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Celebrating Twenty-Nine Years of In Flight USA
4
ON
THE
August 2013
COVER
SEAN D. TUCKER NAMED YOUNG EAGLES HONORARY CHAIRMAN By Barbara A. Schmitz for EAA Sean D. Tucker has many titles to his name. He's the U.S. National Advanced Aerobatic Champion, winner of numerous showmanship awards, named one of 25 Living Legends of Aviation by the Smithsonian National Air and Space Museum, and an honorary Thunderbird, Blue Angel, and Golden Knight - to name a few. But as of Thursday's EAAAirVenture Gathering of Eagles, Tucker is also the new Young Eagles honorary chairman, replacing Chesley "Sully" Sullenberger and Jeff Skiles, the airline pilots known for their expert handling of their emergency landing in the Hudson River - the so-called Miracle on the Hudson. Tucker will be the spokesman and help guide the agenda for the program that hopes to get youth hooked on flight by offering free flights with EAA volunteer pilots. "It's my second full-time job," says Tucker, whose aerobatic acts have wowed EAA AirVenture Oshkosh visitors for decades. "That's how committed I am to this legacy."
(Photo Courtesy of EAA/Phil Weston)
On the cover, Sean D. Tucker and Michael Goulian are pictured in tight formation at the 2013 Dayton, Ohio Air Show. Tucker performs in a highly modified Oracle Challenger III and Goulian in his state-of-the-art Extra 300C. Both flew at EAA AirVenture. Above Tucker flys his Challenger III at the Dayton Air Show. (Both photos by Mike Heilman)
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TABLE Volume 29, Number 12
OF
CONTENTS
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August 2013
ON THE COVER COVER STORY
PHOTO FINISH
SEAN D. TUCKER NAMED YOUNG EAGLES HONORARY CHAIRMAN
OF MEN AND MODELS By Sagar Pathak Page 57
Page 4 Cover Photo By Mike Heilman
NEWS New NTSB Videos Focus on Safety..............................................8 FAA Plans Changes for Colorado Mountain Flying ..................11 NBAA Lauds Record 200 Members on House GA Caucus ......12
COLUMNS
Sean D. Tucker and Michael Goulian pictured in tight formation at the 2013 Dayton, Ohio Air Show. Tucker performs in a highly modified Oracle Challenger III and Goulian in his state-of-the-art Extra 300C. Both flew at EAA AirVenture.
GAMA Celebrates Small Plane Revitalization Act ....................16
FEATURES & SPECIAL SECTIONS
Green News: Electric Aircraft eSpyder Takes Flight ................18
Editorial: All We Can Do Is Rant? By Ed Downs ................................................................6 Geneseo Airshow 2013 By A. Kevin Grantham and Stan Piet ..............................10 Jay Quetnick Celebrates 75 Years in the Left Seat By Herb Foreman ..........................................................20 Pilots Fly Better With Breakfast Fuel By Dr. Susan Biegel, MD ..............................................22 Goodies & Gadgets: Hellcat Bottle Opener Gift and More ..........................................................................35 Interview: Joseph Flint’s “Rescue From Innocence” By Mark Rhodes ............................................................34
Business News: Service Program for Citation Sovereign........19 Parachute Test for Orion Adds 10,000-Feet of Success ..........24 Trio of Art Exhibits Open at Air & Space Museum ..................34 NBAA Convention Preview..........................................................37 EAA AirVenture Coverage Direct from Show Grounds By Ed Wischmeyer ........................................................................38 New Jersey Grants $1.8 Million for Airport Safety....................44 2013 Scheyden Catalina Air Show Set for Sept. 7 ....................47 Sport Aircraft Expo To Celebrate 10 Years ................................52
Homebuilder’s Workshop: Fetching the RV-8 By Ed Wischmeyer ..........13 Contrails: An Errant Airman by Steve Weaver ..............17 Aviation Ancestry: Swept-Wing Wonder, Part III by Scott Schwartz ............26 What’s Up?!: A Few Final Words About July by Larry Shapiro..............28 Flying WIth Faber: A Nerdy and Proud Pilot by Stuart J. Faber ............29 The Pylon Place: Innovations In Air Racing by Marilyn Dash ..............45 From Skies to Stars: No Such Thing As A Dumb Question by Ed Downs ..................48
DEPARTMENTS Headlines Online ............................................................7 Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58
SPECIAL SECTION: EAA AIRVENTURE.................................STARTS
ON
PAGE 38
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Celebrating Twenty-Nine Years of In Flight USA
Editorial
August 2013
By Ed Downs
ALL WE CAN DO
T
he title of this month’s column is both a statement and a question. Follow along and see if you can decide which interpretation is correct. With patient understanding from the editors and production team of In Flight USA, this writer has been waiting until the last minute, hoping for good news from AirVenture 2013 regarding the outrageous fees assessed by the FAA to support this year’s EAA program. Regrettably, as of the time this is being written (EAA AirVenture 2013 is underway), the fees still apply and even Congressional efforts have had little or no positive effect. The FAA tossed in an additional insult by officially announcing that FAA Administrator Michael Huerta was not going to attend the traditional “Meet the Administrator” event at AirVenture 2013. Virtually all FAA activities at the program were canceled, including Wings course participations and safety seminars. The official FAA explanation was that budget constraints prevented the FAA from attending and Administrator Huerta had previous plans made months earlier. As a frequent participant in FAA meetings and aviation industry events that interfered with my personal needs, I was compelled on many occasions to make changes to personal plans for the “greater good” of the industry I represented. Apparently, such a moral commitment does not exist in the political management of the FAA. Frankly, the excuse was absurd and Administrator Huerta’s unwillingness to face what would have been a hostile crowd is indicative of knowing that the position being taken by the FAA would not stand up to questions from real pilots and industry representatives. What we see is a growing tradition from both elected officials and high level bureaucrats to simply not answer questions regarding policy and/or behavior. It is as if they have been read their “Miranda rights,” and just say nothing until their lawyer arrives. They simply refuse to answer to those who elected them or pay their salaries. Mr. Huerta is certainly carrying that national policy on to a higher level. To be sure, AirVenture does not need Mr. Huerta to have a successful event. But just think of what would happen if representatives from the Star Trek franchise failed to show up at Comic-Con International (yes, I am a nerd). Such a “shun” would be considered irreversible
IS
RANT?
and the franchise would suffer considerable financial and editorial fall-out. But the free market does not work in government, and failure to support those you work for or show no display of common courtesy are simply part and parcel of federal arrogance. And, a lack of communication is only part of the story. The FAA is also making it clear that they do not want to hear from those they are supposed to serve. In fact, the FAA has policies that punish those who openly criticize FAA policies and regulations. Surprised? So was I when it came to my attention. While attending a recent Flight Instructor Refresher Clinic (FIRC), a heated discussion fired up regarding testing standards and the perceived inequity of how those standards are applied. Truly a righteous discussion, given the wealth of CFI experience in the room. Unfortunately, the discussion turned into an argument and the FAA began to get some strong criticism, spoken in demeaning terms. Personally, I feel this type of discussion leads nowhere and is non-productive. The class instructor skillfully limited insults to the FAA and got the group back on track. During a break, I congratulated this pro on her fine job in controlling the class, at which point, she added “I have to keep criticism to the FAA to an absolute minimum or our school could be shut down.” The instructor then produced FAA AC 61-83(g) that guides schools conducting the FIRC’s. Such schools operate under FAA approval and are referred to as “FIRC Sponsors.” I was directed to one sentence that said, “The FIRC Sponsor acts as a representative of the FAA and should at all times, act accordingly.” Fair enough, FIRC instructors should act in a professional manner. The next highlighted sentence went a bit further with, “A FIRC program is not a forum for disagreement with FAA regulations, policies or procedures.” Again, this writer agrees that a FIRC is not a forum for dispute, but differences of opinion and active discussions regarding interpretation of rules and policies are bound to occur in a healthy learning environment. Finally, there came the closing statement from the FAA, “Comments or discussions that are derogatory to the FAA, its policies, or regulations will be grounds for immediate withdrawal by the General Aviation and Commercial Division (AFS-800) of the sponsor’s authorization to conduct any Continued on Page 16
August 2013
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HEADLINES ONLINE
7
A PATRIOTIC TRIBUTE IN RED, WHITE & BLUE! Visit In Flight USA’s website to read these stories and more...
at www.inflightusa.com
U.S. AIR FORCE THUNDERBIRDS EDITION FORD MUSTANG Ford Motor Company is celebrating the Thunderbirds 60th Anniversary by supporting the Young Eagles program. The engineering and design teams at Ford Motor Company have produced a unique U.S. Air Force Thunderbirds Edition 2014 Ford Mustang GT. This car was donated by Ford to be sold at a charity auction at the Gathering of Eagles charity event on Aug. 1 during AirVenture Oshkosh 2013. Read more online...
WINNERS ANNOUNCED FOR THE 16TH ANNUAL EAA AIRVENTURE CUP The winners have been announced for the 16th Annual EAAAirVenture Cup cross-country air race. The race started at 9:30 a.m. July 28 departing from Mount Vernon, Ill. with two turn points before ending in Waupaca, Wis. for a total mileage of 460 nm. The fastest aircraft of the day was a Turbine Legend, flown by Marty Abbott who came in at a time of 1:17:55 and an average speed of 354.30 mph. Read more online...
Julie Clark’s Race 91, Bruce Hammer, taking off in his Glasair I TD from Mount Vernon Airport on the morning of July 28.(Courtesy of Geoff Sobering)
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NATIONAL NAVAL AVIATION MUSEUM'S GOLDEN ANNIVERSARY New Exhibit Is Veritable Scrapbook A new exhibit created on the occasion of the 50th anniversary of the opening of the National Naval Aviation Museum is a veritable scrapbook telling our story. Golden anniversaries only come around once and, in the case of the National Naval Aviation Museum, this year marks that momentous milestone. Read more online.
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AEROVELO TEAM WINS AHS INTERNATIONAL’S 33-YEAR-OLD IGOR I. SIKORSKY HUMAN POWERED HELICOPTER COMPETITION AHS International, the world’s premier professional vertical flight technical society, has Atlas at the peak of its historic flight on congratulated AeroVelo, Inc. for winning its June 13th, 2013. Igor I. Sikorsky Human Powered Helicopter (Photo courtesy of Martin Turner – Competition for the first time since the Society Visiblize.com/aerevelo.com) established it 33 years ago. Read more online...
X-47B MAKES FIRST ARRESTED LANDING AT SEA By Mass Communication Specialist 3rd Class Brandon Vinson USS George H.W. Bush Public Affairs The X-47B Unmanned Combat Air System (UCAS) demonstrator completed its first carri(U.S. Navy photo by Mass Commun- er-based arrested landing on board USS George -ication Specialist 1st Class Arif H.W. Bush (CVN 77) off the coast of Virginia Patani/Released) July 10. Read more online...
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Celebrating Twenty-Nine Years of In Flight USA
8
WINNING By Craig L. Fuller
IN THE
o matter where you live, you may have heard friends and family lament the rising cost of just about everything from groceries to gasoline. At the same time, we continue to see record-setting deficits, slow job growth, and higher taxes. Let’s face it, the past few years have been tough for most Americans. At the same time, state governments are scrambling to meet their own financial obligations. Federal dollars are drying up and the tax base is shrinking, sending states in search of new and creative ways to raise revenue.
With that in mind, let me share a number that would be impressive in the best of times and is almost inconceivable today. The number is $0. That’s how much state taxes on GA have gone up in the past five years. In fact, in many states, GA taxes have gone down. It may sound like the result of incredible good luck. But there’s truth to the old saying that “you make your own luck.” Our good fortune is the result of hard work by some of GA’s most effective advocates – AOPA’s state legislative affairs experts and regional managers. With 50 state legislatures to monitor, our experts track more than 1,000 bills each year, and take direct action on several hundred of those. That action can
Smart general aviation pilots won’t fly if they are taking a prescription that says “Do not drive or operate machinery while taking this medication.” But sometimes it’s not that clear cut. Other prescription drugs and even some over-thecounter medicines can affect a pilot’s performance. That’s why FAA Administrator Michael Huerta and the heads of 11 aviation associations sent a letter to all U.S.registered pilots urging them to be more aware of the effect both prescribed medicines and non-prescription drugs containing antihistamines can have on their skills
and judgment. The letter tells pilots to read prescription labels carefully, talk with their doctors, and then decide if the drugs they’re taking could impair their performance in the cockpit. It also advises pilots to use a personal “IM SAFE” checklist to ensure they are not impaired by Illness, Medication, Stress, Alcohol, Fatigue or Emotion – any of which could affect their flying abilities. The letter counsels pilots who have recovered from an illness and have taken a medication with impairing side effects not to fly until at least five maximum dosage intervals
President and CEO AOPA
N
RX
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include providing testimony, meeting with lawmakers, helping to write legislation, and more. So far in 2013 alone, our experts have helped cut taxes in Indiana, Maine, and Florida, among others. They’ve also helped defeat major tax proposals in Washington, Connecticut, Tennessee, Ohio, Maryland, and Massachusetts. And they’re currently hard at work on tax issues in Delaware, Pennsylvania, Michigan, and New York. AOPA’s state advocates work behind the scenes much of the time, but their efforts are just as important – and effective – as the advocacy we do on national issues like user fees. If you live in a state where we’re winning on tax
SAFE FLYING
NEW NTSB VIDEOS FOCUS The National Transportation Safety Board (NTSB) has published the first of five planned general aviation (GA) safety videos on its YouTube channel, and each of the short presentations focuses on one of five leading causes of GA accidents. The videos, part of a two-step offensive that began in March 2013 with five safety alerts, offer strategies and resources to help pilots and mechanics better identify and reduce the risks involved. All five potential safety hazards stem from ineffective risk management based on unfortunate decision-making. GA is especially susceptible because the “responsibility for sound decision making is on one person’s shoulders,” said NTSB Chairman Deborah Hersman. “We are promoting and distributing the alerts to
August 2013
reach pilots and mechanics who can benefit from these lifesaving messages.” As identified in the safety alerts, the most common defining events in GA accidents are: 1. Not paying adequate attention to indications of aircraft mechanical problems. 2. Reduced visibility, due to weather conditions or flying at night over sparsely lighted terrain. (The NTSB reports that about two-thirds of all GA accidents that occur in reduced-visibility weather conditions are fatal). 3. Loss of control, especially failure to prevent – or recognize and recover from – an aerodynamic stall. 4. Gaps in risk management: When several flight risks of marginal severity
have passed. While the FAA works closely with many aviation advocacy groups, the letter represents an unprecedented joint effort. “In all of my years of practicing aerospace medicine, I am not aware of any time in which so many aviation organizations have collaborated to get out the same message at the same time,” said Dr. James Fraser, the FAA’s Deputy Federal Air Surgeon. “We hope this collaborative educational effort will put a dent in pilots’ usage of impairing medications and help lower the general aviation fatal accident rate.
ON
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are not identified or effectively managed by the pilot. 5. Mistakes made while performing aircraft maintenance and inspection. The video series premiered with “Is Your Aircraft Talking to You? Listen!” (www.youtube.com/watch?v=if3Ym3f2 Los&feature=youtu.be) As the video explains, ignoring the signs of a possible problem with the aircraft is the thirdmost-common defining event in a GA accident. In the video, NTSB Investigator Catherine Gagne – who is also a GA aircraft owner – gives examples of the subtle symptoms of a potential problem with the aircraft, such as low oil pressure. Look for these changes, she urges, recognize them, and act on them immediately, before a small problem becomes a life-
issues, the direct cost savings can be substantial. In Indiana, for example, we worked with state lawmakers on legislation that cuts the state tax on avgas by about 50 cents per gallon and on jet fuel by about 29 cents per gallon. For the owner of a Piper Arrow III, that’s a savings of $36 on every fill up. If you own a Cessna Citation, you’ll save about $170 at the pump. Even if you don’t fly in any of these states, every victory counts. When leaders in other states see that attempts to raise taxes on GA consistently fail, they are less likely to introduce similar measures of their own, and that’s good news for all of us who cherish our freedom to fly.
Besides Administrator Huerta, signatories to the letter include executives from the Aircraft Electronics Association, Aircraft Owners and Pilots Association, Experimental Aircraft Association, American Bonanza Association, General Aviation Manufacturers Association, Helicopter Association International, National Association of Flight Instructors, National Air Transport Association, National Business Aviation Association, Society of Aviation Flight Educators and the U.S. Parachute Association.
GA SAFETY threatening in-flight emergency. The NTSB will debut the rest of the videos on its YouTube channel (www.youtube.com/user/NTSBgov) throughout July. Each year, the NTSB investigates an average of 1,500 GA accidents that kill about 475 pilots and their passengers, and the majority of them are related to one of these five issues presented in the videos. “No pilot or mechanic knowingly accepts or pursues a life-threatening risk, but anyone who categorically says they would never do anything that might result in an accident has taken the first step toward just that outcome,” said NBAA’s Douglas Carr, vice president for safety, security, operations & regulation.”
