Magiure AFB nearby in NJ, and plan on touring many ATC facilities as well. We have merely forty members, and we are trying to keep a positive growth in membership. Hopefully, our group will keep pilots flying, and encourage students to continue with their training as time goes on. I still want to pursue my commercial certificate, and perhaps the CFI license as well. However, the economy has made my income shrink so bad, that the only time I am able to fly, is when I am hosting flyouts with my group. I work two part time jobs to build flying money, and neither income is helping at all. I may not be in a financial position to immediate get a loan either. I also am plan-
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ning on going back to Mercer County, or Burlington County College to major in ‘Business and Administration’ pending I get a loan settled for spring semester. I am holding my head high as much as possible but faced with a lot of obstacles.
is wooed by their aviation prowess. However, as we looked closer at the operation, we wanted to find the individuals that weren’t in the spotlight. We wanted to find those that worked behind the scenes to make this show so impressive; those that didn’t have their time in the spotlight.
For more information on MFC, check out our website. www.mercerflyingclub. org Or send me a note here! Thanks for letting me write this blog to you!
PilotMag had the opportunity to get up close and personal with the dedicated staff and support team of this amazing squadron. Up early on Sunday morning during the show, before the sun broke through, we met up with 7 GEEK, one of the squadron’s work centers, as they ran through a litany of pre-flight inspections and system checks as patrons of the 2009 Reno Air Races still enjoyed a Sunday morning slumber. 7 GEEK, who we met a few nights before at the gym, was a collection of polite, mannerly individuals who were more than happy to accommodate our interest in what they do. In fact, they were excited that we even took notice to what their contributions were. They invited us out to observe their system checks and various duties to ready the aircraft for the day’s event. After speaking with Travis Simpson, Life Support and Crew Chief, PilotMag was provided an all access pass to photograph the pre-flight operation and meet some of the people involved on the ground.
n Gates Posted September 20th, 2009 What a week it was. The Blue Angels Navy Flight Demonstration Squadron blasted their way into the National Air Race Championships this year in Reno. Having not demonstrated the F-18 Hornets since 2000, the squadron and their staff of over 150 individuals provided a show that undoubtedly blew the socks off of every patron and reminded all of us of the sound of freedom and that nothing good ever happens without hard work. After each demonstration flight throughout the country, each Blue Angels pilot has the opportunity to “meet and greet” with the crowd, signing autographs and shaking hands. Amazed by their success and skills at operating these incredible aircraft, the crowd
Over 110 enlisted and career oriented Navy and Marine Corp maintenance and
The online community for pilots and flying enthusiasts.
advancements, the Super Hornet remains combat relevant well into the 21st century.
support team volunteers are the back bone to this group demonstrating at over 35 different locations per year throughout the United States and across the globe. All of these Sailor and Marine enlisted applicants come recommended for Blue Angels duty by their current commanding officer and their peers. Applicants go through extensive screening, including interviews with current members. The selection process secures the squadron’s tradition of excellence, ensuring the Blue Angels are a direct reflection of the professionalism of today’s Sailors and Marines. After completing a Blue Angels tour, team members return to the fleet and continue their naval careers. Although every team member brings skills in a distinct job specialty, each is
expected to work beyond that specialty, contributing to the overall effectiveness of the squadron. The squadron consists of 15 distinct work centers, jointly responsible for guaranteeing command readiness. A testament to the hard work and attentiveness of each and every maintenance and support individual, the Blue Angels have never once cancelled an air show due to a maintenance problem. Since the Super Hornet is the Navy’s newest combat ready strike fighter, each work center and Crew Chief are tasked with maintaining the active electronically scanned area (AESA) radar, the advanced targeting forward looking infrared (ATFLIR), the joint-helmet mounted cueing system (JHMCS), the multifunctional information distribution system, and
much much more. The aircraft’s “4.5” generation aerodynamic design gives the Super Hornet (F/A-18E/F) exceptional combat maneuverability, unlimited angle
of attack, high resistance to spin and departures and the ease of handling and training. With a dedicated staff and these technological
What we found after our visit with these talented individuals is that they have worked hard to earn a spot on the Blue Angels team; they have been hand selected by their peers and commanding officers, and they are driven to be the best. As you watch this staff working on the ramp, they carry a sense of purpose and a distinctive goal of success. This impressive group should not be overlooked and everyone should remember that even though the pilots are the ones putting on the aerial show, there are people like Travis Simpson and 109 others that make these shows happen. PilotMag was honored to witness their duties and educate
all aviation enthusiasts that the pilots aren’t the only ones putting on the show. Thanks to everyone from 7 GEEK for allowing us the opportunity to see the Blue Angels up close and personal. The day hadn’t even begun; however, it was a chance of a lifetime.