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
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GA Caucus Gains Record Membership At a time when it feels like the GA community is under siege, Iâ&#x20AC;&#x2122;m excited to be able to share some good news. The General Aviation Caucus in the House recently reached 197 membersâ&#x20AC;&#x201D;a new record. >O` PZ [OH[ ZPNUPÃ&#x201E;JHU[& )LJH\ZL *VUNYLZZ YV\[PULS` THRLZ KLJPZPVUZ [OH[ HMMLJ[ [OL ^H` ^L Ã&#x2026;` >OL[OLY [OL KPZJ\ZZPVU PZ HIV\[ -(( M\UKPUN \ZLY MLLZ H]NHZ .7: 5L_[.LU VY ZLX\LZ[YH[PVU J\[Z ^OH[ *VUNYLZZ ZH`Z TH[[LYZ ;OL .( *H\J\Z NP]LZ TLTILYZ VM *VUNYLZZ H MVY\T [V KPZJ\ZZ OV^ [OLZL PZZ\LZ HUK V[OLYZ HMMLJ[ NLULYHS H]PH[PVU 0[»Z H WSHJL ^OLYL LSLJ[LK VMÃ&#x201E;JPHSZ MYVT HJYVZZ [OL WVSP[PJHS ZWLJ[Y\T HUK [OL UH[PVU JHU JVUZPKLY [OL YVSL HUK ]HS\L VM NLULYHS H]PH[PVU (UK P[»Z H WSHJL ^OLYL YLZWLJ[LK HUK HY[PJ\SH[L .( HK]VJH[LZ SPRL /HYYPZVU -VYK JHU ZWLHR [V LSLJ[LK SLHKLYZ HIV\[ ^OH[ [OL MYLLKVT [V Ã&#x2026;` TLHUZ [V [OL NLULYHS H]PH[PVU JVTT\UP[` >P[O L]LY` LSLJ[PVU J`JSL JH\J\ZLZ T\Z[ IL YL MVYTLK Z[HY[PUN MYVT ZJYH[JO ;OH[ THRLZ ZL[[PUN H TLTILYZOPW YLJVYK Q\Z[ ZL]LU TVU[OZ PU[V H UL^ *VUNYLZZ HU LZWLJPHSS` WYVTPZPUN ZPNU HUK ^L OVWL [V ZLL WHY[PJPWH[PVU JVU[PU\L [V NYV^ ;OL /V\ZL .( *H\J\Z PZ JV JOHPYLK I` 9LW :HT .YH]LZ 9 46 HUK 9LW 1VOU )HYYV^ + .( [^V SLHKLYZ ^OV \UKLYZ[HUK [OL ]HS\L VM NLULYHS H]PH[PVU HZ HU LJVUVTPJ LUNPUL HUK P[Z PTWVY[HUJL [V V\Y UH[PVUHS [YHUZWVY[H[PVU Z`Z[LT (SVUN ^P[O V[OLY TLTILYZ VM [OL .( JH\J\ZLZ PU IV[O [OL /V\ZL HUK :LUH[L [OL`»]L ILLU ]VJHS HK]VJH[LZ MVY NLULYHS H]PH[PVU PU JYP[PJHS IH[[SLZ V]LY \ZLY MLLZ WYV[LJ[PUN [OL PU[LNYP[` VM .7: KLSP]LYPUN Z[HISL M\UKPUN MVY H]PH[PVU HUK NP]PUN [OL -(( [OL Ã&#x2026;L_PIPSP[` P[ ULLKLK [V THRL YH[PVUHS JOVPJLZ YLNHYKPUN ZLX\LZ[YH[PVU J\[Z ;OLPY SLHKLYZOPW PZ THRPUN H KPMMLYLUJL MVY WPSV[Z HPYJYHM[ V^ULYZ HUK H]PH[PVU LU[O\ZPHZ[Z L]LY`^OLYL 0 LUJV\YHNL `V\ [V ]PZP[ www.aopa.org/advocacy [V Ã&#x201E;UK V\[ PM `V\Y LSLJ[LK YLWYLZLU[H[P]LZ HYL .( *H\J\Z TLTILYZ 0M [OL` HYLU»[ SL[ [OLT RUV^ [OH[ NLULYHS H]PH[PVU PZ PTWVY[HU[ [V `V\ 0M [OL` HYL [OHUR [OLT MVY ILPUN LUNHNLK HUK OLSWPUN WYLZLY]L V\Y MYLLKVT [V Ã&#x2026;`
Craig L. Fuller AOPA President and CEO
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9
Celebrating Twenty-Nine Years of In Flight USA
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August 2013
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One would be hard pressed to find a better looking Mustang than Scooter Yoak's Quick Silver. (A. Kevin Grantham)
By A. Kevin Grantham & Stan Piet
S
o, you want to be a warbird airshow coordinator, eh? Then what would you do if – in the 11th-hour – your major event headliner is a noshow? That is exactly what the 1941 Historical Aircraft Group was facing when Jerry Yagen’s much anticipated De Havilland Mosquito was scratched from the show’s line-up. Most vintage airplane fans and enthusiasts know very well that these old World War II airplanes can be cantankerous, so it is not unusual for a warbird to miss a scheduled appearance. However the problem with the Mosquito was not mechanical or lack of pilot, it was simply grounded while Jerry Yagen dealt with some financial difficulties. Undaunted by this setback, the airshow organizers took a page from the old barnstorming days of the 1920s and put forth an affair that was worthy of the title – “The Greatest Show on Turf.” The show began by parading a gaggle of Stearman PT-17s in front of the crowd. Normally, this consists of flying in the traffic pattern just to warm up the audience for the bigger acts that would follow. But that wasn’t the case in this instance, as each plane flew a spirited routine with climbs, dives, twists and turns with airplanes in the front of the procession crossed with ones in the back giving the spectators the sense of dog fighting. Following suit were the liaison aircraft along with the more advanced training types like the North American Aviation AT-6 and Vultee BT-13 Vibrator. Skipper Hyle and his Canadian Car and Foundry Harvard MK IV topped off this part of the show with a precision aerobatic routine. The warbird ranks were well represented with the Canadian Warplane Heritage Museum’s AVRO Lancaster, flanked by a Mk IV Hawker Hurricane and Mk XVII Supermarine Spitfire sup-
The Museum’s C-47 dropping paratroopers just as it did 69 years ago in support of the Allied invasion of France. (A. Kevin Grantham)
Vintage Wings of Canada’s magnificent Hawker Hurricane and Supermarine Spitfire. This particular Spitfire has never undergone a major overhaul and is the only one of if its type to still flying with it original wings. (A. Kevin Grantham) plied by Vintage Wings of Canada. The sound emanating from the six RollsRoyce Merlin engines as these rare British aircraft passed over in formation was like music coming directly from the warplane hymnal. Two North American B-25 medium bombers were also in attendance. The first was the H-model Mitchell, nicknamed Barbie III. This B-25 did not fly during the show but its menacing gun nose sporting four 50-caliber machineguns and one 75mm cannon attracted a great deal of attention on the ground. The second B-25 came from the Liberty Aviation Museum near Port Clinton, Ohio. This aircraft called Georgie’s Gal has a very unique paint scheme that features kill markings for two ships, two planes, one locomotive, and one outhouse. The left waist gunner Continued on Page 12
August 2013
www.inflightusa.com
11
NBAA: FAA PLANS CHANGES TO COLORADO MOUNTAIN WINTER HOLIDAY PROCEDURES The National Business Aviation Association (NBAA) has announced that the Federal Aviation Administration (FAA) plans changes to some traditional procedures for flights into three Colorado airports for the 2013-2014 holiday season. Specifically, the FAA will discontinue use of a legacy air-traffic slot-reservation program for Aspen Colorado Airport (ASE), Eagle County Regional Airport (EGE) and Garfield County “Rifle” (RIL) airports during the 2013-2014 holiday season’s November-throughJanuary timeframe. In lieu of the air-traffic slot-reservation program, the FAA will manage the traffic volume with other traffic management initiative tools, including miles-in-trail and ground delay programs. “Over the past decade, the FAA has introduced many new and more efficient methods of obtaining air traffic slot reservations, and vastly reduced the amount of time those systems were in use from months at a time, to a total of six days during last year’s holiday last season,”
said Bob Lamond, NBAA director, air traffic services and infrastructure. “The decision to do away with air traffic slot reservations for next year is the logical next step in this progression, and one that NBAA strongly supports, because – among other benefits – the change should eliminate a concern held in some corners over whether equitable treatment was given to all operators in the issuance of air traffic slot reservations.” The FAA and NBAA will embark on an education campaign over the next several months to educate operators about the change, emphasizing that the elimination of air traffic slot reservations will not create more capacity at any of the airports involved. A key focus of that educational initiative will be to emphasize that operators should expect similar ramp and air traffic capacity conditions at the three airports as they have experienced in previous holiday seasons. Also, as in past seasons, air traffic volume at the airports will still need to be managed by the FAA, and operators should be prepared for the possibility of delays on both arrival and
departure, especially during the peak portion of the holiday season. Also, as airport parking areas reach capacity, the likelihood of ground stops will increase. Assuming all goes well this year, the FAA will consider continuing the no-air-
traffic-slot initiative in the future. The NBAA and FAA will jointly provide complete details on specifics for managing holiday season traffic at the three Colorado airports as plans are finalized in the coming months. P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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1977 7 Cessnaa
1974 4 Cessnaa
12,644 TT, 1648 SMOH, KX170B NavCom, RT359 Transponder, R546 ADF
8680 TT, SMOH 2084, KMA24, KX155/209 NavCom, KN155/208 NavCom, PMA1000 intercom, Seats recently recovered
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1981 1 Cessnaa
1974 4 Cessnaa
5341 TT, 2180 SMOH, King IFR and Apollo GPS, KN64, PMA7000 Audio, 300AP, GX55 GPS, L TRONICS DF, KX155A (2), KI209, KT76C, KI208, KR87
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NBAA LAUDS NEW RECORD OF 200 HOUSE GA CAUCUS MEMBERS The National Business Aviation Association (NBAA) welcomed the recent announcement that the House General Aviation (GA) Caucus, a leading voice in the U.S. House of Representatives on behalf of general aviation interests and one of the largest and most active caucuses in Washington, recently achieved a record total of 200 members. This record number of lawmakers who recognize the significance of general aviation to local, regional and national communities and constituents comes less than one week after the previous record total of 197 House GA Caucus members was announced. “The continued growth of this caucus underscores the bipartisan recognition on Capitol Hill that general aviation creates jobs, provides a transportation lifeline to communities across the country, helps businesses succeed and supports people and communities in times of
crisis,” noted NBAA President and CEO Ed Bolen. Formed in 2009, the House GA Caucus – and its companion GA Caucus in the U.S. Senate – serves as an informal group of lawmakers, formed to promote the essential role the industry plays in local communities and the national economy. Both caucuses work to inform debates about policies affecting the general aviation community. “The growth in both caucuses shows that our industry has a strong core of support among not only incumbent lawmakers, but also among the legislators elected for the first time in last November’s elections,” Bolen added. The House GA Caucus is co-chaired by Reps. Sam Graves (R-6-MO) and John Barrow (D-12-GA), while Sens. Mark Begich (D-AK) and Mike Johanns (R-NE) lead the Senate GA Caucus.
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The only flying AVRO Lancaster in North America. Seventy years ago bombers like this one pull off one the more historic mission in World War II by bombing the Ruhr Valley Dams in 1943. (A. Kevin Grantham)
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Continued from Page 10 position is marked Sgt. Harvey W. Lembeck. Could this be Harvey Lembeck – the actor who starred in movies like Stalag 17 and Beach Blanket Bingo? During the flying part of the show Gerogie’s Gal simulated bombing attacks on a nearby bean field followed by a massive array of pyrotechnics that produced plenty of flames and smoke. On one pass an impressive barrage of fireworks was set off to simulate anti-aircraft fire in response to the B-25 attack. Fighters at the show included the American Airpower Museum’s P-40M and FG-1D along with Mark Murphy’s P-51 Never Miss, and Scott “Scooter Yoak’s beautiful Quick Silver Mustang. Each day Scooter Yoak put on a stunning aerobatic routine, and each time he loaded the airplane with g-forces it emanated the distinctive Mustang whistling sound which trilled the spectators. Bringing up the Japanese contingency was Ken Laird and Doug Johnson
in their “TORA” Kate and Zero replicas. All of these rare birds performed high seed passes and tight combat maneuvers against the beautiful backdrop of the Geneseo Valley. The airplane at the show that had the most significant historical lineage was the National Warplanes Museum’s own Douglas C-47A. This particular aircraft was one of the lead aircraft transporting the 82nd Airborne paratroopers in support of the Normandy Invasion. It also participated in Operation Market Garden during the aerial assault on the Netherlands in September 1944. The Museum is presently raising money to return this historic bird to France next year in celebration of the 70th anniversary of D-Day. Putting on a warbird airshow is not an easy task. But somehow the 1941 Historical Aircraft Group at the National Warplane Museum manages to pull the preverbal “rabbit out of the hat” by producing a very entertaining show.
August 2013
www.inflightusa.com
13
Homebuilder’s Workshop
FETCHING
F
THE
or quite some time, I’ve figured that the RV-8 was probably what would best meet my needs and desires in a sport airplane. There have been any number advertised for sale, many with over-personalized paint jobs, excessive equipment, and astronomical price tags. Eventually, though, one showed up on the West Coast that looked pretty good, and at a good price. However, there are plenty of homebuilts of all sorts out there with beautiful cosmetics but shoddy wiring and engine installation. Those fears were allayed when it turned out that a long-term friend knew the airplane, knew the builder, and knew the seller. Plus, the picture of the engine installation showed numerous details nicely done. As a bonus, those frustrating piano wires in the hard to reach parts of the cowling had been replaced with Dzus fasteners. With absolutely no bargaining on the price, I mailed off a deposit check. On July 4, I hopped on board the airlines and headed for LAX. The original plan had been to fly from Savannah, Ga., to Arizona in the beautiful old Cessna with its new owner, but he backed out the night before he was supposed to fly out. The next plan had been to fly into Burbank, but airline weather delays the night before carried over to the next morning, so I flew from Savannah to Atlanta to San Francisco to Los Angeles. As we landed at San Francisco, I saw triple glideslope antennae as we landed and wondered what would happen if those were out of service, a tragic premonition... But traffic was light on the Los Angeles freeways as we headed for Santa Paula, Calif., where the hangar across the way held three Questair Ventures, a BD5J, plus a Legend and a scale P-51 hanging from the rafters. The seller gave me a cockpit checkout, including the inevitable quirks. For example, the capacitive fuel gauges did not work correctly, and the fuel pressure gauge worked, but the readings varied according to all kinds of circumstances. Disappointingly, the tailwheel was the direct steering linkage kind, a design that I have never trusted. Next morning, I waited for the fog to lift before heading east. First stop, Page, Ariz., so that I could see some of northern Arizona and southern Utah, and later swing through Monument Valley. My old RV-8A was nose heavy, and I flew it solo with two cases of water in the rear baggage compartment to keep
RV-8 the cg where I wanted it. I did the same with the RV-8, not really considering that with its O-320 instead of an O-360, it didn’t Ed need the same Wischmeyer amount of ballast. In the inevitably bouncy desert air, the result was an enthusiastic Dutch roll response to turbulence, with the tail wagging and the wings rocking. At Page, half of one case went into the forward baggage area in case of a landing out in the toolies, and the rest was donated to the FBO. But back to the flight. There was lots of high country, and I know from experience that I am subject to mild hypoxia starting at 8,000 feet, and this route took me that high or more. But the view was spectacular, including the granite along Lake Powell, plus several areas where there was absolutely no sign of human presence. The air was hazy, and I found out later it was smoke from the Colorado fires. But with the accumulated stresses, excitement, fatigue, turbulence, temperatures, time zone change, burning eyes and everything else, the landing in Page gave no indication that I’d ever landed a taildragger, 350-plus hours of RV-4 time and a recent hour of dual in a Citabria notwithstanding. With the XM weather showing precipitation popping in the desert skies ahead, I called it a day. It was noon. The next day started with the last high country leg, headed to Taos, N. Mex., where the landing was less traumatic because I had called the seller for landing advice. That was to keep the tail up as long as possible. I did keep the tail up, but not enough, and the landing was only less bad. I filled the tanks and prepared for a three-hour leg across high surface winds in the Texas and Oklahoma panhandles. I also posted a note on vansair force.com and asked if anybody wanted to trade a steering rod for conventional tailwheel springs, giving my iPhone number to receive a text message. Two and a half hours into the flight, I received such a text message (!) and turned around, flew a half hour back to West Waterford, Okla., and landed into a 20 mph wind right down the runway. And an hour after that, I had tailwheel steering springs and chains, free and installed, courtesy of a kind EAA / RV soul. The chain tension was set to my specification – but I specified too loose, as I found out Continued on Page 14
1947 PIPER PA-12 ‘SUPER CRUISER’ Three Place Classic with only 969 hours total time since new! 21 hours since complete airframe restoration. 21 hours since engine overhaul: Lycoming O-290-D2 135 H.P.! NARCO 120 COM, 150 TXP w/Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-27-1947. Fresh annual inspection. An incredible value! ..............................................................$54,500
1967 CESSNA 172H 5638 TT, 156 hrs. SMOH “Lycoming” Powered 160 H.P., 1360 hrs. TT Prop Since New 6’77, King KY-97A, King KT-76A Transponder, Garmin 495 GPS, SIGTRONICS Intercom, Horton STOL, Oversized Tires + Front Fork. Complete logs Since New. Good Paint + Interior ........................... $36,500
1959 CESSNA 180B 2137 TT, 491 hrs. SMOH, 7 hrs. SPOH. Very low time airframe! KX175B NAV COM, G/S, KT-76A w/Enc., 3 lite MB, NARCO ADF., New 8:00x6 Tires, Scott Tail Wheel. RH Hinged window, Recent P+I - Rated “9/10”, Fresh Annual Inspection, Compressions 75+/80. Retail Book Value: $80,277 ............................ $74,500
2007 MOONEY ACCLAIM sn: 0039, 229 TT A & E. One N. Nevada owner since new! Garmin G1000 w/GMA-1347 Audio Panel, GTX-33 TXP w/TIS, GFC-700 AP/FD, GDL-69 Weather Data Link & XM Radio. SBrakes, Stby Alt & AI, OXY & more. High useful load: 982 lbs. Shows like new in & out! Fresh April 2013 Annual. Compressions: 72+/80. No Damage History! Priced to sell ......$399,500
1979 PIPER TURBO ARROW IV N21PM, 4703TT, 838 SFRM, 484 SPOH. Garmin GNS-530, SANDEL 3308 EHSI, WX-10 Stormscope, KRA10 R-ALT, Garmin GTX.330TXP w/TIS, JPI EDM 700, Intercooler, Merlyn Auto Wastegate, Century III B A/P w/Coupler, Oxygen Sys, 2nd Glideslope, E-Trim, Stby Vac System, 4 place I/C Sys. Recent custom paint. Fresh May 2013 Annual. Complete Logs & NDH! Ready for immediate inspection & Delivery ........$87,500
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August 2013
Homebuilders’ Workshop Continued from Page 13 later in the trip. One more 90-minute flight got me to Tahlequah in far eastern Oklahoma, the headquarters of the Cherokee nation, where I spent the night. Next morning, it was time to start considering the considerable moisture that had taken over the East Coast. (As I write this, that moisture continues to cause light plane mischief after four weeks, non-stop.) The first gas stop was only 90 minutes away, but at the edge of the low scattered clouds. With excellent visibilities underneath, I headed east to where the XM radar indicated the edge of the front was. As I got closer, I realized that my intended destination was right on the edge of heavy rain and would probably be engulfed soon, so I changed destinations to get a new plan, more gas just in case, and to take a break. All of those were good ideas, and I was soon back in the air under low clouds, with smooth bottoms and in smooth air, over unpopulated areas with 30-plus mile prevailing inflight visibility and weather that wasn’t doing much of anything very fast. The clouds were low, but at this point I had confidence that the gyros in the RV-8 were really good, and besides, I’d polished up my instrument skills just before the trip, anticipating that those skills would be handy in the Cessna. I had multiple outs if needed. The thin spot of the front had 10mile visibility, and after flying through that, the skies were mostly clear. The occasional thunderstorms were easily identified on the XM and easily circumnavigated visually. Coming towards Savannah, winds were reported as 15 gusting to 20 at a 30degree crosswind, and that unforecasted condition was a challenge that I declined. I still had a hangar at Wright Field near Savannah, where winds were advertised at 8 to 10 at a 20-degree crosswind. A friend came and drove me home, and the trip was essentially done.
I did a lot of things right in terms of risk management, such as getting tailwheel and instrument instruction before leaving, and taking lots of breaks along the flight. But I realized after I made the last landing that, despite numerous sips from the water bottle, I was dehydrated. And I “knew” that I needed the ballast in the aft baggage compartment. But the biggest surprise was the RV8 handling characteristics on the ground, something I’ve never read or heard about in 30 years of associating with RVs. I’ll be getting some RV tailwheel dual from Jan Bussell in Florida, if the weather ever clears enough for me to get down there. He writes: “The 8 gear is a lot stiffer than the 4. Most people over-correct on the rudder on landings, or make too large of a correction. The best procedure is to stop nose movement when you detect it and then stop the correction – do not try to make a change in heading until you first stop the original motion and know it is stopped, then make a very small correction in the direction you want to go. Sounds easy but is hard to do, especially after Citabria time where the corrections are necessarily large.” But the real surprise came when I went out to the hangar to shorten the tailwheel steering springs. The springloaded tailwheel steering pin was stuck inside the (vertical) tailwheel steering axle. Not only had I flown the RV-8 home with no tailwheel steering, I’d flown it home with no tailwheel centering. No wonder I’d had problems! Instead of using the brakes intentionally, with finesse, as the previous owner did, I’d been counting on the non-existent tailwheel steering and using the brakes as a last resort. So now I have two beautiful airplanes, one more than I really want. But with the steering fixed, the RV-8 should soon become for me the plane that it really is.
August 2013
www.inflightusa.com
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August 2013
GAMA CELEBRATES ADVANCEMENT OF SMALL AIRPLANE REVITALIZATION ACT IN U.S. SENATE The General Aviation Manufacturers Association (GAMA) has praised the U.S. Senate Commerce, Science and Transportation Committee’s passage of S. 1072, the Small Airplane Revitalization Act, by voice vote. S. 1072 would require the FAA to implement the recommendations of the FAA’s Part 23 Reorganization Aviation Rulemaking Committee (ARC) by December 31, 2015. Adopting the ARC’s recommendations would help the FAA meet its stated goal of doubling the safety levels and cutting certification costs in half for the lighter end of the general aviation (GA) marketplace. The companion House bill, H.R. 1848, passed the U.S. House earlier this month on a 411-0 vote. “This legislation will help industry and the FAA develop and adopt more effective regulations and standards that will spur manufacturers’ investment in new aircraft designs; it will also help put critical lifesaving equipment into the existing fleet of airplanes,” GAMA President and CEO Pete Bunce said.
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“These changes represent a ‘win-win’ by enhancing safety and relaxing unnecessary regulatory cost burdens on industry and the FAA, which will help revitalize the lighter end of general aviation.” Bunce continued, “The incredible speed with which this bill passed the House and is now moving through the Senate is attributable to the widespread bipartisan support it is receiving and demonstrates the need for the FAA to address the ARC’s recommendations as soon as possible. We appreciate Senators Amy Klobuchar (D-MN) and Lisa Murkowski (R-AK) championing this bill and for their skill and hard work in pushing it forward in the Senate. We are also very grateful for the strong support of the Senate Commerce Committee and the Aviation Subcommittee leadership – Senators Jay Rockefeller (D-WV), John Thune (R-SD), Maria Cantwell (D-WA) and Kelly Ayotte (R-NH). We look forward to the Senate’s passage of this very important legislation soon and to seeing this bill become law in the near future.”
All We Can Do is Rant Continued from Page 6 further FIRC programs.” There was no mention of a school getting “due process.” Shocked, this writer returned to his seat and kept his mouth closed so as to not cause the instructor any problems. Basically, FIRC instructors are being told that any form of criticism of the FAA can result in actions that will put them out of business. One wonders if similar threats are not contained in some other obscure AC’s that would affect the typical CFI. Clearly, abusive criticism purely for the reason of saying nasty things is not correct or effective. But what about reasoned arguments that disclose inadequacies or misunderstandings? Such discussions are clearly forbidden, or at best, left to interpretation by the school’s FSDO principle, who is authorized to make a singular, discretionary call on continued operation of the school. One wonders if such verbiage exists within the guidelines of hundreds of other federal agencies that certify or license some form of business
operation. We now see an FAA management that feels open, frank communication is not a priority. Instead, they communicate through political advisors and PR firms. They are also making it clear that any criticism of their regulations or policies can cost you your income. Are jail terms next to come? Are we looking at an FAA that will not talk to us face to face and then avoid criticism with threats? Perhaps this somewhat unplanned rant has now answered the rhetorical question contained in the title bar. Do we simply go along with a clear violation of our first amendment rights, or simply bow to the power of a bureaucracy that has its own interpretation of the U.S. constitution? Going along doesn’t work for this writer, how about you? Maybe it is time for you to copy the quotes contained in this editorial and send them to your elected officials. It is clear that FAA political leadership is not interested in communicating to us, so how about we communicate to them, before they pass a law against that.
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August 2013
Contrails
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17
by Steve Weaver
AN ERRANT AIRMAN
I
n my early days in aviation, many of the errant airmen that I happened upon were WWII vets and sometimes ex-Army Air Corps flyers; as a young pilot, their age and experience seemed to me to afford them a certain license to be… well, different. One of those types that come readily to mind would be Richard. Richard B. was the owner of a Beechcraft Twin Bonanza and he and the airplane were memorable to me, since they were the only twin/pilot combo that dared to frequent our 1,600foot sod strip. He was from Elkins, just a few miles to the east of us and he flew the mighty Twin Bo in pursuit of his business as a lumber broker. He also flew it in pursuit of a covert heart’s interest that happened to reside in our town, hence the frequent visits by the big twin. Each time the Twin Bo grumbled its way up our taxi strip, swung around with a burst of power and shut down with a rattle of gear boxes, there waiting for him would be a comely and fair-haired lassie, young enough to be his daughter, but who wasn’t. She would be driving a new pony car that was rumored to have been
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This shot of the Beechcraft Twin Bonanza was taken at the Aurora, IL airport in 1987. (Glenn E. Chatfield) a gift from him and his explanation of her to their base in England from each mispresence to us was a vaguely mumbled, sion. I guess it was that ability plus a dose “my secretary.” of luck that enabled him to operate the The snarl of the T Bone’s exhaust airplane in and out of a field it was never augmenters would announce his arrival designed to fly from. over Lewis Field and the office would I remember someone asking empty out to see if this was the day that Richard for a ride in the Twin one day Richard put the Beech through the fence. and he took not only him, but four of the He’d been a B-29 pilot during the war airport bums too. The Beech came out of though, and he still owned the same sure the tiny airport and cleared the fence touch that brought him and his crew back almost as it did with only him aboard,
and yes, I was one of the bums that day and mightily impressed I was too, with Richard and the Twin Bonanza. I might add that this was long before I knew what VMC was, and looking back I suspect that if an engine had sneezed, we would have made a very loud and very large hole in the runway. At any rate Richard remained undaunted by Lewis Field and continued to fly in and out for many years. The only incident I can recall him having there occurred during a landing early one dewy morning when he found that braking was not to be had on the slick grass and he was forced to use reverse thrust. Well, technically it wasn’t actually reverse thrust, but somehow he turned the airplane 180 degrees while sliding on the slick sod, and then firewalled the throttles while going backwards, stopping less than a hundred feet from the fence. I guess you could call it Hillbilly Reverse Thrust.
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August 2013
Green News
LEADING ELECTRIC AIRCRAFT PROPONENT FLIES Erik Lindbergh Takes First Electric Flight in the GreenWing eSpyder When a leading proponent of a fresh idea, in this case airplanes powered by electric motors, finally has a chance to use the technology it can significantly heighten his motivation. Such was the case when Erik Lindbergh took the opportunity to fly GreenWing Inter-
national’s pure-electric eSpyder. About his first flight in electric aircraft Lindbergh observed, “Like any first flight it was thrilling and nerve wracking at the same time. I had never flown an ultralight before and had never soloed in an aircraft that I hadn’t first had dual
instruction from someone sitting next to me.” The single seat eSpyder is based on a former ultralight design that will initially be marketed as an Experimental Amateur Built and later as a Light-Sport Aircraft when FAA approves the use of electric motors as a propulsion system. Erik’s first
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flight in eSpyder can be seen at this link: www.youtube.com/watch?v=yiHghLHqt 6M “GreenWing was excited to be able to offer Erik Lindbergh the opportunity to fly an electric plane after his years of advocacy and support for manned electric flight,” said company spokesman, Eric Bartsch. Lindbergh is the founder of Lindbergh Electric Aircraft Prize (LEAP) and Electric Aircraft Development Alliance, which is now part of Lindbergh Foundation’s Aviation Green Alliance: www.LindberghFoundation.org. He is also the Brand Ambassador for Air Charter Service, a leader in aircraft charters: www.aircharterservice.com “I discovered excellent integration of battery, controller, motor and aircraft in eSpyder and believe this to be a mature product that is on the leading edge of a revolution in general aviation,” continued Lindbergh. A longtime pioneer in electric flight, Yuneec International is supplying all these components and will continue developing the state of the art in electric propulsion. Erik said he is more excited than ever for general aviation to realize the potential benefits of simpler, safer, cheaper renewable powered flight. “The public remains largely uninformed about how electric aircraft can change the way we move around the planet.” GreenWing had two eSpyders flying at the AirVenture show to demonstrate that the era of affordable, practical electric-powered recreational flying has arrived. “We look forward to many pilots around the world getting to follow in Erik Lindbergh’s footsteps and experience electric flying,” added Bartsch. For more information visit the newly launched GreenWing International website: greenwing.aero
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August 2013
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Business News
ALL INCLUSIVE SERVICE PROGRAM Cessna Aircraft Company has announced a unique program covering all scheduled maintenance and parts costs for the Citation Sovereign for the first five years or 1,500 flight hours. The “Sovereign Shield” program practically eliminates maintenance-related direct operating costs of model year 2013 Citation Sovereign aircraft, allowing owners to operate the Citation Sovereign for far less than other business jets in the midsize category. “The Sovereign Shield program offers fantastic advantages for the Sovereign owner,” said Brad Thress, Cessna senior vice president, Business Jets. “Buyers can take possession of a 2013 Sovereign with confidence that the maintenance for the next five years is covered. Sovereign Shield is an industryleading tip-to-tail service program which instills confidence and passes savings onto those customers who choose the Sovereign as their business tool.”
(Cessna Aircraft Company) The Citation Sovereign boasts a 3,000 nm range, updated technologies and interiors, and enhanced capabilities. “If buyers think they know the Sovereign, it’s time to look again. The upgraded cabin management system in the Sovereign is a big hit with customers. They notice the longer cabin and are impressed with the all new interior, including wider seats, designed for maximum in-flight comfort,” Thress said. “Pilots are excited about the G5000 avionics. They like the split-screen options for the displays, and the reduced workload that comes with auto-throttles. These upgrades are inspired by customer feedback, and we can tell it is resonating positively with those who ride in the plane, and those who fly the plane.” “The nine-passenger Citation Sovereign is already known as a fantastic, efficient aircraft with superb shortfield performance, allowing it to fly into most airports in the world,” said Kriya Shortt, Cessna senior vice president of Sales. “Now the Sovereign brings exceptional payload capabilities and outstand-
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JAY QUETNICK Ninety-Two-Year-Old Pilot Renews Medical Certificate to Begin His 75th Year in the Left Seat By Herb Foreman
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wrote my first article regarding Jayâ&#x20AC;&#x2122;s career in the air in 1993. He was a sprightly pilot at 70 years of age with 54 years in his logbooks. His first solo was in the wonderful J-3 Cub at the Palo Alto (Calif.) Airport in 1939. Jay was a student at Stanford University and had taken advantage of the Civilian Pilot Training Program and the ROTC. Upon his graduation in 1941, he became a commissioned officer in the U.S. Army, as well. The renewal of his medical will celebrate the beginning of his 75th year in the left seat. Amazing! Before he began his lifetime in the air, Jay was inducted into the Army in Dec. 1942 and served in some of the bloodiest battles fought in World War II at Casa Blanca, Sicily and Anzio. After separation from the service in 1946, Jay remained in the Reserve and is presently a retired Lieutenant Colonel. In 1946, he established his own construction business and used many of the planes he has owned to further his business interests. He has owned a Swift, Bonanza, two Cessna 310s, a Cessna 411 and most recently a Cessna 421-B. His 421 was badly damaged in Mexico when the front wheel fell into a soft spot on the runway when he began his taxi for take off. He had high hopes of replacing it with a turbo prop or small jet but settled for a 1981 421-C that has a number of benefits not included in the B model. California native Jay was born in San Francisco on Jan. 17, 1921 and has two daughters, Lita and Sandra, from his first wife, Tina, who passed away after their 45th anniversary. Both of the girls became pilots. Today, the girls take care of Jayâ&#x20AC;&#x2122;s real estate investments he acquired through the years. Lita is still flying and is very competent in the 421-C. After five years as a widower, Jay married Helen Simonson, a former American Airlines flight attendant. Jay feels exercise to be an important part of his life and walks to keep fit while also
Jay Quetnick at the Sky Kitchen Cafe in San Carlos, Calif. (Courtesy of Herb Foreman)
Jay with the Cessna 421-B in 1993. (Courtesy of Herb Foreman) playing a little tennis. He talks about his canine companion, an English Springer Spaniel that is now five years old and who keeps him jumping. Jay sold his construction business to a NASDAQ company and spends his time flying and talking about flying with pilots at the San Carlos Airportâ&#x20AC;&#x2122;s Sky Kitchen CafĂŠ (on the San Francisco Peninsula). He still checks in at his office, however, to make sure his interests are carefully taken care of. He speaks of his 74 years in the left seat with pride and hopes for a few more good years. He has played a major part in what is now called the â&#x20AC;&#x153;Greatest Generationâ&#x20AC;? of the 20th century.
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August 2013
WHAT'S FOR BREAKFAST? By Dr. Susan Biegel MD, AME
E
veryone has heard that breakfast is the most important meal of the day, and this is especially true for pilots. Skipping a nutritious breakfast and having only coffee and a danish is tantamount to putting water in your airplane's fuel tank. You depend on your airplane engine to perform well, and you should want your body and mind to be performing at top capacity as well. After not having had any food all night, it's time to fill up with quality fuel, not fuel thatâ&#x20AC;&#x2122;s going to give your body a rocket burst of energy and then fizzle out like a used up firework leaving you fatigued, irritated and not thinking sharply. Your brain and body need to be at peak performance and resilient, able to respond and think quickly. What are some key nutritional guidelines in your operation manual to getting your day started off right?
Do: Eat within one half hour to an hour of awakening. This keeps your metabolic rate up and functioning better than if you put eating off until lunch, and you will also be less likely to fall prey to the random donut or danish or candy bar grabbed in haste, two very important issues for those of us who are trying also to manage our weight. Eat lean protein to avoid eating all carbohydrates such as only toast and cereal with coffee, which offer almost 100 percent carbohydrate content. Good protein sources are eggs, egg whites, lean meat and cheese, or tofu. My favorite is an egg white omelet with cheese, sautĂŠed bell pepper, onion, and turkey (such as from a low-fat cold cut) diced with salsa. This is low in calorie and high in protein offering energy that will outlast the carbohydrates. Avoid simple sugars that raise your blood sugar level high quickly but then leave you with a crashing blood sugar in two to three hours. Instead, eat whole grains that tend to digest more slowly to give off energy over time and have the added benefit of offering more fiber than the typical white bread or Danish. Eat fresh fruits and vegetables with dark rich colors which provide the healthful antioxidants that help protect your body from micro damage. Eat fats which tend to be digested the slowest and along with the proteins can also serve as a long range fuel source. Plant sources are best, with animal sources being the worst since the body takes animal fat and manufactures bad cholesterol out of it. For the pilot, low blood sugar or
hypoglycemia is something to be avoided. The signs of hypoglycemia are weakness, shakiness, fatigue, irritability, sweating, palpitations and lightheadedness. For your safety and others, while flying keep snacks on hand in the plane which offer quickly absorbable sugar such as orange juice, a sugar soda and hard candy. Hypoglycemia is very important to recognize in yourself and also in whomever you happen to be flying with, because passing out cold may be the first sign of hypoglycemia in many instances. Know if the person you are flying with is a diabetic since diabetics will tend to get hypoglycemia more commonly due to medications and other reasons. With all this in mind, be sure not to skip breakfast, but instead eat a breakfast balanced with protein, carbohydrates, and fats. By the way, here's another recipe you might like to have for your morning, preflight regimen: Very Berry Smoothie In a blender place: 1 cup strawberries, (may be fresh or frozen; hulled, meaning remove the stem and the inside white core, which tends to be tasteless) 1 cup blueberries (rinse and remove all remaining stems) 1/2 cup orange juice 1 8 oz. Dannon strawberry or blueberry or vanilla greek yogurt 1/3 to 1/2 cup egg white (from the cartonsuch as from All Whites - found by the eggs and dairy in your grocery store. Don't worry, these are already pasteurized so there is no worry about eating this raw. This is a way of increasing the protein content of the smoothie in a highly digestible form.) juice 1/2 lime 1/2 cup Almond Breeze milk (which is only 30 calories per cup. May also substitute regular milk, such as 2%) 3/4 cup of ice 1 package Splenda if more sweetness is desired Blend on high until smooth. Makes 4 10 to 12 ounce servings. Cheers and happy and safe flying! In Flight USA thanks Dr. Biegel for this informative article. Look for more articles in the coming months from leading Aeromedical Doctor, Dr. Susan Biegel. Dr. Biegel has been an aeromedical examiner for 22 years and offers first, second and third class certificates at her office by appointment at 1113 Alta Avenue suite 220 in Upland, California. A competent and â&#x20AC;&#x153;aviation friendlyâ&#x20AC;? staff will assist readers in all medical certification needs with the utmost of efficiency. Call 909-9851908 or visit www.susanbiegelmd.com for additional information or an appointment.
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01/24/2013, partnership based in Petaluma, CA.
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All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyerâ&#x20AC;&#x2122;s responsibility to verify all information prior to purchase.
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F I R S T T I M E B U Y E R S
Celebrating Twenty-Nine Years of In Flight USA
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August 2013
TENTH PARACHUTE TEST FOR NASA'S ORION ADDS 10,000 FEET OF SUCCESS
In a worst case scenario, test proves the Orion space craft can land safely on a hard surface with only two of its three parachutes deployed. The spacecraft list is normal a simple way of reducing landing G loads. (Courtesy of NASA)
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A complicated, high-altitude test demonstrated NASA’s new Orion spacecraft could land safely even if one of its parachutes failed. The 10th in a series of evaluations to check out the Orion multipurpose crew vehicle’s parachute system dropped the test capsule from a C-17 aircraft at its highest altitude yet, 35,000 feet above the Arizona desert. One of three massive main parachutes was cut away early on purpose, leaving the spacecraft to land with only two. The test at the U.S. Army’s Yuma Proving Ground was the highest-altitude test of a human spacecraft parachute since NASA’s Apollo Program. During previous tests, a mock capsule was dropped from a height of 25,000 feet and the parachutes deployed at no higher than 22,000 feet. The extra 10,000 feet of altitude at the beginning of Wednesday’s test made the demonstration the best so far of Orion’s parachute flight and landing. “The closer we can get to actual flight conditions, the more confidence we gain in the system,” said Chris Johnson, project manager for the Orion capsule parachute assembly system at NASA’s Johnson Space Center in Houston. “What we saw today – other than the failures we put in on purpose – is very similar to what Orion will look like coming back during Exploration Flight Test-1’s Earth entry next year.”
During its return from space, Orion’s parachute system will begin to deploy 25,000 feet above the ground. Engineers gathered data on the effects of losing a parachute during the descent. The team already proved Orion can land with just two of its three main parachutes, but this was the first opportunity to study how one parachute pulling away in mid-flight might affect the remaining two. “We wanted to know what would happen if a cable got hooked around a sharp edge and snapped off when the parachutes deployed,” said Stu McClung, Orion’s landing and recovery system manager at Johnson. “We don’t think that would ever happen, but if it did, would it cause other failures? We want to know everything that could possibly go wrong, so that we can fix it before it does.” The test was part of a series of parachute tests that will enable NASA to certify Orion to carry humans into space. The system already has met the necessary requirements for Orion’s first mission, Exploration Flight Test-1 (EFT-1), in September 2014. During that flight, Orion will travel 3,600 miles into orbit then return to Earth at speeds as fast as 20,000 mph, putting the parachute system to the test again as it lands in the Pacific Ocean. For more information about Orion, visit: http://www.nasa.gov/orion
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Celebrating Twenty-Nine Years of In Flight USA
26
Aviation Ancestry
August 2013
by Scott Schwartz
SWEPT-WING WONDER, PART III
O
utfitting the Model 450 with tricycle landing gear would have necessitated the placement of bulges in the wings. This, of course, would have disrupted the smooth aerodynamics of the thin wings. Ironically, it was another demand placed on the design by the Air Force that led to a solution to the landing-gear problem. The Air Force wanted the new
bomber to be able to carry an atomic bomb. Since atomic bombs were very large, during the 1940s, aircraft carrying them needed very large bomb bays. A bomb bay large enough to accommodate the atom bomb would not leave much room for landing gear to be mounted in the fuselage. Well, luckily, the Air Force also came up with a solution to its problem – namely a “bicycle” landing gear
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arrangement. In other words there would be two main landing gear trucks mounted in the fuselage, fore and aft. As always seems to be the case in aircraft design, each solution creates another problem in its wake. In this case, it was the fact that the landing gear would have to be installed in front of and behind the bomb bay because the bomb bay had to be placed where – when loaded – it would be in harmony with the aircraft’s center of gravity. With the rear landing gear placed so far aft, it could not serve as the pivotpoint for rotation on take-off; the elevator simply would not be able to raise the nose. The answer that was hit upon by the Boeing design team was this: attach the landing gear in such a way that the airplane would sit on its landing gear at the proper angle for take-off. An aerodynamicist by the name of Bill Cook figured that an eight-degree angle between the wing chord line and the ground would provide the optimum angle for lift-off from the runway. The reader might imagine the aircraft tipping to one side or the other during taxi, due to the “bicycle” main wheel arrangement. Small outrigger wheels, which retracted into the inner engine pods, were installed, in order to prevent this. Interestingly, the priorities of the Army Air Forces shifted towards the long-range, strategic deterrent philosophy, as the development of the Model 450 progressed. Boeing responded to this shift by lengthening each of the Model 450’s wings by eight feet. These wing extensions reduced drag, which, of course, reduced fuel consumption. Duly impressed by the Boeing design teams’ handing of the various challenges that had surfaced during the development of the aircraft, the Army decided to demonstrate its faith in the project by ordering two XB-47 prototypes in 1946. Construction of the two aircraft commenced in June of that year; the Boeing and military personnel involved were extremely excited about working on such an advanced project. As it turned out, though, the people involved with the XB-47 project were virtually the only ones excited about it. Many others at Boeing believed that the XB-47 was merely an experimental aircraft – and an impractical one at that – which would never enter full-scale production. Therefore, interest in the project was lackluster. There was also the fact that the company was already gearing up for production of the B-50 (a B-29 derivative), and it was pinning its future hopes on yet another B-29 descendant – the B-54.
Retired B-47 on display at the March Field Air Museum. Notice how the aircraft seems poised to fly. The aircraft was designed with a built in eight-degree angle of attack, because the elevators could not produce enough force to rotate the aircraft for take off. (Scott Schwartz)
A close-up of the B-47’s “bicycle” landing gear. Placing the landing gear in the the B-47's thin wings would have required drag-producing bulges. (Scott Schwartz) What made the B-54 intriguing was the fact that it was to make use of “Variable Discharge Turbine” engines to propel it. The Variable Discharge Turbine (“VDT”) essentially involved routing the hot exhaust gases from the B-54’s piston engines (Pratt & Whitney R-4360s) through a compressor, mixing them with additional air, igniting them, and then obtaining jet-thrust as the mixture passed through a turbine and exited through a large exhaust nozzle. A pattern emerges here; namely, the reluctance to completely veer away from piston engine bombers. From a business standpoint, one cannot entirely blame Boeing for hesitating to embrace jet engine technology – at least not entirely (the “VDT” engine could be described as half of a jet engine). Although companies like General Electric were making vast improvements, the early jet engines had a service life of only 10 to 20 hours, or so. Moreover, jet engines used much more fuel, in general, than piston engines. So, the idea of using jet engines to power a long-range bomber was viewed as sheer folly, by many. Nonetheless, the jet-bomber visionaries in the Army (and later the United States Air Force) and at Boeing carried on. In September of 1947, the first XB-47 was rolled out of the Boeing factory. Less than one hundred people gathered for the event.
August 2013
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Rotor News
HAI JOINS NATIONAL 50TH ANNIVERSARY COMMEMORATION TO HONOR VIETNAM VETERANS The Helicopter Association International (HAI) is joining the U.S. Department of Defense and hundreds of other organizations to mark the 50th anniversary of the Vietnam War and honor U.S. and allied service members who fought there. “There is no question that the helicopter industry in the United States and even around the world was profoundly shaped by the uses developed for helicopters which now serve the greater good of society, utilizing the thousands of pilots and maintenance technicians trained during that war,” said HAI President Matt Zuccaro. “We are proud to be a Commemorative Partner of the Vietnam War Commemoration.” The 2008 National Defense Authorization Act authorized the U.S. Secretary of Defense to conduct a program to commemorate the 50th anniversary of the Vietnam War. In accordance with the law, “the commemorative program will include activities and ceremonies to do
the following: • Thank and honor veterans of the Vietnam War, including personnel who were held as prisoners of war (POW), or listed as missing in action (MIA), for their service and sacrifice on behalf of the United States and to thank and honor the families of these veterans. • Highlight the service of the Armed Forces during the Vietnam War and the contributions of Federal agencies and governmental and non-governmental organizations that served with, or in support of, the Armed Forces. • Pay tribute to the contributions made on the home front by the people of the United States during the Vietnam War. • Highlight the advances in technology, science, and medicine related to military research conducted during the Vietnam War. • Recognize the contributions and sacrifices made by the allies of the United States during the Vietnam War.” Over the next several years, HAI
KING SCHOOLS AND HAI TO RELEASE FIRST-EVER ONLINE FIRC FOR HELICOPTER INSTRUCTORS John and Martha King of King Schools, together with Helicopter Association International (HAI) President Matt Zuccaro, have announced that they will release the first-ever online Flight Instructor Refresher Course (FIRC) specifically designed for helicopter flight instructors. The new helicopter FIRC focuses on helicopters, but also shares many features with the current, highly-successful King Schools online FIRC that has already been used by thousands of CFIs to renew their certificates since its first release in May of 2012. Shared features include iPad support and the popular King QuikRenew service which provides an entirely online, paperwork-free renewal process with nothing to be notarized or mailed in. The helicopter FIRC also shares the King FIRC philosophy of providing renewing flight instructors fresh insights into ways they can help their customers to become good risk managers and long term members of the pilot community, rather than simply re-hashing the
topics CFIs learned as a Private Pilot. “Martha and I love flying and teaching in helicopters,” said John King. “However, like many helicopter CFIs, we’ve been disappointed by the lack of helicopter-specific teaching material.” Added Martha, “Finally, helicopter CFIs will have an online FIRC option that will be both relevant and insightful.” In addition, Helicopter Association International (HAI) has partnered with King to provide thought-provoking scenario-based videos to vividly illustrate key points on helicopter risk management. “We are thrilled about HAI’s contribution to this course. I think helicopter instructors will just love it,” commented Martha. “John and I are very aware of the fabulous job HAI does of representing the helicopter community.” “It has always been a desire of HAI to provide a high quality, user friendly online helicopter oriented Flight Instructor Refresher Course to our members. I could not think of a better partner than King Schools to make that happen. Continued on Page 33
will host activities that will thank and honor Vietnam Veterans and their families in a memorable, dignified, and special manner. The first of these was at the HAI Heli-Center during EAAAirVenture in Oshkosh, Wis., July 28 – Aug. 4, 2013. HAI staff had a meet and greet with Vietnam War Veterans who attend AirVenture and, on Wednesday, July 31, and presented them with a special gift in appreciation for their service. HAI will also host special recogni-
tion activities during HAI HELI-EXPO in Anaheim, Calif., February 24-27, 2014. Look for more information on www.rotor.org and in RotorNews. To learn more about the commemoration, please visit www.vietnamwar 50th.com. On behalf of a grateful nation, it is a privilege to thank and honor all Vietnam War veterans for your service, valor and sacrifice when our country needed you most.