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Aviation’s Harvest Moon
I
An editorial by Capt. Ron McElroy
t’s been an interesting past couple of months in aviation. The infamous hoax of a lost boy in a getaway weather balloon grabbed my attention because of the gullible media frenzy given to the story. The mid-air collision over the Hudson River highlighted the inherent risks and unending vigilance our profession requires to prevent such tragedies. The FAA now seems more willing to tackle the tough issues like pilot fatigue, professional pilot training and hiring. Can you believe the airline crew that overflew MSP by 150 miles before they realized it and re-established radio contact? Then there’s the closing of airplane factories around the country; yet, the resurgence of Eclipse owners that never say die. So, here’s what I am sensing is going on. I have reason to believe that there is a significant amount of quiet action behind the scenes in the aerospace community - the really cool stuff that brings a smile and wind to my wings. As an example, have you noticed the continuing push for more capable glass displays for general aviation? Wow! They just keep getting better and cheaper, and that’s what excites me. That one-two combo punch will presumably help keep our flying costs down when it comes to upgrades in equipment and capability and reliability. With training, these displays really enhance a pilot’s situational awareness and are a great safety tool to prevent CFIT. The Garmin, Aspen Avionics, Avidyne and Trilogy line of avionics are a great place to start shopping and are truly worth considering for your own airplane upgrades. Speaking of glass cockpits, kudos to John Baute, a software designer, for compiling free approach plates for you to download. Visit www.pdfplates. com to choose your own free plates for your personal computer (PC or MAC) or iPhone. Don’t forget to offer a small donation in the website’s tip jar to cover the costs of maintaining the site and providing the updates. As our technically advanced aircraft (TAA) continue their upward trend for user-friendly displays,
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we also need to continue our personal professional growth to maintain our flying skills through proficiency and currency. To the point, let’s not allow each other to let our guards down and hope that technology will compensate for lack of proficiency and poor judgment. Make the decision ahead of time that you will refuse to allow the availability of an airframe parachute system to justify continuing flight into an area of forecast icing or severe weather. In fact, the latest Nall report reflects the continuing trend that personal flying accidents and fatalities are disproportionately in our collective error. The AOPA Air Safety Foundation does a great job with their road shows to remind us of that danger. CASE STUDY: What would you do during the takeoff roll on a short runway with crosswinds and gusts when just prior to rotation your airplane suddenly swerves, drifts, and starts heading towards the weeds off the side of the runway? This case study is another example of activity below the radar in design and manufacturing. Despite reports of layoffs and cancelled programs, I’m hearing talk of aircraft projects in unusual places. It thrills me to think that creative minds are still at work. As we continue to see in America, when one door is closed another opens. I hope you can join in on those opportunities. The VLJ market seems to be gaining some legitimate traction with the Phenom 100. It still isn’t affordable to the average Joe and Jane pilot; but these projects are getting closer. Again, my spider senses give me hope that there really is an affordable personal jet in our future. The technology is certainly available. It’s simply a matter of matching the size and performance with the needs and finances of the owner-operator. I’ve flown a couple of pre-certified VLJ designs, and I’m very excited that we will have a chance to own and fly them in the coming years. In fact, if you have a design specification idea for a personal jet, send me an email. It would be fun to collect your ideas and see where the designs lead us. Please keep those ideas simple, easy and affordable.
november/december 2009
Another area of quiet innovation is the NextGen airspace project with the FAA. I had a chance to sit in on a two-day conference focused on the effort to allow more airplanes (mainly airlines) to operate at major airports. It was refreshing to see the technology efforts to continue to research wingtip vortices and wake turbulence as a limiting factor for departures and arrivals. In my opinion, industry and FAA efforts to create new optimized profile descents (for NextGen) really do make a difference and save fuel, time, and money. Perhaps the challenge is how to best translate those kind of efficient jet profiles into practical applications for future airspace designs restricted to us little bug-smashers. I was also surprised to hear a contracted scientist mention that he believes future separation criteria between large and small aircraft will be better and much safer than we have now. That was great to hear, because I had the notion that all this NextGen effort would be a challenge to the existence of general aviation - but perhaps not. (By the way, my sources at the FAA claim that we should be seeing some modifications to the wake separation criteria definitions very soon. The changes reflect data from the A380 wake studies as well “harmonizing” definitions with ICAO.) Anyway, I guess my point here is that despite the dreary and gloomy winter weather and news that inundates our minds, there is a glimmer of hope of continuing work that will provide better airplanes, equipment and service for our aviation needs – hopefully without raising prices to the point of extinction. Fly Safe! Fly Smart! Captain Ron is a test pilot, instructor pilot, aviation writer and consultant, having published several books and study guides for aspiring pilots and airline candidates. He holds an Airline Transport Pilot, CFII, and Ground Instructor ratings with 10 type ratings and nearly 10,000 flight hours in over 100 types of aircraft. He attended the Air Force Test Pilot School at Edwards AFB, CA where he was involved in numerous projects with the Air Force, DoD, and NASA. Email: CaptainRon@pilotmag.com
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