Celebrating Twenty-Nine Years of In Flight USA
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August 2013
W h a t’ s U p ! ?
A FEW FINAL WORDS
ABOUT JULY
W
ow, what a month! It was the 4th of July almost everyday... the “Love Stories” continued like a Disney series about a little car. In this case the little yellow Throp “Sky Scooter” we shared the story with you about. This has continued to be a celebration of friends and flying and the story only got better. The culmination of a simple handshake in front of this little yellow beauty was one of the most spectacular trips of my life... a flight down to La Paz Mexico. Now I don’t want to bore you with the great weather, great food, amazingly friendly and welcoming people and, most important, those darn marlin that kept eating my bait – now I’m getting even and I’m eating them – they are amazing sea creatures and I highly recommend this diet to all of you. To describe the thrill of a 100-pound marlin flying out of the water and ending up on your boat, well let’s just say this... OMG! Now I’m hooked as well. I can now proudly call myself a Baja Pirate…and I hope I can be part of making you one as well. Please don’t listen to the silly stories about flying in Mexico
Larry Shapiro Important PS
Larry Shapiro (Right) with his Dorado. Pictured with Erik Lundahl -- known as Baja Rico, owner of Baja Pirates Sport Fishing Company. (Roger Marshall) and how dangerous it is. Read the headlines in our part of the coast and then tell me about dangerous. I adjusted quickly to the friendly folks that live in La Paz, got use to the slight accents of the controllers,
and plugged in my sense of humor clearing customs in Ensenada. I now recommend flying direct to San Felipe, check in with the troops there, and then enjoy a safe, rich, and beautiful flight along the Baja coast. I promise you this won’t be the last trip of this kind for me. If your flying club, group, friends, or strangers you met in line at the grocery store want to experience this first hand, I’ll hire myself out as your personal guide. I invite you to check out a great website (www.bajapiratesoflapaz.com/?) and I hope I get you hooked as well. Ask for Baja Rico and tell him I sent you. One more thing, the little Sky Scooter has blessed me with a new friend, who is now the proud owner of a 182 that flies like a dream and looks like a nightmare. He calls it the perfect Mexico airplane; it’s so ugly he’s sure no one will steal it. I’m looking forward to its maiden flight to La Paz, as it’s first officer/navigator, co-pilot/ and passenger. And my final words on this subject are this: As I’m fighting my battle with the Big “C” and being forced to endure what is lovingly called Hormone Therapy, described by all the dudes and dudettes dressed in white as, “putting me through menopause,” I will now call it by the new name that I have given it, Men O – Paz! I computed my therapy bills and it’s cheaper to go fishing, and a heck of lot more fun, and calculates out to be cheaper by the hour than laying on a couch and telling a funny guy wearing a bow tie how I’m feeling.
If you or someone you know – man or woman – have endured a cancer battle via surgery involving “radio active seeds” as they are called, I plead with you to make sure you carry some documentation about your implants and their name. A card, or a letter on your doctor’s letterhead will do, but don’t travel without it, and especially if you are traveling out of the country and customs officers are involved. I was detained at LAX for one and a half very scary hours and endured three Geiger counter shakedowns… there was no joy in Mudville and I will never allow this to happen to me again, and I don’t want it to happen to you.
Too much Airplane, Not Enough Knowledge Some things I can’t make fun of and this subject is one of them, I sadly call it, “Crashing before takeoff!” This past month there were three incidents that fell into this category and I openly admit this was not a committee decision, it’s mine, all mine, and I’ll take the hits or hugs on it. Incident one you have all read about unless you were on the moon. And please, no hate mail on this, it’s my opinion and I take responsibility for its content. And just FYI, I was in sight of SFO when this happened, not by plan, but by coincidence. We can and will read millions of words about the ill-fated 777 that thought it was higher and faster, but it wasn’t. At the end of the day, and I expect I will have a few of you who will agree with me, this was a simple case of pilot error. In hindsight and from my personal perspective, the crash happened before take off. I’d rather a have one-on-one discussions with you if you feel the need; my name is Larry Shapiro, and I approve this message. Incident two was flying with a highly under-skilled pilot flying a very highperformance aircraft with little experience. Being kind, he processed almost no navigational skills, relied on a panel full of the latest avionics toys, and his knowlContinued on Page 32
August 2013
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Flying With Faber I’M
W
A
NERDY PILOT
e've all heard about the tragic accident involving Asiana Flight 214. Many of my nonpilot friends and acquaintances have asked my opinion on the cause of the crash. In response, I have gathered my thoughts about the crash into this article. Here are a few caveats. First, I am neither a flight instructor nor an accident reconstruction expert. Second, I don't know the definitive cause of the Asiana accident – that's up to NTSB to determine. No inference should be made that my remarks constitute an opinion as to the cause of the crash. My comments herein are designed to promote safe piloting and hopefully to enlighten the public. Third, portions of the article may seem quite elementary and pedantic to the experienced pilot. The reason is that I wrote this article as a “public relations” piece for the general public. As a fierce supporter of general aviation, I feel that all pilots have an obligation to educate the public about the worthiness and importance of general aviation and to dispel many of the misconceptions held by the non-pilot public. For that reason, I have digressed from submitting a destination article for this month with the hope that this article contributes to those objectives. Although I've been a pilot for more than 50 years, I have never regarded myself as a “natural” pilot. The acquisition of my piloting skills has always been a challenge. I'm not a top-gun, hot-shot pilot. I work very hard at the craft and, although I feel that I have achieved a reasonably acceptable level of competence, I am constantly aware that my every flight is a learning experience. The day I feel that I've learned everything is the day I become a dangerous pilot. I'm a nerdy pilot and proud of it – and alive to brag about it! In 1954, I began my flying lessons in a Piper Cub. It was, of course, a J-3, but non-pilots often refer to anything from a J-3 to a medium twin as “those Piper Cubs.” Pilots refer to Cubs with affection. The name, when used by non-pilots, is slightly pejorative. With the exception of a few engine gauges, the only other instruments in that venerable airplane are an airspeed indicator (an airplane’s equivalent of a speedometer), a turn-and-bank indicator and a rudimentary non-sensitive altimeter. Two-way radio communications were
AND
PROUD
virtually unheard of in general aviation aircraft of that era – at least in the planes I could afford to fly. The gas tank on a J-3 is located in the engine compartment just below the front windshield. A gas cap is attached to the top surface of the engine cowling. A wire, about the diameter of a clothes hanger, is inserted through a small hole in the gas cap. A cork is affixed on the end of the wire that extends into the gas tank. The cork floats on the surface of the gasoline. If the tank is full, the length of the wire as it extends from the tank to outside above the cowling and in front of the windshield for the pilot to see would be about 12 inches. If the tank is almost empty, the cork will descend with the fuel level as descends to the bottom of the tank and the wire will barely be visible above the cowling. Although low-tech, this “gas gauge” is quite reliable and accurate. My involvement with larger and more complex, sophisticated aircraft increased as the years passed by. Eventually, I secured my rating as an Airline Transport Pilot and became certified to fly light corporate jets. I have had a modicum of experience at the right-seat controls of larger commercial jets, plus I have flown left seat in Boeing 747 and 757 and Airbus 320 simulators at several airline flight training centers. Of course, I have thousands of hours of fantasy flight time experience. Almost 60 years have passed since my first solo. My current love affair with flying is at the same level of passion and enthusiasm as it was the first time I took off and landed an airplane all by myself. To this day, every time I’m at the controls, whether in a Piper Cub or a jet, the same basic rules of flying are applicable. Among other rules, always be aware of your distance from the ground and that your speed is appropriate. This situational awareness, especially during the landing phase of the flight, requires the pilot to maintain a constant scan from one critical instrument to another – the airspeed indicator, the altimeter and the rate of climb/descent indicator – plus others. In addition, it never hurts to look out the window to see where you are in relation to your surroundings. If a view of the treetops requires you to glance up, you might have a problem, regardless what the instruments are telling you. Of course, where fog or clouds restrict or
OF IT!
eliminate visibility, that is, during an approach in actual instrument conditions, a persistent scan of both engine and navigation instruments is even more critical. An occasional, brief look out the window is sufficient to determine if ground visibility has improved and if you can complete the approach to the airport. It matters not one iota if the pilot is operating a Piper Cub or a Boeing 777. The rules, which require a scan of these performance and attitude instruments, plus an occasional look outdoors, are mandatory! Not much different than driving a car. The rules for a Rolls Royce or a Model-A Ford are the same – proper speed, distance from the car in front of you or attention to traffic signs apply to all vehicles. Nor does it matter if the pilot has 43 hours experience in the airplane or 4,300 hours. Types of airplanes may differ in many respects, but the appearance of performance instruments have minimal variance. They are installed in virtually the same respective place in any airplane, just like an automobile. I feel safe in asserting that I, or any pilot, could step in any unfamiliar airplane and locate these essential instruments within minutes. Furthermore, it hardly matters if the pilot has landed at any particular airport one time or 100 times. If an airport is unfamiliar to a pilot, all the more reason he/she should be paying attention to the instruments in the airplane as well as the airport's visual landing guidance system. Although the surrounding environment differs from airport to airport, runway and taxiway configurations are standardized throughout the world. Widths and lengths may vary, but a runway in Singapore looks substantially the same as a runway in San Francisco. And the rules at all airports are near identical. On a visual approach where the pilot announces to the controller that he or she has the airport in sight, as the plane approaches the assigned runway, the pilot should select an arbitrary touchdown point. That target is usually somewhere within the first third of the length of the runway, generally, approximately 1,000 feet from the approach end of the runway. The area is readily identifiable – it is covered with skid marks. The pilot aims the airplane for that imaginary point. As the airplane progresses toward the runway, the imaginary point may seem to move
Stuart J. Faber and Aunt Bea toward the direction of the airplane – or away from it. Depending on the direction the target seems to move, the pilot knows if he or she is too high or too low. When the weather is clear enough to allow a visual approach, as it was during Flight 214’s approach, an additional tool is available – the landing guidance system. These guides are referred to as PAPI or VASI lights. In a PAPI system, when the lights display white-white-red-red the aircraft is on the correct glide slope for landing, usually 3.0°. Three red lights indicate that the aircraft is slightly below glide slope, while four red lights indicate that the aircraft is dangerously below glide slope. Conversely, three white lights indicate that the aircraft is slightly above glide slope, and four white lights indicate that the aircraft is significantly above glide slope. With a VASI system, if the aircraft is at the correct height, the first set of lights appears white and the second set appears red. If both sets of lights are white, the aircraft is too high. If both sets of lights are red, the aircraft is too low. It does not matter if the pilot is familiar with the airport or if this is his/her first time. The lighted landing guidance system is substantially the same anywhere in the world – and it won't let you down (no pun intended). There is no excuse for a pilot to ignore this guidance system, especially at an unfamiliar airport. During my flight training, the practice of scanning my eyes from one instrument to the other and to lights on the guidance system, plus the target point of the runway was relentlessly driven into my brain. The best instructors would tell me to pretend that my head was on a swivel and to keep looking and checking my airspeed, altitude, rate of descent and wings level. In addition, I was instructed to call out audibly what I was looking at and what the instruments were telling me. I was also instructed to state what I observed on the VASI or PAPI and to announce as follows: Continued on Page 30
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August 2013
Flying With Faber
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Continued from Page 29 “Red over white you're all right. Red over red you're almost dead.” “Airspeed, 125 knots, altitude, 1,000 feet, rate of descent, 500 feet per minute, two red, two white, I’m all right (or one white, three red, watch your head). The instructor would insist that I scan each instrument and landing component and call out what I saw. The landing procedure would also include attention to a landing checklist. I was also required to call out, for example, that the landing gear was extended and that the flaps were deployed in landing configuration. Above all, the instructor kept emphasizing: “Fly the airplane.” Today, whether I am flying with another pilot, an instructor, a non-pilot passenger or by myself, I still go through this audible, nerdy procedure. Yes, I talk to myself. Some passengers might think I’m crazy. I don’t care. A few years ago, I wanted to become qualified in a new airplane that came on the market. Becoming qualified in an airplane which a pilot has not previously flown requires some ground and air instruction, plus a check ride with a check pilot/flight instructor. This airplane was equipped with the newest, most upto-date, state-of-the-art panel of instruments, radios and electronics. I am sure the price tag for all of this stuff was well over a quarter of a million dollars – a far cry from the cost of my Piper Cub’s cork and coat-hanger wire. We took off. The first phase of the flight involved studying and becoming proficient with the flying characteristics of the airplane. We climbed, we descended and we did steep turns. We even stalled the airplane and practiced stall recoveries. The instructor taught me how to use some of the instruments which were unfamiliar to me. As I stated, the basic instruments, those most critical to the safety of the flight, were easily located and utilized by me. This airplane was a pilot’s dream. Although this was a single engine piston airplane, I felt like I was flying a small space ship. The instructor invited me to execute a full instrument approach and landing into the Van Nuys Airport in California. We examined the approach plates, set up all of the instruments, activated the autopilot and headed for VNY. As we reached what is referred to as the initial approach segment of the instrument procedure, the airplane's electronic gadgets took over. “Put your hands in your lap,” the instructor suggested. “Let the airplane do the work.” “Nothing doing,” I remonstrated. “If
I fall into that habit, I’m afraid I’ll forget how to fly.” I switched off the autopilot, placed my hands and feet on the controls and reverted to my old fashioned, nerdy talk-to-yourself procedure. “Airspeed, 110 knots, altitude, 1,500 feet, rate of descent, 300 feet per minute – 2 red, 2 white, I’m all right.” The instructor, about 50 years younger than I, look at me as if I were nuts – at the very least, he thought, a nerdy pilot. I interrupted my scan of the instruments and looked him in the eye. “The day will come when I will be glad that I did not abandon my age-old discipline. A pilot should never ignore the basics.” Will the investigation of the crash of Asiana Flight 214 reveal that the pilots ignored the basics? If it is proven that the pilots did not scan their instruments, talk to each other and themselves and audibly announce, “1 white, 3 red, watch your head “or” Airspeed 105 – bring the power alive,” it will be an unfortunate confirmation of pilot error. It will be a shame if it is established that a mere glance at the airspeed indicator and a look at the PAPI lights could have spurred a manual spooling up of the engines and a descent to a safe landing. Actually, it's not so nerdy to call out the objects of your scan. I'm in good company. Commercial jet pilots are familiar with the practice of calling out many segments of the plane's performance. For example, V-speeds before and during takeoff are always called out, such as V1, the maximum speed during takeoff at which the pilot must take the first action to stop the aircraft. If an engine failure occurs at or after V1, the takeoff can be safely continued. Rejecting a takeoff when past V1 means there may be insufficient runway remaining to stop. Vspeeds, based upon the weight of the aircraft, weather and runway altitude, are calculated for each flight. Calling out Vspeeds during the takeoff process is mandated by all airlines. I invite the reader to visit a spectacular aviation website, www. pilotseyetv. It contains a series of flying missions from the prospective of the viewer sitting in the cockpit. An especially outstanding video depicts a Lufthansa Airbus A-380 landing on runway 28R at SFO. The highly experienced and exquisitely trained pilots in this video seem to share many of my nerdy characteristics. I’ve watched this video about 10 times. I think you will be intrigued as well. And by the way, remember rule one: fly the airplane!
August 2013
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1975 BAC 167 STRIKEMASTER 6960 TT, 996 TTSN, Rolls Royce Viper 535 Engine. Fully Aerobatic, Smoke System. $110,000
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1976 WARRIOR
1967 CHEROKEE 140 CRUISER 2514 TT, 469 SMOH, King KMA-24, KX-155, Garmin GNC-250XL, annual due July 2014. $26,000
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N9371K. 4120 TT, 130 SMOH (160hp) IFR, great P&I, hangared.
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1981 PIPER DAKOTA N8429A. 3390 TT, 1486 SMOH, G-430 and 327, Century 41, beautiful paint and leather, all logs no damage, hangared.
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N6621Y. Total time 1050 hours! Recent beautiful paint and September annual. Always hangared, with immaculate logs.
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Celebrating Twenty-NineYears of In Flight USA
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August 2013
What’s Up time – good pilot, great guy, asking his airplane to do more than it could and knowing there might be a mechanical problem or that he might just be over grossed for where he was departing from. The ending of this story was the ending of his life. I hate writing this, but I do it to maybe save another good guy. I have never written words like these and I’m always hoping I’ll be wrong. It’s hard to see someone taking off on a flight that could end with disastrous results.
Continued from Page 28 edge of those were equal to a piano player that knew how to play one key. An electrical failure or emergency would have spelled disaster. I hate having to write this, but he showed up for our flight with a medical that was three years past the due date. That should have been the first clue. Flying with limited currency and limited navigational knowledge and experience is like crashing before takeoff. Number three was just a matter of
These words needed to be written. Hopefully you or someone you know may feel this was written for them, and I hope they get the message.
I’m Just Saying... Writing this column has been challenging at times because pilots at times have opinions that differ from mine – thank goodness for that. I am always open to your comments, challenges, and
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Cudos to Lindsey and Her Campers So August is now here. Two great events needed to be acknowledged; first my wife’s birthday – I believe she is now legal to vote. The other celebration hosted by One of the Best Flight Schools in our time zone will hold a festival in a few weeks. I wish I could remember why, but I know there will be food, some of which I will be cooking and I mention this because I need a lead in to another story about this club. When I first met them I was told they were the biggest non-profit school in the whole world. (I just made that part up, I’m not sure it was the whole world, but certainly in our time zone.)
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Campers pose with fireman from Cal Fire. (Lindsey Anne Evens) I shared with you about meeting an 11-year-old student pilot a few weeks ago . . . then I heard about a 12 year-old training with one of our finest CFI types at PAO. Then, as I was sitting on one of the few benches at PAO free of bird souvenirs, I began the trill of meeting two 14-year-old students, followed by two much older ones – they were 15. Now I’ll admit this is not the normal procession of pilots heading out to their flying machines so I needed to learn more, and I’m glad I did. Turns out that this group of youngsters were part of a summer camp, the brainchild of a member of our staff and supported by the above mentioned flight school. Here are the specs on this parade as explained by Lindsey Anne Evans the camp creator; in five days her campers received 10 hours of flight in a 172N with five hours of personal instruction from a CFI. Destinations included NASAAmes, The Hiller Aviation Museum (SQL), MX West Valley Flying Club tour plus a PAO tower tour, and the Hollister Cal Fire Department. They also received their first logbooks, a binder full Continued on Page 33
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August 2013
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FAA RECOGNIZES ICON AIRCRAFT’S SAFETY ACHIEVEMENTS The Federal Aviation Administration (FAA) has issued its decision to grant ICON Aircraft’s petition for exemption to allow an increased takeoff weight for ICON’s A5 amphibious Light Sport Aircraft (LSA) up to a maximum of 1,680 lbs. The exemption would accommodate, among other safety features, a Spin-Resistant Airframe (SRA), which enables the A5 to better avoid loss-ofcontrol scenarios due to stall/spins. The company announced in February of 2012 that the A5 had been successfully tested and met the full FAA Part 23 standard for spin resistance. The FAA exemption will allow the A5 to become the first conventional production aircraft to meet this rigorous safety standard. In its Grant of Exemption No. 10829 issued to ICON Aircraft Inc., the FAA stated, “The combined design features and SRA concepts incorporated into the ICON A5 design . . . are recognized by the FAA as significant safety enhancements.” The FAA went further to state: “The FAA determined that granting relief from the MTOW (Maximum Takeoff Weight) for LSA for this specific safety enhancement is in the public interest and is also consistent with the FAA’s goals of
increasing safety for small planes.” “We’re excited the FAA has recognized the importance of this accomplishment to the future of aviation safety,” said ICON Aircraft Founder and CEO Kirk Hawkins. “For decades now, statistics have shown that loss of control due to stall/spin situations is the leading cause of pilot-related fatal accidents in General Aviation. ICON spent an extraordinary amount of time and resources going well beyond the call of duty to achieve this important safety milestone.” The FAA’s decision enables ICON to continue with A5 manufacturing, currently scheduled for first production aircraft in spring 2014. The FAA’s published guidance allows up to 120 days to issue a decision on any exemption request; however, ICON’s exemption request was not approved until 14 months after it was filed in May of 2012. Faced with the delay, ICON was forced to move forward with an interim design weight that still guaranteed the safety benefits of a SpinResistant Airframe. As a result, the initial production A5 will have a max gross takeoff weight of 1,510 lbs, an 80-pound increase over the standard 1,430-pound amphibious LSA maximum. “We had to
make some tough engineering decisions in order to keep the program moving forward given the FAA delay,” said ICON VP of Engineering, Matthew Gionta. “But in the end, we got to a great place and are on the verge of delivering one of the safest, most user-friendly Light Sport Aircraft possible today.” In a speech titled “A New Look at Certification” delivered October 11, 2012, FAA Administrator Michael Huertamapped out the FAA’s vision for the future of aircraft certification where regulations encourage innovation by
being less prescriptive and where complexity and performance are used as aircraft criteria instead of weight and propulsion. “We applaud the FAA Administrator and his team for demonstrating truly outstanding thought leadership,” said Hawkins. “This kind of progressive thinking unleashes innovation within aviation that will have a profoundly positive impact on increasing safety while simultaneously promoting a strong, growing industry for our economy.” For more information, visit www.iconaircraft.com.
King Schools and HAI Continued from Page 27 This allows us to promote our key priorities at the basic training level, such as safety, professionalism and community awareness,” commented Matt Zuccaro, President of HAI. The King Schools FIRC program has been designed to run on the iPad, iPhone and on all Windows and Mac Web browsers. It will sell for $99 without CFI renewal processing or $124.95 with pro-
cessing included. HAI members should visit the HAI website for a special offer. For more information or to order the course, go to www.kingschools.com/firc or call toll-free 1-800/854-1001 (worldwide +1-858/541-2200). For more information about Helicopter Association International, or the special member offer on the helicopter FIRC, go to www.rotor.org or call worldwide +1-703/683-4646.
What’s Up Continued from Page 32 of aviation material, and one or two lessons of how to do the pilot swagger. There aren’t many days as exciting to me as this was to watch these youngsters take their first steps into the “friendly skies.” Congratulations to all of you... you made my day and I hope we will meet again soon. My personal thanks to the West Valley Flying School for providing the space, aircraft and support in making this Aviation Camp such an apparent success.
On Final I regularly mention our troops in uniform. Why not invite a few over to
your airport and offer them a view of your neighborhood that I love calling, “Seeing the Beauty Without the Beast.” Remember that not all of us get the joy of seeing our world from above. Until next time . . . That’s Thirty! “Over”
About the writer: Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 650-424-1801 or Larry@ LarryShapiro.com
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Celebrating Twenty-Nine Years of In Flight USA
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Question: What do aerospacethemed art, the search for planets capable of supporting life and space suits have in common? Answer: All three subjects are together in the National Air and Space Museum’s Flight and the Arts Gallery. On July 26, the National Air and Space Museum in Washington, D.C., opened “High Art: A Decade of Collecting,” “Searching for Goldilocks” and “Suited for Space.” Although each of the exhibitions takes a uniquely artistic approach to exploring space and aviation, housed together the trio encourages visi-
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tors to stretch their imaginations and discover new ways of appreciating flight. High Art: A Decade of Collecting showcases 50 pieces of art acquired by the museum during the past 10 years. These pieces bring the static collection of airplanes and spacecraft in the museum to vibrant new life. The exhibition includes three sections: “Visions of Flight” (conceptual works), “Faces of Flight” (portraits) and “Looking Back” (works related to historical events). Works by Fran Forman and Berndnaut Smilde create surreal visions of imagined worlds
through photography while real pilots and astronauts, such as Lise Lemeland and Alan Bean, share their own recollections of flight. Annie Leibovitz offers an iconic portrait of Eileen Collins as a confident and determined space shuttle commander, and Albert Watson captures the beauty of the museum’s own space suit collection. Searching for Goldilocks is a sculpture by Angela Palmer that is made up of 18 sheets of engraved glass representing the first 46 worlds identified by NASA’s Kepler Observatory as Goldilocks planets. Goldilocks planets are those that are similar to Earth in that they can support life – not too hot, not too cold, just right. While the mission of the Kepler Observatory is to search for these types of planets, Palmer’s mission was to capture the spirit of that search in a sculpture. Each sheet of glass represents a slice of space 250 light-years thick and the engraved circles represent the stars within that region of space. Together, the pieces capture the beauty and enormity of the universe. “Searching for Goldilocks” is made possible through the support of the Smithsonian United Kingdom Charitable Trust. Suited for Space, produced by the Smithsonian Institution Traveling Exhibition (SITES) in conjunction with the museum, explores the evolution of spacesuit development from the first quarter of the 20th century until the dawn of the shuttle era. The display consists of stunning photographs and X-ray images of these “one-person space ships” taken by Smithsonian photographer Mark Avino. These images give audiences an up-close view that they would not otherwise be able to see since the fragility of the spacesuit collection prevents objects from being on regular view to the public. Supported by Dupont, “Suited for Space” is on a national tour that will take it to 10 other museums and science centers. The three exhibitions will be open to the public at the museum through Dec. 1. The National Air and Space Museum building on the National Mall in Washington, D.C., is located at Sixth Street and Independence Avenue S.W. The museum’s Steven F. Udvar-Hazy Center is located in Chantilly, Va., near Washington Dulles International Airport. The website is http://airandspace.si.edu.
August 2013
August 2013
OODIES AND ADGETS
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One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.
Hellcat Bottle Opener
pletely made in the USA. It fits in the palm of your hand, has a nice feel, and measures approximately 4.25-inches long by 3.25-inches across the wingspan. Anyone interested in aviation would enjoy owning this opener. This is available for $25 on the Banyan Pilot Shop website at www.BanyanPilotShop.net/hellcat
Complete Leak Detection Kit for Aviation Fluid Systems Get ready to pop that top with this truly unique handcrafted, Hellcat bottle opener. Not only is this a fun keepsake and a functional gadget, but it also resembles the Grumman F6F carrier-based fighter used in World War II. The Hellcat bottle opener is made with lead-free pewter with some sterling silver that provides an exceptional shine. You can keep the Hellcat bottle opener clean by hand washing with ammonia free mild soap and water. Dishwashing is not recommended. A pewter cleaning cloth available from any hardware store is also an option for keeping your bottle opener shiny bright. The Hellcat bottle opener and gift box packaging is com-
Spectronics Corporation has introduced the ALK-365 Aviation Fluid Leak Detection Kit – the most complete kit for finding leaks in aviation fuel, lubrication and hydraulic systems. This versatile kit works with all petroleum- and syntheticbased lubricants and fluids. At the heart of the ALK-365 kit is
the powerful, cordless and rechargeable OPTIMAX 365 UV LED leak detection flashlight. Engineered with state-of-theart, ultra-hi-flux LED technology, this flashlight is four times brighter than other high-intensity UV lamps. The kit also includes an eight-ounce bottle of Aero-Brite universal fluorescent dye, which pinpoints the exact location of all aviation fluid leaks by a bright yellow/green glow. Rounding out the kit is an eight-ounce bottle of GLO-AWAY dye cleaner, smart AC and DC chargers, rubber lamp protector, a belt holster and UVabsorbing glasses. All components are conveniently packed in a soft carrying case. For more information about the Spectroline ALK-365 Aviation Fluid Leak Detection Kit, call toll-free 1-800274-8888 or visit www.spectroline.com.
Piper/Cessna/Mooney Taper Pin Tool The M-4 Control Yoke Taper Pin Tool is a specialty tool that was designed to counter the frustration of removing the control wheel taper pin. With the aid of the M-4 tool, even the most stubborn
taper pin can be removed in minutes, not hours, without vibration or stress being induced on your aircraft or the surrounding delicate instruments and avionics. The tool is self-indexing, locking the taper pin in position and securing itself in place for easy pin removal. The M-4 Control Yoke Taper Pin Tool can be used on Piper, Cessna, and Mooney aircraft. Quality made in the USA and precision milled from bar stock for maximum strength, the body is Cad Plated for corrosion resistance and the press screw is Grade 8 to assure long life. The M-4 Control Yoke Taper Pin Tool is being offered at a special reduced price of $195.00. For more information, contact Aircraft Spruce at 1-877-477-7823 and reference part number 12-02620. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com.
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Celebrating Twenty-Nine Years of In Flight USA
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August 2013
JOSEPH FLINT'S RESCUE FROM INNOCENCE A combination of aviation thrills, ripped from the headlines intrigue and romance make for a satisfactory late summer beach read. By Mark Rhodes
J
oseph Flint is one of the most experienced test pilots in the world with more than 30 years experience flying experimental aircraft all over the globe. He has tested all variety of aircraft
ONE
including the Chinook, Apache, as well as the Boeing 737, 777, 787 and 747. To this impressive resume Mr. Flint has just added author with the recent publication of Rescue From Innocence (Xlibris Corp.), which was inspired by Mr. Flint’s own experiences working within the
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Author Joseph Flint (Courtesy Joseph Flint) realm of global politics more than two decades ago. The book reads as a satisfying thriller with some welcome romance and soap opera elements (as well as a charismatic protagonist named Walter Judge) thrown in for good measure, Mr. Flint was nice enough to check in with In Flight’s Mark Rhodes about his colorful and accomplished life and his recently published book. IF USA: You wrote this book more than 20 years ago but felt like this was the time to re-visit and publish it. What was this process like for you? JF: “The book was inspired by my involvement with the Chilean–CardoenSaddam Hussein-Helicopter project in 1989 and 1990. As you may know, British journalist Jon Moyle was murdered investigating the story in early 1990. Bits and pieces of the real story surfaced in newspapers throughout the country after I informed senator Phil Gramm of the goings on. The Commerce department launched an investigation, partially documented by Bill Seargent and Robert Schoonmacher in their report. A spider web of other covert activities surfaced during the investigation leading to trials, imprisonment, murders, and allegations leading right to the State Department, the FAA administrator, and the Commerce Department. “Since I was so closely attached to the program I knew more about the inception of it and many of the characters involved, but being an engineer and pilot (not a writer and by no means wealthy) my resources to write a documentary were limited in that I could not tie all the pieces together accurately enough to be a
documentary and not overstep the bounds of slander. I did however want to tell a story that shows how the seemingly innocent actions of performing an exciting job can have world repercussions and impact people’s lives and world events to an extreme degree. “We had suffered through the IranContra scandal, Panama was just finishing up with the allegations of yet another scandal brewing between the real war on drugs and the white house. I felt yet another ‘true story’ about another scandal of how the U.S. was backing Iraq, even at that late date, with helicopter gunships using an illegal Chilean proxy was never going to interest anyone. I wanted more human drama and personal struggle to show how the simple capabilities of one man could turn so many lives upside down. “The story sat on the shelf for 20 years. I had a son, he grew up, and found the manuscript. He loved it so much that I decided to polish it up and publish it. The investment in doing so now is significantly lower than 20 years ago, especially for a first timer. I was shocked at how well received it has been. Everyone that Continued on Page 42
August 2013
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2013 BUSINESS AVIATION CONVENTION & EXIBITION Las Vegas Convention Center • October 22, 23, 24
'LAST MAN
ON THE MOON' GENE CERNAN TO RECEIVE HIGHEST HONOR AT 2013 CONVENTION
NBAA'S
Meritorious Service to Aviation Award Recognizes Cernan's Tirelessness in Promoting Aerospace The National Business Aviation Association (NBAA) has announced that astronaut Eugene “Gene” Cernan, the “last man on the moon” and a frequent participant in NBAA events and programs, will receive the Meritorious Service to Aviation Award during a presentation at the association’s 2013 Business Aviation Convention & Exhibition (NBAA2013). The Meritorious Service to Aviation Award, which is the business aviation industry’s most distinguished honor, recognizes Cernan’s extensive contributions to furthering achievements in aviation and aerospace. A career U.S. Navy aviator, Cernan flew into space three times throughout his 13 years with the National Aeronautics and Space Administration (NASA), first serving as pilot of the Gemini 9 mission (1966) that furthered
NBAA
NASA’s understanding of the techniques required for extra-vehicular activities. He later flew two trips to the moon, serving as lunar module pilot of Apollo 10, NASA’s final proving mission for the vehicle and procedures to be used for the Apollo moon landings, and as commander of Apollo 17, NASA’s final manned moon mission, in 1972. Cernan retired from the Navy as a captain, and from NASA, in 1976. He holds the distinction of being the last NASA astronaut to walk on the moon’s surface, an experience he says has driven and inspired him throughout all of his subsequent endeavors. “Gene Cernan often talks about the ‘yearning restlessness’ that he’s experienced since leaving the moon’s TaurusLittrow valley, and over the past 40 years he’s channeled that energy into tirelessly promoting aviation interests, including
TO
business aviation, and humanity’s continuing presence in space,” said NBAA President and CEO Ed Bolen. “We are pleased to present the NBAA Meritorious Service to Aviation Award to a champion of the global aviation community, and an inspiration to the next generation of aerospace pioneers.” An accomplished pilot, Cernan is also a regular guest at NBAA’s annual Conventions, where he frequently joins other legendary aviators in presenting the National Aviation Hall of Fame’s annual Combs Gates Award, which honors aviation history, research and preservation efforts. Cernan was awarded a Wright Brothers Master Pilot Certificate from the Federal Aviation Administration (FAA) during a presentation at NBAA’s 2010 Convention. He has been recognized with numerous other noteworthy honors, in-
cluding the Navy Distinguished Flying Cross, the NASA Distinguished Service Medal, the FAI International Gold Medal for Space and NASA’s first Ambassador of Exploration Award. The NBAA Meritorious Service to Aviation Award recognizes extraordinary lifelong professional contributions to aviation. Recipients of the Meritorious Service Award are individuals and groups who built the aviation industry, including business aviation, and who have created an industry and a community around one common denominator – the miracle of flight. NBAA’s 2013 Convention will take place from Oct. 22 to 24 in Las Vegas, Nev. at the Las Vegas Convention Center and nearby Henderson Executive Airport (HND). More information is available at http://www.nbaa.org/2013.
HONOR IBAC'S PETER INGLETON WITH 2013 DOSWELL AWARD
Industry Veteran Has Worked on ICAO Programs for More Than 40 Years The National Business Aviation Association (NBAA) has announced that Peter Ingleton, director of liaison to the International Civil Aviation Organization (ICAO) for the International Business Aviation Council (IBAC), will be honored with the 2013 NBAA John P. “Jack” Doswell Award recognizing exemplary service to the global business aviation community. Ingleton will receive the award during a reception at the 2013 NBAA Business Aviation Convention & Exhibition (NBAA2013) to be held Oct. 22 to 24 in Las Vegas, Nev. Ingleton’s career in the aviation industry spans more than 40 years, much of that time spent working in the ICAO program on the development of international aviation regulatory policy. Shortly
after entering the workforce, he joined the International Air Transport Association (IATA), and remained with that organization until joining IBAC in 1997. “In the time since he joined IBAC with a nod and a handshake, Peter has unswervingly shared the tremendous breadth and depth of his knowledge as a resource to business aviation around the world,” said NBAA President and CEO Ed Bolen. “He has been the link that keeps ICAO and its state representatives knowledgeable about business aviation, and in turn has kept business aviation current with evolving international rules and policy that affect all pilots.” Ingleton has become an internationally renowned voice in the development of policy standards and recommended
practices for the global aviation system, participating on a large number of ICAO panels responsible for aircraft operations and technical developments. He has extensive knowledge and experience in technical specialties such as those for aircraft operations, air traffic services and aeronautical telecommunications. A native of Australia, Ingleton has a background in electrical engineering. NBAA established the Doswell award in 1987 to recognize lifelong individual achievement on behalf of and in support of the aims, goals and objectives of business aviation. It is named for Jack Doswell, a renowned World War II combat veteran, executive pilot and flight operations director who was actively involved in many NBAA committees and
initiatives throughout the 1970s, and whose gifts inspired a high standard of involvement in the business aviation community. The NBAA Business Aviation Convention & Exhibition is the world’s largest convention and trade event dedicated solely to business aviation, and the premier annual meeting place for the global business aviation community. The event represents the most productive and efficient opportunity for the industry to conduct business, make buying decisions and set the stage for business aviation activity for the year ahead. More information is available at www.nbaa.org/2013.
Check www.nbaa.org/events/bace/2013 for all the latest convention news.
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EAA AirVenture 2013 Ed Wischmeyer’s Homebuilder Reports from AirVenture:
AERONCA C-3 AND MORE FROM AIRVENTURE
The clock is not original, but note the lack of any compass. (Ed Wischmeyer) When the C-3 turned final for the ultralight strip, the first question was, is it real or a replica? It was the real thing, all right, bought new in 1931 by Hayden Newhouse’s great-grandfather. Three years later, Hayden’s grandfather soloed it on his 16th birthday. Later, he earned private and commercial in it and then gave dual instruction. The airplane left the family when they sold the airport, and supposedly the C-3 spent time in Florida on floats. But the family tracked it down and got it flying again, with grandfather getting one last flight in it a week before he died. Hayden taxied the airplane when he was 15, and soloed a Cessna 140 on his 16th birthday. A week later, he soloed the Aeronca. He now has 60 hours in it but has yet to carry any passengers – after all, you can only expect so much from a two cylinder, 37 horspower Aeronca engine. No surprise, there’s no electrical system in the plane. There is an eight-day clock, and a new recording tachometer – but no GPS, and not even a compass. Flying wires appropriate for the Aeronca are now made in Switzerland, and a new set would cost about $20,000.
Shorts • A gaggle of WWII fighters landing, including a Japanese Zero. I’d love to see them exhibit its maneuverability. • Lots of different kinds of food available this year. I had a lambburger for lunch and a brisket sandwich for dinner. Both were lots better than you would
expect at an event like this. • The weather Saturday and Sunday has been unseasonably cool, with highs in the low 60s. Coupled with cloudy skies and a nice breeze, it has been downright cool! • A Grumman F-7F Tigercat taxied past, one of my favorites. Dunno why, but I like those. • Those hideous flightline chalets are gone this year, and there seems to be more of an emphasis on the individual guests and attendees. • Rudd Aero has a new, two-seat, side-by-side composite plane, with the target market being comparable to the RV-7 market. • Meanwhile, at Van’s Aircraft, they’ve got the RV-14 handling finetuned to where they want it. They did this by thickening the trailing edge of the elevator to just under a quarter inch.
DIESEL SPORTSMAN AT AIRVENTURE Twelve years ago, the Deltahawk Diesel engine first flew, in a Velocity, and ever since, folks have been anxiously waiting for it to appear in a homebuilt. The wait is over, with an announcement that the Deltahawk will be available in the Glasair Sportsman 2+2. In the Deltahawk booth, I had a great conversation about the engine, pricing, and marketing. If you’re looking for an inexpensive engine to put around the pattern and fly 50 hours per year, that’s not their market. The Deltahawk market for certified aircraft centers on folks who want the better fuel economy and altitude performance of the Deltahawk, people who count on those savings to pay for the engine. In the Sportsman/Deltahawk forum, it was explained that the Deltahawk business model is to sell firewall forward packages to reduce risk to both the customer and the company. The first experimental market installation in a Sportsman is currently being taxi tested in Washington state, and the engine will be an option in the Two Weeks to Taxi program. Details yet to be handled include engine instrumentation, preferably included in the Dynon or Garmin instruments that are usually installed in that program. First flight is expected six to eight weeks after AirVenture Oshkosh. Sportsman performance is expected to be in the 140 – 150 knot range with the 180 hp version of the Diesel installed. Other versions will have 160 or 200 hp.
Details include an oil tank for the dry sump engine, and a big scoop under the propeller spinner for the oil and water radiators, the intercooler, and of course, the induction. Another interesting detail is that the engine is partially cooled by fuel, with the pumps moving 30 times more fuel than the engine burns. Starting the 19:1 compression ratio engine requires 24 volts, provided by two 12volt batteries. Once the engine is warmed up, compression drops to 16:1. Specific fuel consumption is stated as an impressive 0.36 – 037 lb / hp-hr. And although the engine is designed for a 2,000 hour TBO, initial TBO will be 700 or 1,000 hours. If you want the Diesel, count on paying an extra $20,000 or so above the cost of a piston engine. But if you need full power up to 18,000 feet for landing in exotic locales, or if you fly in remote areas where avgas is $18 per gallon, the Diesel will be mighty attractive indeed.
peller pitched for 350 mph, and which still had a decently short takeoff roll. Ackland is also hoping that the steel block, aluminum head V-8 will be able to burn unleaded autogas with 10 percent ethanol. And with mufflers on the engine and propeller tips much slower than sonic, the P85 should be one of the quieter airplanes out there. Even if you’re not “green,” quiet airplanes give airport neighbors less to complain about.
SUBSONEX
(Alex Edwards)
P85 The P85 is a two seat, tandem, low wing, fixed gear taildragger designed for fast cross country and occasional aerobatics. The P85 lineage starts with the Legend, which begat the fast and fabulous Turbine Legend. The same flying surfaces were used on the two-seat, side by side Formula GT (only one built), and on the Radial Rocket. The P85 is a derivative of the Radial Rocket but designed for low cost, using a small block Chevy V-8 and a fixed pitch prop instead of the Russian radial engine. Flat plate drag should be substantially reduced with the V-8 engine. How low cost? Ideally, $95K would put a P85 on your ramp if you did all the work yourself and did not buy any quick build options. Construction is e-glass and foam cores, with carbon fiber used for longerons and spar caps. But what about that fixed pitch prop? Calculations indicate that a constant speed prop would give more thrust up to about 115 mph, at which point the fixed pitch prop wins. Above 200 mph, the constant speed wins again. But go back to the price – not only is the fixed pitch prop cheaper, so is the redrive (reduction gearing). Designer Jeff Ackland says the saving would be on the order of $15 to $20 thousand. The P85 should have about the same power loading as the Mk. I Spitfire, which has a two bladed, wooden pro-
The Sonex aircraft have always shown clear thinking to meet their objectives, and the SubSonex single engine jet (and what a great name for a jet!) shows that same kind of thinking. The clearest example of this is the certification – not Experimental, Amateur-Built but Experimental, Exhibition, Group 5. This certification (which was not to be found on the FAA web site, for whatever reason) allows the plane to be pro-built (no 51 percent rule), and there are no limitations on where you can fly. So for folks looking for a low cost jet (the super quick build kit costs $125,000 plus paint and avionics), Experimental Exhibition is the ticket to getting your plane legally in the air very quickly. The SubSonex target market is folks who just want to fly a jet. It’s not a crosscountry machine, although it can fly 300 miles with reserves, and it doesn’t have a baggage compartment. The production version, not yet flown, has small, dual main wheels that retract into each wing to give extra safety for the 80 mph takeoff speed, and should be able to achieve takeoff and landing rolls of 1,500 feet. As for checking out in the SubSonex, there are two good things to do. One is to get some sailplane time, because the Czech jet has high residual thrust and the approach is flat. Patterns are flown at 80 mph, and final is at full 45 degrees of flaps, with additional drag available from pulling the flaps past 45 degrees for more drag, just as some Continued on Page 41
August 2013
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EAA AirVenture 2013
SUN 'N FUN BUILDING On Wednesday, July 31, in the Media Center at EAA Airventure, Robert A. (Bob) Knight, Chairman of the Sun 'n Fun Board of Directors and John R. "Lites" Leenhouts, Sun 'n Fun President and CEO introduced current students and graduates of the Central Florida Aerospace Academy (CFAA) in Lakeland, Fla. to the aviation community. The students visited unique aviation exhibits as well as to volunteer for the week at KidVenture in Oshkosh representing the future of aviation offered
through Sun 'n Fun. Located on the Sun 'n Fun campus, CFAA is a workforce academy of Polk County Schools - a public school with a 100 percent graduation rate! Students are incorporated into the daily activities at Sun 'n Fun as staff and volunteers strive to "Build a Brighter Future Through Aviation." Projects in the Buehler Restoration Center are completed by future aviators and A&P mechanics as professionals offer guidance and oversight. Members of the Lakeland
LOWELL FARRAND By EAA Staff Lowell Farrand, EAA 35370, of Ligonier, Indiana, has been selected as this year’s EAA Tony Bingelis Award recipient in recognition of his dedication and involvement in the homebuilt aviation community. He was honored Aug. 1, at the annual Homebuilders Dinner during EAA AirVenture Oshkosh. Farrand was a part of the original EAA designee program in the 1960s working alongside of EAA founder Paul Poberezny and award namesake Tony Bingelis. He specializes in homebuilt aircraft and is a safety advocate and innovator for aviation. In addition to helping others ensure safety in building and flying their aircraft,
WINNERS
OF ATTENDED
A BRIGHTER FUTURE THROUGH AT AIRVENTURE!
TO
AeroClub are offered a 75 percent cash scholarship for flight lessons. The remaining 25 percent of the expense can be worked out in volunteer hours. With the relocation of the Florida Headquarters for the Civil Air Patrol to the Sun 'n Fun campus, students participate in community service projects. The Air Force Junior ROTC program at CFAA enrolls students into the rigor of a military academy that may be in their future. Teens assist as mentors and teachers' aides during Destination Aviation and
AVIATION
STEMtastics summer camps and offer tours to visitors to the Sun 'n Fun campus year-round. Examples of high quality citizens and overachievers is seen in every activity. Benefactors, sponsors, exhibitors and attendees at year round events contribute financially to aviation curriculums and activities conducted year round enabling Sun 'n Fun to contribute more than $1 million to education in Polk County.
RECEIVE EAA TONY BINGELIS AWARD
Farrand has achieved several major accomplishments including co-designing and piloting the first powered parachute in the United States; building and demonstrating some of the nation’s first gyroplanes; and serving as an FAA Designated Airworthiness Representative since 2004. Farrand is a member of EAA Chapter 132 in Elkhart, Indiana, and serves as the Young Eagles coordinator. He is also a technical counselor and flight advisor for the chapter. He’s made more than 400 test flights in newly built or restored airplanes and has made literally thousands of personal tech counselor visits to provide guidance and direction for numerous projects. As for his own projects, Farrand has
constructed or restored more than 25 aircraft, ranging from ultralights to AT-6 Texans. Farrand previously received the “Man and Machine” prize from EAA in 1972 for his efforts at Oshkosh. He has been an EAA member since 1967. Some comments from Farrand’s nomination include: “He is aviation personified.”... “(Lowell) lives and breathes aviation and he has passed that passion on to us.”... “He is one of experimental aviation’s most remarkable builders, safety advocates, and innovators.” The Tony Bingelis Award was created in 2002 to recognize a member from the aviation community who has contributed to homebuilt projects and safety promotion, while maintaining EAA val-
Lowell Farrand is this year's recipient of the Tony Bingelis Award, presented at EAA AirVenture Oshkosh 2013. ues. The award honors the late Tony Bingelis, who was a legendary homebuilding authority and a columnist for Sport Aviation magazine.
GAMA/BUILD A PLANE AVIATION DESIGN CHALLENGE AIRVENTURE 2013 WITH TWO GLASAIR SPORTSMAN AIRCRAFT THEY HELPED BUILD
The winners of the General Aviation Manufacturers Association (GAMA) and Build A Plane Science, Technology, Engineering and Math (STEM) aviation design challenge competition attended AirVenture 2013 in Oshkosh, Wis. from July 28-Aug. 4, 2013, along with the two Glasair Sportsman aircraft they helped build at Glasair Aviation in Arlington, Wash. The planes were featured at the GAMA/Build A Plane exhibit space. Jeppesen sponsored the teams’ trip to Oshkosh, where also visited several other sponsors of the build, including Aspen Avionics, UTC Aerospace
Systems and Wipaire, Inc. The two winning teams – each consisting of four students, a teacher and a chaperone – are from Canby High School in Canby, Minn., and Saline High School in Saline, Mich. Under the guidance of staff from Glasair, Build A Plane and GAMA, the teams helped to construct two Glasair Sportsman aircraft, metal and composite airplanes that each seat four adults. Sold as kits, the planes can be assembled with assistance in just two weeks through Glasair’s well-known “Two Weeks to Taxi” program. “Having worked side by side with
these incredible young people for two weeks and witnessed their enthusiasm for aviation, I am thrilled they are able to come to AirVenture to speak about their experiences building airplanes and witness the world’s premier general aviation event,” GAMA President and CEO Pete Bunce said. “The teams experienced firsthand the kind of craftsmanship that goes into building an airplane and the professional opportunities that exist in the aviation field. Almost all of the students said that they plan to pursue a career in aviation after this wonderful experience made possible through the generous sup-
port of GAMA members and several other component sponsors.” Mark Van Tine, Jeppesen CEO and Vice President, Boeing Digital Aviation, added, “Build A Plane embraces STEM and takes it from the classroom to a real world, hands-on experience. That’s exactly what happened at Glasair during the Two Weeks to Taxi program. These kids didn’t just hand us tools, they did the work. They drilled, riveted, fabricated and assembled two airplanes. They did it as one team, side-by-side, with the great folks from Glasair, GAMA, Build A Continued on Page 40
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EAA AirVenture 2013
1917 STANDARD J-1 PROJECT COMING TOGETHER Volunteers at EAA's Weeks Hangar install the lower right wing on the Standard J-1 undergoing restoration. By EAA Staff
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olunteers at EAA's Weeks Hangar on the Wittman Regional Airport began attaching the wings to a 1917 Standard J-1 biplane on July 11, giving shape to a project that began in October 2011. The “meat and potatoes” of the aircraft have been in the EAA family since the early 1970s, but due to the passing of time, much restoration still needs to be done. At that time EAA member Charlie Klessig found the fuselage of the old pilot trainer in an EAA warehouse and asked EAA founder Paul Poberezny if he could take it and rebuild it. Paul said yes, as the aircraft had no wings, no engine, and was more or less a giant paperweight. The Standard J was originally equipped with a Hall-Scott A-7a engine, which turned out to be the main reason the aircraft was only built for two years.
The motor was unreliable and caused more vibration than any instructor or student could handle. Klessig, following the trend of the times, swapped it out in favor of a Hispano-Suiza Model A engine (widely known as a “Hisso”) as had been done with other J-1s, yielding very positive results. Following several years of building, both at his home in South Dakota and winter home in Arizona, Klessig was able to get the aircraft to fly and brought it back to the EAA fly-in and convention in the late 1970s. Upon his passing, Klessig’s estate generously donated it back to the museum, though in much better shape than the pile of pieces that Paul told him he could have years earlier. After 25 years on display at Pioneer Airport, wood was damaged, and one of the wings had completely eroded. So, in October 2011, EAA Director of Aircraft Maintenance John Hopkins and a team of
Weeks volunteers began restoring the antique. A borescope test on the Hisso showed that it needed very little work, and the team also started repairing the wood and fixing the damage caused by time. With the wings completed, and one in place as of July 12, Hopkins hoped to have the Standard completely restored by AirVenture to be displayed – and airborne a few months later. The Weeks Hangar team used the paint scheme of the J-1 featured in the 1975 feature film, The Great Waldo Pepper.
Brief History of the Standard J-1 The Standard J is a two-seat tandem biplane used as a trainer from 1916-1918. Four different companies produced Standard J’s, and in its two years of production, 1,601 aircraft were built.
Installation of the lower right wing on the Standard J-1. (EAA photo) Because of the problematic HallScott engine, all Standard J’s were grounded in 1918 until upgrading to a $2,000 OX-5 engine – the same powerplant used in Curtiss JN-4s. Many Standard J’s wound up being scrapped due to that high cost – some never even leaving their delivery crates. Today, only about a dozen Standard J’s remain intact (two of which were restored by Klessig)
MISSION AVIATION FELLOWSHIP DEDICATES NEW KODIAK AIRPLANE FOR SERVICE IN INDONESIA Some four years after Mission Aviation Fellowship’s (MAF’s) first Kodiak airplane landed in Indonesia, the aviation organization is dedicating its seventh Kodiak for service in this island nation. “Indonesia is an extremely mountainous area, and so many people and villages are left isolated by the terrain,” said John Boyd, MAF president and CEO. “This new Kodiak will allow MAF to ‘move mountains’ so to speak … to bring the Gospel and the hope of a better life to these remote areas.” MAF’s Kodiak was on display at AirVenture. A public dedication ceremony was held there on July 31. Mission Aviation Fellowship (www.maf.org) is a family of organizations with a singular mission: to share the love of Jesus through aviation and tech-
nology so that isolated people may be physically and spiritually transformed. With a fleet of 136 light aircraft, MAF serves churches, medical teams, missionaries, relief agencies and others working to make life better in the most remote corners of the world. This is one of two Kodiaks that MAF hopes to add to its fleet in the next year. These airplanes are part of a long-term strategic initiative to upgrade the aging MAF fleet. The two floatplanes currently serving in Palangkaraya, for example – small Cessna 185s – are 51 and 44 years old. Like many MAF airplanes, they burn aviation gasoline (avgas), which has become expensive and difficult to obtain – the ministry sometimes pays $15 per gallon or more for fuel. The Kodiak burns jet fuel, which is much less costly and more
readily available than avgas. And the new Kodiaks are desperately needed. “I recently learned of a double medical evacuation flight that MAF performed in Kalimantan, Indonesia,” said Boyd. “A truck went over the edge of a mountain road and rolled about 75 feet to the bottom of the ravine. Two badly injured men and their family members boarded the Kalimantan program’s Kodiak – the patients on blankets, strapped to the floor. A little over an hour later they were receiving life-saving treatment in the city of Tarakan.” Boyd adds, “This would have been impossible with the Cessna 206, which isn’t able to carry that much weight or that many people for such a distance. But the KODIAK can handle it.” MAF must now raise some $3.5 mil-
MAF’s new Kodiak was dedicated in a ceremony at AirVenture on July 31. This will be the non-profit’s seventh Kodiak to serve in Indonesia. (Paul O'Brien) lion to pay for both Kodiaks and their journeys to Indonesia. As a non-profit organization, all MAF projects are funded through gifts from committed supporters. To learn how you can help send these airplanes to Indonesia, visit www.maf.org/kodiak
NEW ENGINES, NEW INSTRUMENTS FROM MW FLY AVIONICS INTRODUCED AT AIRVENTURE MW Fly introduced a new line of Aeropower engines rated from 115 to 150 horsepower at AirVenture. Developed and manufactured in Italy, the new engine line is water-cooled and features electronic fuel-injection, integrated reduction gear,
and dual fully redundant ECUs. The engines also include new enginemonitoring instruments developed by P.A.T. Avionics. The HSA-M engine health status annunciator provides comprehensive information on engine temp,
oil pressure, fuel pump, battery, generator, and ECU health. It even tells the pilot when the engine is ready for takeoff. According to Tony Watkin, President of Bush Caddy: “The new MW Fly geared and fuel injected engines with
AND
PAT
their powerful Health System Annunciator by PAT Avionics are a perfect option for our aircraft.” The Canadian aircraft kit maker is the first company to offer the new engine and Continued on Page 41
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EAA AirVenture 2013
Build A Plane Aviation Design Challenge Continued from Page 39 Plane, chaperones and others from the aviation industry. This was an incredible experience for all of us. Jeppesen is very proud to bring the kids and chaperones from both high schools to AirVenture to reinforce their Build A Plane experience and give them a broader perspective of our great aviation community.” The teams’ participation in the build included bucking rivets, fabricating metal and composite brackets, running control cables, sanding the airframe, fabricating and attaching fuel lines, installing baffling on the engine, mounting the gear, and integrating the sensors and the propeller to the engine. One of the planes taxied for the first time and passed a rigorous FAA inspection while the students were there. Lyn Freeman, Founder and President of Build A Plane, noted, “These students demonstrated remarkable intelligence, curiosity, maturity and a passion for aviation as they helped to construct these airplanes. We look forward to giving them, and especially their teachers Dan Lutgen and Ed Redies, well-deserved recognition at our Teachers’ Day event.” GAMA member companies contributed financial resources, equipment and supplies to the build, including the kit airframe for one of the planes, and propellers, certified avionics, parts and paint for both planes. In addition, Glasair donated two weeks of staff time to support the build. Besides supplies, each
team received round-trip airfare, hotels, and meals. They also visited the nearby Boeing aircraft factory, the Museum of Flight and the Seattle Tacoma airport facility, including the control tower, operations center and BBA Aviation’s Aircraft Service International Group (ASIG) commercial fueling operations. A full list of contributors appears below. The students were chosen in a competition that attracted 27 schools in 22 states in its first year. Schools used complimentary “Fly to Learn” software, including curricula and training, which allowed them to design and fly their own virtual airplanes. Each school entered a design to compete in a virtual fly-off, which was scored on aerodynamic and performance parameters. Judges from GAMA selected the winning high schools. The Canby High School team consists of students John Deslauriers, Wyatt Johansen, Leah Schmitt and Brandon Stripling, teacher Dan Lutgen and chaperone Robert Slaba. The Saline High School team includes students Aidan Muir, Lee Luckhardt, Kyle LaBombarbe and Julia Garner, teacher Ed Redies and chaperone Dustan Muir. Companies contributing to the Aviation Design Challenge Competition Build include: Appareo, Aspen Avionics, Aviall, Inc., BBA Aviation, Beechcraft, Boeing, Cessna Aircraft Company, Cobham Avionics, Dassault Falcon, Duncan Aviation, Embraer, ForeFlight, LLC,
MW Fly and PAT Avionics Continued from Page 40 instruments in North America. PAT Avionics has also developed a new PROP-M electro-hydraulic prop governor that automatically sets prop pitch for best performance in all flight phases for experimental aircraft. If preferred, the pilot can select manual override for prop settings. MW Fly engines have already been successfully mounted on a number of experimental aircraft and rotorcraft in Europe, Russia and South Africa and have proven reliable and efficient. For
Sporty’s, StandardAero, UTC Aerospace Systems, Wipaire, Inc. For more information about the organizations involved in the competition, please visit BuildAPlane.org, GAMA.aero, GlasairAviation.com and FlytoLearn.com.
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Ed Wischmeyer’s Report Continued from Page 40 sailplanes do. The other good thing to do is to come to Oshkosh and get a check out from long-time super-EAAer and certi-
Garmin International, Inc.?, GE Aviation, Glasair Aviation, Gulfstream, Hartzell Propellor, Inc., Honeywell, Jeppesen, Jet Aviation, JP Instruments, L-3 Communications, Lycoming, Pacific Coast Avionics, Piaggio Aero Industries, S.p.A., Pilatus Aircraft, Ltd., Piper Aircraft, Inc., Rockwell Collins, Inc.,
fied good guy Joe Norris. The Sonex aircraft are super-light in pitch, and Joe is the man to transform the Cessnoids into Sonex pilots.
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Celebrating Twenty-Nine Years of In Flight USA
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August 2013
Joseph Flint Continued from Page 36 has read it has told me they could not put it down and were kept up late at night reading it. That said, I doubt it ever gets much attention. I am an engineer and a writer but not a marketing person. I have little funds to spend marketing but love to hear folks send me cards and emails who have read it and enjoyed it. I get a lot of satisfaction from that.” IF USA: What was the most difficult part of telling this story? The easiest? JF: “The most difficult pieces of telling the story were having to change the protagonist into such a large man, unrecognizable from me, and changing the names of so many characters that it was hard to keep them all straight. But it was necessary and I struggled through it. To make all the connections in the storyline match there was much to embellish and that was necessary too in order to make it fun to read and keep everyone’s interest, as well as avoid embarrassing and possibly untrue accusations as to character’s real roles in the actual events. “The easiest parts were the action scenes and thoughts, since they came mostly from personal experience and remained
CHINO AIRCRAFT SALES
fresh in my mind, even to this day.” IF USA: What was the process like for you to make a character like Walter Judge come to life? JF: “Except for his size, it was the easiest part. My mind was his. He was the easiest character because the way he speaks, his mannerisms and his thoughts and fears and regrets are mine. Even my son said it was kind of weird reading about him because he said to me ‘no one talks like that or acts like that except you.’ He laughed, he said he knew who he was reading about.” IF USA: Do you think writing about aviation and flight is an easy thing for a writer? JF: “In some ways, and in some ways not so easy. Flying is full of emotion, thrill, exhilaration, sometimes stark terror and many times just awfully boring. I am by trade a flight test engineer and think and write in very technical terms that thrill very few people. I have written articles about rotorcraft height velocity testing and DGPS test integration and probably put 90 percent of the folks that read them to sleep. People that read novels want to read about the excite-
BOB CULLEN BOB@CHINOAIRCRAFT.COM
(909) 606-8605 (951) 264-6266 CELL (909) 606-8639 FAX See our inventory @ www.chinoaircraft.com
INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles
1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.
1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.
1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.
1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.
1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.
1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.
1977 C172, 180HP , IFR, 700 SMOH, $57,500.
1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.
1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500
1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.
FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.
Look us up at www.chinoaircraft.com E-mail Bob@chinoaircraft.com
1981 C172P, 1000 SMOH, new paint, IFR. $52,500
1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.
SHORT TERM INVESTMENT OPPORTUNITY. HIGH INTEREST SECURED BY CLEAR TITLED AIRCRAFT.
1961 C175, 700 SMOH, new annual, $34,500.
1977 C402, 700/700 SMOH, spar mod done IFR.
SPECIAL FINANCING – big down/minimum credit on learn to fly aircraft. 150s & 172s available.
2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000
1968 C421, 350/350 SMOH, available new annual. $99,500.
1979 TOMAHAWK, in license $17,500 OBO.
1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.
WE RENT TWINS CHEAP!
1979 TOMAHAWK, 1310 SMOH, low price, offer.
1956 CESSNA 310 - $80/hr.
1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500. 1974 C421B, 300/1100 SMOH, loaded. $165,000.
1960 CESSNA 310 - $100/hr. CESSNA 340 - $250/dry
IF USA: This is a trilogy; can you give us a sense of what the follow-ups will be? JF: “The Walter Judge series is a trilogy. The second book is also inspired by the aftermath of the first one, also inspired by what really happened but with perhaps more embellishment and more fun character development. The third, which is also started is the final chapter if you will, which thus far is entirely fiction.” IF USA: The artwork for the book is unusual. What is the story behind it? JF: “I have a talented stepson Kevin Karg. Kevin is a senior student at Arizona State University’s School of Professional Photography. He has a promising career ahead of him and is headed to Spain in the fall as an exchange student to work on his photography and art. He is talented in painting and drawing as well as photography. He is credited with the artwork. He took the scene of Walter Judge dropping Michelle onto the cargo ship door in the storm at night with the wind whipping around, and his imagination did the rest.” For more on Mr. Flint and his work see rescuefrominnocence.com
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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ment and thrill and the terror. If an aviation writer has not witnessed it or experienced it I can’t imagine being able to express it in believable prose.” IF USA: What is your process of working/writing? Do you write every day? JF: “Sadly no, at least not on my sequels, of which two are currently in work with one nearly half complete. I often work 70-80 hours a week flight testing and traveling which is often not conducive to putting my inspirations in print on a daily basis. I do however add a few pages every week and probably spend several hours each day going over the different scenes and conversations that eventually end up in my prose. I am nearing retirement age however and expect to change those ratios before very long.” IF USA: What does your reading list look like? JF: “I loved the Alistair McLane, John LeCarre, and Tom Clancy works. I like technical mysteries that are not predictable and do not have any unbelievable science fiction in them. Science fiction is fun, but I want it to be believable and explainable, not magic. I guess that’s the engineer in me.”
1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.
Low cost Twins for rent & training. Seneca, C310, C340, C421 with safety pilot. Cherokee 160 IFR trainer dual KX155 with simulator lessons. Build complex/high performance time in a Cessna 210. DISCOVERY FLIGHTS $50! Flight instruction single/multi engine, IFR, BFR, IPC
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EMBRY-RIDDLE STUDENTS EARN EXCEPTIONS 1,500-FLIGHT-HOUR RULE
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also has designed a course to maximize training in simulators to meet the new FAA requirements of 1,000 hours rather than 1,500. “As the leader in aviation education, Embry-Riddle plays a key role in obtaining recognition for the four-year aviation degree programs and has been preparing for this ruling for more than two years,” said Dr. Frank Ayers, Chancellor at Embry-Riddle’s Prescott, Ariz., campus. “We’ve developed programs at our campuses in Prescott and Daytona Beach with high-level training in full-motion simulation and detailed jet education that clears a path for students to gain the required flight hours as working flight instructors while finishing their undergraduate degree and speeding their transition from student to airline pilot.”
Daytona Beach Campus’ Advanced Flight Simulation Center and will be certified by early August. Students at the Prescott Campus will continue to use a long-standing contract with a Phoenixbased pilot training center to train in fullmotion simulators alongside airline crews. The simulators replicate the cockpit and instrumentation of a regional airline jet and enable students to safely train for operations in realistic, difficult conditions, such as adverse weather. Training in a full-motion simulator ensures that students attain a significant amount of experience in a multi-crew environment while operating in difficult conditions. The Airline Safety and Federal Aviation Administration Extension Act of 2010 mandates all airline pilots to have an ATP license that requires 1,500 hours of flight time, including cross-country, night and instrument flying and completion of a training course. Embry-Riddle
to accumulate 1,000 flight hours rather than the 1,500 to qualify for the ATP license. “This is the FAA’s recognition of the excellent pilot education programs and high quality standards that universities like Embry-Riddle have demonstrated,” said Dr. Tim Brady, Dean of the College of Aviation at Embry-Riddle’s Daytona Beach Campus. “This will provide our graduates with about a year’s early hiring advantage relative to those who will need to acquire the 1,500 hours.” To be hired by the airlines, candidates will need both the ATP license and an airline aircraft type rating. EmbryRiddle graduates will be able to meet each of these training requirements with their access to full-flight simulation. They will also be able to obtain the license at 21 years old rather than the 23 years of age normally required. A full-motion simulator for the CRJ200 aircraft has been installed in the
A new rule recently announced by the Federal Aviation Administration (FAA) increases qualification requirements for first officers who fly for U.S. passenger and cargo airlines, but includes allowances for reduced hours for pilots holding Bachelor’s degrees from EmbryRiddle Aeronautical University’s Daytona Beach, Fla., and Prescott, Ariz., campuses. Students at Embry-Riddle also have another advantage – access to full-motion simulation training like no other university in the United States. The rule requires first officers – also known as co-pilots – to hold an Airline Transport Pilot (ATP) certificate, requiring 1,500 hours total time as a pilot. Previously, first officers were required to have only a commercial pilot certificate, which requires 250 hours of flight time. Under the FAA’s new rule, students at aviation degree-granting four-year universities like Embry-Riddle would have
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August 2013
CHRISTIE ADMINISTRATION ANNOUNCES $1.8 MILLION FOR AIRPORT SAFETY AND IMPROVEMENTS New Jersey Department of Transportation (DOT) Commissioner James Simpson, Aircraft Owners and Pilots Association (AOPA) President Craig Fuller, and other state officials met with officials at Lincoln Park Airport to announce six grants that will provide more than $1.8 million in state funding for projects that enhance safety, promote state-of-good repair or advance studies for potential improvements at five of New Jersey’s general aviation airports. The Christie Administration has invested more than $12.5 million in New Jersey’s general aviation airports in the past three years, leveraging an additional $33 million in federal grants for a total of $47 million in airport improvements. “Our public-use airports play a vital role in New Jersey’s complex and diverse transportation network,” said DOT Commissioner Simpson. “In addition to being a key component of the state’s multimodal transportation infrastructure, New Jersey’s general aviation airports proved to be a critical resource for responding to Superstorm Sandy.” Tens of thousands of pounds of relief supplies, including food, water, clothing,
blankets, and medical supplies, were flown into New Jersey by general aviation pilots volunteering their time and aircraft from states as far as Massachusetts and North Carolina. Among other officials joining the commissioner at the event were New Jersey Economic Development Authority (EDA) CEO Michele Brown and General Aviation Manufacturers Association President/CEO Pete Bunce. “Public-use airports promote economic growth by providing businesses and their clients access and convenience, as well as providing a recreational option for residents,” said Brown. “Support of these facilities through state and federal grants helps promote economic growth.” New Jersey’s airport system is one of the most complex in the nation. The state’s airports range in size from small public use airports with turf runways to Newark Liberty International Airport, one of the nation’s busiest commercial airports. There are 43 public-use airports in New Jersey, 25 of which are privately owned. New Jersey also is home to 314 heliports or helistops, including 35 at hospitals.
“General Aviation is a vital economic engine that supports more than 18,000 well-paying jobs in New Jersey and contributes $1.7 billion to the state’s economy each year,” said AOPA President Craig Fuller. “New Jersey has a dynamic general aviation community and I am excited to have the opportunity to meet with fellow pilots and aviation enthusiasts to talk about the issues that affect our freedom to fly.” Earlier in the day, Commissioner Simpson, AOPA President Fuller, and GAMA President Bunce toured Sky Manor Airport in Pittstown (Hunterdon County), another grant recipient. In September, Sky Manor will host the International Cessna 120/140 Association’s annual conference bringing visitors from all over the United States and Canada to Hunterdon County. Lincoln Park Airport is a privatelyowned general aviation airport that supports a variety of users and activities handling nearly 29,000 operations annually. It houses 102 aircraft and five helicopters, a flight school – which the Commissioner and other officials toured, a maintenance shop, and restaurant.
IN
GRANTS
The airport is receiving two separate grants. A $570,570 state grant will support a project to reconstruct a hangar taxiway on the east side of the airport and bring the pavement up to current standards. Another state grant of $246,032 will replace the existing fuel farm. “This grant will enable us to combine our three storage tanks into one tank unit and upgrade our aging fueling system with a new and safer system,” Lincoln Park Airport Manager Peter DeRosa said. The six grants announced from the Fiscal Year 2013 Airport Improvement Program will support approximately $2.1 million in improvement projects at Sky Manor Airport in Pittstown (Hunterdon County); Eagles Nest Airport in Eagleswood Township and Lakewood Airport in Lakewood (Ocean County); Essex County Airport in Fairfield; and Lincoln Park Airport in Lincoln Park (Morris County). The Federal Aviation Administration is providing $112,000 in funds and the airport owners are contributing $113,000 toward the cost of the projects, in addition to the $1.8 million from NJDOT.
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August 2013
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Marilyn Dash’s
The Pylon Place
INNOVATIONS
W
ith all the drama surrounding the transition from the old unlimited class to the new, the fans are forgetting about the other five classes of racing. I’ve decided to focus this month’s column on the other classes, the innovators and racers who we don’t hear about on the forums. Who they are and what to look for this year – but let’s start with why the fans aren’t as enamored with these classes, and why maybe they should be. Air racing through the years was always about technical advancements – especially for civil aviation. Among the first races in the 1910s, the draw was for inventers to show their wares and develop a name for themselves through their innovation. Thousands would flock to these events to watch the historic races and see how far aviation had changed since 1903 at Kitty Hawk. Clearly the biggest draw to the National Championship Air Races each year is the unlimited class. But, when was the last time there was a technical advancement with far reaching implications in the unlimited class? I don’t think people are putting Allison rod engine parts in their Cessna or Cub. The real innovation is in the other classes. These classes have full or nearly full fields – while the unlimited class is less than two thirds of a full class. They are developing new racers and focusing on innovation, technical advancements and winning. But, why aren’t the fans paying attention to them? Let’s review...
IN
AIR RACING
have their spectacular paint schemes also. Alan Crawford has one of my favorites in the sport class. So, that’s probably not the deciding factor.
Alan Crawford and his beautifully painted Lancair Legacy. (Rob “Phred” Miller)
Well, there you have it. The unlimited class does have loud airplanes – but so does the T6 class. In fact, it’s easier to have a conversation during the unlimited gold (as if you would want to) than it is to chat amongst your seat-mates during a T6 bronze!
NASCAR type paintjobs are always attractive, but we have seen classic paint schemes like Strega and Dreadnaught have their fan base. Wildly painted aircraft like Rare Bear, 232 and Voodoo also draw the fans. But again, all of the other classes
Lee Behel’s GP-5: beautiful and innovative. (Rob “Phred” Miller)
development program that Lee Behel is working on with the GP-5? What ever became of Dave Morss’ Suburu powered racer? And in the IF1 and biplane classes, the unusual prop designs they are using have peaked his interest. Will these ever translate to the experimental market?
More IF1 Years ago, David Hoover’s Endeavor was the new new thing in IF1. Later sold to Steve Senegal where the winning ways have continued. We have recently seen Brian Reberry throw his hat into the ring with his September Fate. This year, we expect Elliot Sequin, a Jon Sharp protégé, to bring something pretty exciting. He has cloaked his project in secrecy so nothing is known yet, but we will see Continued on Page 46
Nostalgia Of course nostalgia for World War II aircraft may play a large role in the fan base. These planes bring so much emotion to a large number of people. Many pilots talk about the first time they saw a P-51 Mustang or a Corsair as one of the reasons they became a pilot. Yes, the drama, nostalgia and history around these aircraft does have its place in the hearts of fans.
Speeds
Paint
tions can do for them. In talking with Setrige Crawford, an aerospace engineer and builder/pilot/ owner, he is drawn to the sport class. Having recently finished building a very fast, and very sweet Lancair Legacy, he is interested in what is happening and is trying to figure out how to translate it to his aircraft and potentially other experimentals. Fans like Setrige, are watching the Thunder Mustangs to see what the Falconer V12 will do. When will that engine be available to the average homebuilder and what will the reliability be? What can be done with Andy’s geared engine in Race #33? How about the V8
Noise
More on Innovation Right now, the jet class has the course record for qualifying and fastest lap on the course. So, if it was only speed that attracts the fans, why aren’t there more jet class fans? In fact, the sport class winner would likely win the unlimited silver this year. So, the speeds aren’t really that much of determining factor these days.
45
In the sport class, Jeff LaVelle has brought his Glasair III to amazing speeds. Andy Chiavetta has made great strides in Daryl Greenamyer’s Legacy. This year, number 33 will be raced by Will Whiteside – an interesting detour for this unlimited class race pilot. What would make Will move to the sport class? I don’t want to put words in his mouth, but he has expressed that “fun and innovation” are a large part of the attraction. Apparently, it’s more fun to live on the cusp of great things than trying to keep 70-year-old technology from imploding on a racecourse. At this time, I’d say more private pilots are watching Andy and Jeff for innovation than the entire unlimited class! They are watching because they are interested in what these new innova-
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August 2013
The Pylon Place Continued from Page 45 how he does in September.
Biplanes Biplanes have seen moderate interest in building new designs. Tom Aberle and the Phantom have been at the top of the biplane list for several years. His modified Mong could actually win the T6 Gold and place pretty well in the unlimited bronze. But, he still doesn’t have the accolades he deserves, in my opinion. Jeff Lo and Cris Ferguson have the Miss Gianna project which raced one year and is undergoing changes currently. We do hope they will be back.
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Karl Grove’s new radical Biplane design. (Team Boomerang) dering above) but because it is being used as an educational project for the students at UFMG! When I asked Karl, “Why?” he said, “Why not!?” and went on to tell me about his quest for speed and innovation. There it is again, the thirst for innovation.
Conclusion Boomerang This brings me to Karl Grove. Karl was bitten by the racing bug when he purchased Dennis Vest’s Drag Racer a few years back. A very fast biplane to begin with – he has only increased the innovation and speeds. Dennis then brought up a design he was thinking about for years. Together they moved forward and the Boomerang was born. Currently a project between Dennis Vest, Karl Grove, Bobby Graham, Craig Catto and a Professor at UFMG University in Brazil, Paulo Iscold, the Boomerang is an interesting project – not just because of its radical design (see ren-
While we wait for the dust to settle in the unlimited class, think about the racers further west on the ramp and come down to see where the real excitement is in air racing! Next month, we’ll look closer at who, what and how fast while we get ready for the 50th Anniversary of the National Championship Air Races. Until then, fly low, fast and turn left.. but keep it under 250 feet, you know the rules. And if you’re interested in helping to sponsor Ruby this year, get in touch with me. We can always use the help of our fans to make our little racer faster! Contact us at dash-air@comcast.net.
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AVIAT AND AVIATION FOUNDATION OF AMERICA UNVEIL FIRST DUAL FUEL, PISTON POWERED AIRCRAFT Airplane manufacturer Aviat Aircraft, Inc. and Minneapolis-based Aviation Foundation of America, Inc. has announced the scheduled unveiling of the first dual fuel, piston powered aircraft to operate on both compressed natural gas (CNG) and aviation gasoline. The Aviat Husky CNG was on display outside the Innovations Pavilion throughout AirVenture 2013, which took place in Oshkosh, Wis., from July 29 through Aug. 4. “This is a remarkable proof-of-concept airplane,” said Stu Horn, president of Aviat Aircraft. “While adapting our standard Husky aircraft into this dual fuel configuration was not without challenges, it was well worth it. The performance and ease of operations have exceeded our expectations.” The Aviat Husky CNG, which flew more than 1,000 miles from Aviat’s headquarters in Afton, Wy., to be at
AirVenture, can be powered by CNG or 100LL aviation gasoline with the flip of a switch. It is a standard Aviat Husky A1C that has been fitted with a CNG fuel tank in addition to its standard aviation gasoline tanks with a capacity of 50 gallons. The aircraft is powered by a 200 h.p., four cylinder Lycoming aircraft engine with a cruise speed of 143 mph. The flight endurance at 65 percent power setting is approximately seven hours.
From Concept to Reality Greg Herrick, president of the Aviation Foundation of America approached Aviat’s president in early 2013 with the idea of building an aircraft to demonstrate the advantages natural gas can offer general aviation aircraft. “Among the many advantage of Continued on Page 47
August 2013
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2013 SCHEYDEN CATALINA AIR SHOW ANNOUNCED Title Sponsor Pushes Event to New Heights If the 2012 Catalina Air Show put a big explanation point on 100 years of aviation history, this year’s event promises to be through-the-roof with the addition of Scheyden Products as title sponsor. This island paradise off the coast of Southern California will become a buzz of excitement on Saturday, Sept. 7. “We are very excited by this year’s line-up,” said show producer, Dan Teckenoff. “Scheyden, along with many Avalon businesses have helped, as partners, to launch the event with new performers’ to new heights.” The Red Bull Helicopter, piloted by Chuck Aaron, will prove that helicopters can fly upside down and roll. He was recently inducted into “Legends of Aviation,” by John Travolta. “Anchoring the event will be the Row 44 Grumman Albatross flying in and mooring in Avalon Harbor. Also performing will be Melissa Penderton. She is one of eleven pilots representing the USA in the World Aerobatic Competitions later this year. Team Rocket and Jon Melby, both from Canada, join last
year’s performers Super Dave Mathieson, John Collver and Clay Lacy. We even have a P-51 Mustang honoring us this year,” said Teckenoff. Scheydon carries sophisticated lines of precision eyewear, watches and flight crew luggage. “President of Scheyden Products, Jeff Herold, was here for last year’s airshow. He is a pilot and a member of the Catalina Aero Club and very passionate about Catalina. It was a perfect fit,” said Teckenoff. Other primary sponsors include Catalina Freight Line, Blanny Haganah, Bluewater Avalon, Catalina Island Vacation Rentals, Catalina Chamber of Commerce, Avalon Hotel, Above All Aviation, Lloyds of Avalon and the Lobster Trap Restaurant. Catalina Island has been a unique vacation destination with a unique aviation heritage for more than a century. Avalon Harbor and the surrounding hillsides create a natural amphitheater where spectators can enjoy the airshow from balconies, beaches and boats, or simply floating in the water. No porta-potties or
Aviat Continued from Page 46 using CNG are fuel cost savings, cleaner burning fuel and no lead emissions,” said Greg Herrick, president of the Aviation Foundation of America. “I’m impressed with how Aviat readily agreed to tackle this project, working with a team of engineers and craftsmen within the aviation and natural gas industries. The result is a sophisticated solution which can be readily applied to a variety of piston powered aircraft.” Compressed natural gas power is up to 80 percent less expensive than the national average of $6-per-gallon aviation gasoline. There is no lead in compressed natural gas, the presence of which is currently a significant issue with aviation gasoline. It is also a much cleaner burning fuel, reducing smog pollutants by 90 percent and reducing CO2 emissions by 30 percent. Engine oil remains significantly cleaner therefore improving engine life, while aircraft performance is enhanced as CNG typically burns 138 octane versus the current 100 octane of aviation gasoline. “One aspect we’re particularly excited about is the opportunity to dramatically reduce the cost of learning to fly,” added Herrick. “If a flight school installs a simple CNG refueling station they can
cut the cost for the student’s fuel, perhaps by thousands of dollars. And, the fuel is available where ever there is a natural gas line.” Aviat Aircraft of Afton, Wy., manufactures the Husky, Pitts Special and complete kits for the Eagle biplane. The Husky, “America’s favorite taildragger,” Continued on Page 50
tarmac here. Again, there will be an aeronautic themed street fair and VIP Hospitality viewing from the water at the Bluwater Avalon Restaurant.
Mark your calendars, with limited accommodations available on the island, reservations should be made early, call 310/510-1520 or visit the event’s official website at www.catalinaairshow.com.
Stanford Researchers are looking for Pilots with IFR Experience for new study! ILS Eye-tracking Decision Height Study: • Total time needed for study 2.5 to 3.5 hours • Landing Decision (three brief approaches) task with eye-tracking (simple goggles) • One computer test of about 40 minutes to an hour (this is included in the 2.5 to 3.5 hour timeframe) • $80.00 for your participation • Study takes place at our Aviation Lab at the VA in Palo Alto
For more information, please contact: The Stanford/VA Aviation Lab Phone: (650)852-3457 Email: kcastile@stanford.edu
Celebrating Twenty-Nine Years of In Flight USA
48
From Skies to Stars
THERE
IS
By Ed Downs
NO SUCH THING
As pilots, we have all taken folks, both adults and kids, for their first airplane ride. We aviators hope that our “newbie” will thrill at the wonder of flight. As a CFI who grew up in the San Fernando Valley of Southern California, the first reaction I saw was almost always, “wow, look at all the swimming pools!” Not exactly the wonder of flight I was hoping for. The same can be said of those who take their first look through a telescope. One would expect wonder at the size of the universe, a thrill at seeing planets “first hand,” and amazement when stars are magnified to show magnificent color differentials. But, the actual observations of “newbies” are often quite different than one might expect. Recent events offered an opportunity to hear unexpected questions first hand. With broad media coverage of the “Super Moon” in late June, a good friend could not resist his passion for astronomy and invited this writer to attend a large family gathering, complete with great food and all the accoutrements. The catch was, “would I bring my telescope so his family and guests could see this somewhat unusual lunar event.” Pilots and amateur astronomers have a lot of common interest, one of which is food, so it was a deal! The “Super Moon,” meaning the moon is at its closest to the earth (about 221,700 miles away) and fully opposite
August 2013
AS A
“DUMB” QUESTION
several high-school-age guests commented on my need to manually realign the scope after each look, a quick and easy task. They were amazed at how fast Saturn was moving, in that it quickly moved out of view. In fact, with a solar orbit of more than 29 years, it was not Saturn that was moving, but the earth. They were seeing, and experiencing, the rotation of the earth. At my latitude (Tulsa, Okla.) the earth is rotating toward the east at approximately 860 mph. The telescope’s magnification not only made the image of Saturn larger but magnified the earth’s apparent rotation as well. For the first time, these kids truly understood that their home planet was spinning through space. Several of the middle-school-aged kids thought the image they saw in the eyepiece was a magnified picture of a photo inside the scope. They thought they were being tricked, unable to understand that they were seeing something that was about 798 million miles away. The concept of a telescope was completely unknown to them. A quick “scope tour” convinced them that they were, indeed, seeing the “real thing.” The Moon offered even more surprises to guests. As expected, the brightness (even with a moon filter installed) made the surface appear somewhat flat and featureless, so focus was set on the moon’s horizon, near the dramatically cratered southeast hemisphere. Some
shadows existed in this region and the high magnification clearly showed the rough and mountainous terrain against a black sky. Amazement was expressed that the moon had mountains. A number of guests had thought the moon was smooth, as it looks with the unaided eye. A brief mention of the challenges faced by Neil Armstrong as he hand flew the LEM over rough terrain during the first Moon landing were met with surprise by some of the kids, not knowing that we had ever landed on the moon. This writer quickly educated those unfamiliar with the Apollo missions and gained some enthusiastic “space fans.” The evening ended with one and all viewing the first double star system they had ever seen, the ever-popular Mizar/ Alcor pair in the center of the Big Dippers (Ursa Major) handle. Most viewers did not know that stars often live in pairs or multiple clusters. To be sure, some of the questions asked were disappointing, but the opportunity to share our galaxy with first time viewers was rewarding. New interest in astronomy was borne and curiosity was peaked. But then again, isn’t that similar to what we are after when we give that first airplane ride? For more information on Super Moon’s see the NASA video on Super Full Moon’s at http://science.nasa.gov/sciencenews/science-at-nasa/2011/16mar_supermoon/
CESSNA INTERNSHIP OFFERS PARTICIPANTS MUCH MORE
THAN FLIGHT TIME
munity partners. “I have truly enjoyed learning about the goals of our community partners, volunteering with them and helping to raise awareness for their causes,” said Ryan Todd, Cessna pilot intern and aviation flight technology student at Eastern Michigan University. “Thanks to Cessna, I have met so many great people and shared the joy of aviation and flight training with diverse audiences. It has been a rewarding experience that will stay with me long after the Discover Flying Challenge internship is over.” “Since day one it has been a pleasure to work with such a great group of individuals and see firsthand the amazing things our community partners are able to achieve. I am thrilled I had the opportunity to raise awareness for so many good causes,” said Lucas Worthen, pilot intern and graduate of Florida Institute of Technology. “This Cessna internship has
been an amazing experience. It gets better and better by the day!” “The 2013 Discover Flying Challenge is a unique way for Cessna to give back to the community,” said Jodi Noah, Cessna’s senior vice president of single engine and propeller aircraft. “I am incredibly proud of our interns and the scope of awareness they generate for our community partners through the DFC program. They have really connected with the core of the Cessna values through interaction with our community partners, and have used their passion for aviation to bring awareness to some great causes.” Visit cessnadfc.com for biographies of the Discover Flying Challenge pilots. Discovery flights are available through each regional Discover Challenge intern. Please contact Hannah Summers at (316) 517-5555 or at hsummers@cessna.com for details.
Cessna Aircraft Company is in the final weeks of the 2013 Discover Flying Challenge (DFC), a unique summer internship program for seven aviation students, designed to generate awareness for partnered charitable organizations and general aviation. As part of this program, Cessna selected five not-for-profit organizations in an effort to raise awareness for charitable causes: American Red Cross, Experimental Aircraft Association Young Eagles, Special Olympics, United Way and Veterans Airlift Command. The six pilots have their schedules managed by the seventh DFC intern stationed at Cessna. Throughout the program, the interns document the experience through their individual Facebook and Twitter accounts. The DFC schedule can be followed through SocialFlight, a website and mobile app providing detailed pilot itineraries and mapped
the sun (meaning a very bright full moon), makes for poor viewing. Media also encouraged moon fans to view the moon close to sunset, as an additional optical illusion makes it appear even larger. Regrettably, being close to the horizon means a telescope must look through a lot of atmosphere which obscures lunar topographical features. None the less, we were on for a grand feast at his semirural residence and an early evening viewing. High trees along the horizon meant that the moon would be visible later than formally expected, so this amateur astronomer set up to kill time by viewing the ever popular planet, Saturn. Even with mediocre viewing conditions (clouds and dust), the Orion 12-inch reflector telescope seemed to like this ringed wonder, and it shown bright and clear. A quick flash with the scope-mounted laser finder allowed rapid alignment with Saturn and started a series of surprising questions. This simple, $80 device, allows one to “touch” the celestial object with a beam of light that quickly points the entire scope where it needs to be. Bright, and dangerous, special care must be taken to make sure no person or aircraft becomes an unwilling target. But the real “oohhs and aahhs” rippled through the line of more than 30 adults and kids when Saturn was focused into the eyepiece. As the line of viewers moved slowly forward to see this wonder,
appearances. The charity experiencing the most social engagement during the course of the DFC will receive a $25,000 donation from Cessna. Amie Dugan, director of Marketing and Communications for Special Olympics, is thankful for the exposure her organization is gaining from their involvement. “The Discover Flying Challenge not only allowed Special Olympics athletes across the country to learn more about aviation, it is evident that interacting with our athletes and learning more about the mission of Special Olympics is having a profound impact on the pilots,” said Dugan. The challenge kicked off on June 15 at Strother Field in Winfield, Kan. The pilot interns and their six customized Cessna 172 Skyhawk aircraft departed to different parts of the country to participate in numerous volunteer opportunities and attend events sponsored by the com-
August 2013
EAA PETITIONS FEDERAL COURT ON FAA ATC CHARGES EAA on July 3 filed a petition with the U.S. Court of Appeals for the Seventh Circuit in Chicago, asking the court to review and provide relief from payments demanded by the Federal Aviation Administration in relation to air traffic control services at EAA AirVenture Oshkosh. In its petition, EAA asks the court to stop the FAA from augmenting its congressionally approved appropriation through unilaterally imposed fees on aviation events such as AirVenture. EAA maintains the fees were imposed without standard notice and comment procedure from the FAA, making it procedurally improper and unlawful. “While we understand the FAA’s position and the temptation to augment its congressional appropriation, we naturally don’t agree since we believe this approach unlawfully circumvents congressional approval and standard due process,” said EAA Chairman Jack J. Pelton. “This affects AirVenture and numerous other aviation events throughout the nation in an unauthorized and unjustified manner. That is why we are seeking review, relief, and clarification from the court.” Despite the FAA receiving exclusive authority from Congress in April to internally move funds within the agency’s budget specifically for air traffic control services, the FAA told EAA in early May that it would demand a signed contract and payments for air traffic and safety services that had been annually budgeted in the past. Those fees eventually totaled $447,000. Other aviation events throughout the nation were also assessed fees without warning or the standard notice and comment procedure. As part of the petition, EAA is asking the court to reverse the FAA’s decision to seek these payments, as well as the return of fees already paid and other costs incurred.
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Celebrating Twenty-Nine Years of In Flight USA
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FULLERTON AIRPORT BUCKS It is hard to imagine that Fullerton, a small farming community located in north Orange County, Calif., would one day become the virtual center of the massive Los Angeles metropolis, but it has. It is also hard to imagine that this rural community was a pioneer in aviation as barnstormers began using a field in Fullerton as an airport, giving rides, as early as 1913. The City of Fullerton continued to grow and by 1928, Fullerton Airport was officially recognized and its use has remained constant to this day. Although closed in WWII to civilian fly-
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ing, it became an auxiliary military training field, lending its support to “Americas Greatest Generation.” Today, Fullerton Airport bucks a trend seen in Southern California that tends towards a lack of support for general aviation flying and aircraft ownership. According to Airport Manager, Brendan O’Reilly, “Fullerton Municipal Airport is an 86-acre facility, so space is at a premium. Historically, it has been very difficult to get a hangar or tie down here, with waiting lists of several hundred people. The airport currently has both tiedowns
Access to property which is located on airport grounds is by your private gated road/driveway. Deeded access to adjoining (direct access) runway. One hangar 125x100 with 2,500 sq. ft. of offices (5), restroom/shower facilities (2), reception area with bar, 3 storage/machine shops, sleeping rooms, PLUS 100x100 or 10,000 square feet of clear span aircraft hangar space. Second 44x45 clear span aircraft hangar is detached and can be rented for additional income. Airport to be expanded and upgraded in near future. PERFECT TIME to get in on future development. This 2.92 acre property is fully fenced and can be used as storage, manufacturing, wearhousing or what it was built for, AIRPLANES!! Seller will consider lease. Seller may help with financing with good offer. Airport has fuel facilities, restaurant, repaved runway. California City Municipal Airport covers 245 acres and is located two miles (3 km) northwest of the business district of the California City, in the Freemont Valley of Kern County, California. The airport is open to the public, and lies at an elevation of 2,450 feet above sea level.
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and hangar space available.” Mr. O’Reilly continues, “Fullerton (KFUL) is home to top-notch FBO’s, flight schools, flying clubs, numerous public safety operators, and the famous Fullerton Airport Diner which serves breakfast and lunch daily. KFUL is also home to the Fullerton Airport Pilots Association, a well organized and proactive user group that meets every third Tuesday of the month. The airport is centrally located to everything: freeways, bus and rail, amusement parks, shopping and dining, and major sports complexes.” To be sure, an invitation has been
extended, both to local pilots and out of town visitors to land at Fullerton when competitive fuel prices, aircraft services and even a new home for that cherished airplane are needed. Mr. O’Reilly concludes, “It is the only strictly General Aviation Airport in beautiful Orange County, Calif. Come and be part of the pilot friendly KFUL family, Southern California’s dedicated GA airport.” For more information, contact Mr. O’Reilly at 714/738-6323 or turn to your computer and e-mail to brendano@cityoffullerton.com or visit the airport website at www.cityoffullerton.com/dept/airport
FIRST STUDENTS GRADUATE FROM EMBRY-RIDDLE’S PH.D. PROGRAMS IN AVIATION AND ENGINEERING PHYSICS In an Embry-Riddle Aeronautical University milestone, its first students have completed the research-based Ph.D. degree programs the university launched in 2010 – Jaime Rubio Hervas with a Ph.D. in engineering physics and Robert “Buck” Joslin with a Ph.D. in aviation. During his studies at Embry-Riddle, Rubio Hervas helped develop an unmanned aerial vehicle (UAV) used in the Galapagos Islands to deter poachers from mutilating sharks for shark fin soup.
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He also worked on a project in South Africa employing UAVs to monitor great white sharks. His productive research resulted in 20 peer-reviewed papers. Rubio Hervas completed his dissertation research under the supervision of his Ph.D. advisor Dr. Mahmut Reyhanoglu, a Professor of Engineering Physics at Embry-Riddle. Joined by Dr. Reyhanoglu, Rubio Hervas will next work as a Research Fellow on a project titled “Automatic Landing System for UAVs” at the School of Mechanical and Aerospace Engineering at Nanyang Technological University in Singapore. Joslin, the university’s first Ph.D. in aviation graduate from its premier College Continued on Page 53
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Continued from Page 47 has become the most versatile aircraft in its class. It is designed for off-airport landings, for recreational flying as well as observation and cargo hauling operations. It can be flown at any time of the year and needs little more than a clearing to be able to land. For more information, visit www.AviatAircraft.com and www.AviatAircraft.com/CNG Minneapolis-based Aviation Foundation of America is a 501(c)3 public charity designed to preserve and promote America’s aviation heritage at a grassroots level through initiatives such as historic flight re-creations, airport preservation projects, educational programs and endeavors that reduce barriers to flying.
August 2013
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(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
Celebrating Twenty-Nine Years of In Flight USA
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August 2013
SEBRING, FLORIDA’S SPORT AIRCRAFT EXPO CELEBRATES 10 YEARS THIS JANUARY 2014 The 10th annual U.S. Sport Aviation Expo, which takes place this coming Jan. 16-19, 2014 at Sebring Regional Airport (SEF) in Florida, is returning to its original format of focusing primarily on exhibitors and providing opportunities to showcase and demo their aircraft and aviation products. Expo will also extend a special welcome to owners of homebuilt aircraft. “We want owners and kit manufacturers of homebuilt aircraft to know they are most welcome to participate in the Expo. We’re happy to include all aircraft and their owners who fly for fun,” said Jana Filip U.S. Sport Aviation Expo Director. New for 2014, Expo will have a daily “Look to the Sky” feature for exhibitors to showcase new aircraft. Beyond Roads will be using this special 2 p.m. time slot to feature their Maverick LSA “Flying Car.” The Maverick LSA design has been developed as an easy-to-operate air, land,
water, and snow craft. It is intuitive and safe to fly, drive and maintain by people in frontier areas of the world enabling them to use this unique vehicle in missions and humanitarian applications – in the world “beyond roads.” Expo Radio will schedule live interviews in advance to take place during Expo. Exhibitors and sponsors will be able to take advantage of the opportunity to promote their news to all by scheduling a time slot in advance of the actual show dates. The Seaplane Pilot’s Association will again host a seaplane base on nearby Lake Jackson with complimentary shuttle service for Friday-Sunday. The delightful Flying Musicians will entertain all at the seaplane base during Expo. On Sunday, Sebring’s exciting Expo tradition continues with a send-off to the Bahamas, accompanied by The Flying
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Musicians with their lively music. Planes will be flying to the Bahamas at the conclusion of the Closing Ceremonies. Returning programs for 2014 are the Manufacturers Showcase, Educational Forums, and Cheese & Wine Pairing events. Some of the 2014 sponsors include Sebring Regional Airport, AvBuyer.com, GA Buyer Europe, SportPilotTalk.com, Aircraftowners.com, Trade-A-Plane, Fly-Low Publications, Cessna Owner and Pipers Magazine, Plane & Pilot, Flight Design USA, and General Aviation News. U.S. Sport Aviation Expo, hosted by Sebring Regional Airport for the past nine years, is the leading place to study about Sport Aircraft. This is “the place to learn about, compare, try, fly, and buy a new sport aircraft.” Exhibitors travel from the United States, and as far away as Africa,
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August 2013
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MH OXYGEN SYSTEMS PRODUCES AN FBO KIT FOR PILOTS Mountain High Equipment & Supply Company, (MH Oxygen Systems) the industry leader in design and production of portable and built-in Pulse-Demand oxygen systems, has designed and produced an FBO kit for FBOs and aviators to fill portable oxygen cylinders and aircraft built-in oxygen systems. It is easy to use and enables pilots and crew chiefs to fill their oxygen systems with minimum hassle. Because MH had received requests from many Fixed Base Operators (FBO) for a complete, easy-to-use oxygen filling system with regulator and required attachments, they have put together this complete, basic system with everything needed for the easy task of filling oxygen cylinders. They start with a high quality high-pressure oxygen regulator. The standard FBO kit comes with a non-venting style regulator. (A vented style regulator is available upon request, at no extra charge.) Each FBO kit comes with the four most common fill adapters needed. Attach the braided hose and youâ&#x20AC;&#x2122;re in
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First Students Graduate Continued from Page 50 of Aviation Ph.D. program, finished his dissertation research under the supervision of Dr. Alan Stolzer, Professor and Chair of the Doctoral Studies Department. Joslin is a chief scientist with the Federal Aviation Administration who used his studies at Embry-Riddle to evaluate technology for preventing aircraft accidents on runways. He will take his findings â&#x20AC;&#x201C; that even the latest technology alerting pilots when two planes are on the same runway could stand improvement â&#x20AC;&#x201C; back to the FAA to influence the development of future technology. In an additional role, Joslin will soon become an adjunct professor for one of Embry-Riddleâ&#x20AC;&#x2122;s worldwide campuses in California and may teach full time after
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retiring from the FAA. Nearly 60 other students are currently enrolled in the aviation and engineering physics Ph.D. programs at EmbryRiddle. More students will come on board when the university launches a Ph.D. program in aerospace engineering this August and a Ph.D. program in human factors in 2014. â&#x20AC;&#x153;The high level of research being conducted by our Ph.D. students will attract companies to our new Aerospace Research & Technology Park to take advantage of their expertise â&#x20AC;&#x201C; and vice versa,â&#x20AC;? said Dr. Richard Heist, chief academic officer at the universityâ&#x20AC;&#x2122;s Daytona Beach Campus. â&#x20AC;&#x153;The mutual benefit will only increase over time.â&#x20AC;?
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Celebrating Twenty-Nine Years of In Flight USA
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August 2013
BANYAN’S AVIONICS TEAM STANDS COMMITTED ALL MAGNASTAR OPERATORS Banyan Air Service based at Fort Lauderdale Executive Airport recently completed an extensive review of the different upgrade paths and favorable discounts being offered by some of the leading vendors in the aviation industry. With more than 1,100 aircraft operating with the Magnastar system and a discontinua-
tion of service expiring in December of 2013, operators need to plan their upgrades sooner than later as the number of shops and available equipment will saturate come the fourth quarter of this year, and crews will have to explain to the boss why the phone is “out of service.” “The Banyan team understands no
HITCHCOCK AVIATION Your Destination for
ADVENTURE! 2001 PAPA 51 Turbo Thunder Mustang
2006 PAPA 51 Thunder Mustang
2 seat/low time one-of-a-kind, 740 hp Walter Turbine, Advanced IFR Avionics Package, 300 KT+ Cruise, Air-conditioning............................. Call For Special Pricing
2 seat/ low time AirVenture Award winner, 640HP Falconer V-12, Advanced IFR /Avionics Package............................................................ Call For Special Pricing
one likes to down their aircraft to perform an installation and we took the time to study how we can reduce the downtime to a minimum and make sure customers receive the best deal and largest savings offered by the vendors,” stated Brian Wilson, Banyan’s Director of Avionics. To help stimulate operators to not wait to the last second and jeopardize their chance of not getting an installation slot, Banyan is offering aggressive pricing for those operators that will input their aircraft during the third quarter of 2013. “The magnastar phone has been a stable system on board these aircraft for more than 25 years, but like any technology the time has come to remove this voice only system and upgrade to one that allows internet, email and voice communication,” stated Wilson. “Vendors are offering some very sweet deals that allow you to save up to $20,000.”
TO
SERVICE
In addition to Magnastar upgrades, the Banyan Avionics team offers comprehensive avionics installations, repairs, modifications, and is an authorized dealer for all major avionics manufacturers. They have extensive installation experience with In Flight Entertainment and Connectivity (IFEC), glass cockpits, Flight Management Systems (FMS), cockpit voice recorders, flight data recorders, enhanced ground proximity warning systems, multifunction displays, satellite communications, Iridium, and traffic alert collision avoidance systems. Banyan’s avionics department is certified as both an FAA and EASA repair station and has also earned repair station designations for Argentina, Brazil, and Venezuela. For more information about Banyan, visit www.banyanair.com.
SELECT AIRPARTS UNVEILS NEW WEBSITE
ITS
Check out our new website! www.selectairparts.com
Search our inventory online! Contact us for a quote! 1959 DeHavilland DHC-2 Beaver
1966 Piper Cherokee 180C
Total Rebuild in 2006, 440 hrs. Since Rebuild, Better than New In and Out............................. Call For Special Pricing
180 hp Lyc./369 SMOH, TTAF 4700 hrs.,IFR Avionics with GPS, Performance Mods............ Call For Special Pricing
Warbird Experience and Acro Training
Tailwheel and Backwoods Training
Specializing in Backwoods Flying Equipment Bushwheels Tundra Tires • Airglas Skies Nose Wheel Forks • Cargo Pods
www.HitchcockAviation.com 208.794.2444 or 208.371.7530
1-800-318-0010
Select Airparts has announced its newly updated website. Viewers of selectairparts.com will see fresh content, new images and have access to a free online parts search of the Select Airparts inventory. For more than 20 years Select
Airparts has been providing genuine Beechcraft and Hawker parts at significant savings to its customers. See what they have to offer at their new site. Then call for a quote or to order at 540/5640010.
August 2013
www.inflightusa.com
AIRCRAFT SPRUCE ANNOUNCES HEADSET BUY-BACK PROGRAM
Aircraft Spruce understands how difficult it can be justifying buying a new headset when the one you already have still works. And they know how much satisfaction pilots get from having the right equipment, which is why they started their Headset Buy-Back Program. Here is an opportunity for you to sell your old headset and upgrade to a new top-of-the-line headset. After inspection of your used headset, credit will be applied to your account which can then be used towards the purchase of a new headset (valued at $750+). For the complete details (including the buy-back value and criteria) on the Aircraft Spruce Headset Buy-Back Program, visit www.aircraftspruce.com/catalog/stpages /tradeupheadsets.php
To request your free copy of the Aircraft Spruce catalog, contact Aircraft Spruce at 1-877-4SPRUCE or visit www.aircraftspruce.com
AIRCRAFT SPRUCE RUNS FACEBOOK CONTEST Win a Garmin Aera 500 - Americas, a $699 value and an Icom A14 handheld radio, a $200 value from Aircraft Spruce by entering the Aircraft Spruce Facebook Contest between July 15 and Aug. 15. Just visit the website below and follow the rules on the page for your chance to win! Aircraft Spruce offers exclusive content and promotions through their Facebook page all year round! Visit www.aircraftspruce.com/catalog/stpages/facebook.php To request your free copy of the
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1979 Beechcraft F33A
1968 Beechcraft V35A
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$109,950
4085 TTSN, 1185 SFRMAN, STEC 30 A/P, KING IFR, New Paint and Interior, Like New, ......$69,950
1978 Cessna 177 RG Cardinal II
1967 Beechcraft V35
3657 TTSN, 1881 SMOH, Digital IFR, A/P, Nice original condition, One owner last 24 years, NDH,.....................................$64,950
1890 TTSN A&E, NARCO IFR, A/P, Nice Original Paint and Interior, ........................................$59,950
1982 Piper Warrior II 161
1975 Cessna T210L
1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$27,950
2268 TTS, 264 SFRMAN, GPS, A/P, Digital IFR, Original Paint, New Interior, Hangared CA Airplane.................................................$89,950
1979 Piper Warrior II 161
1967 Cessna 150
1500 SFOH, 6200 TTSN, Digital IFR, 6679 TTSN, 939 SMOH, Very nice and well Century 1 A/P, Nice Paint and Interior, taken care of Original condition, NDH...............................................$34,950 NDH...............................................$16,950
Aircraft Spruce catalog, contact Aircraft Spruce at 1-877-4SPRUCE or visit www.aircraftspruce.com
WICKS: YOUR SOURCE Wicks’ huge new buy puts the Spruce Forest as close as your phone. Wicks Aircraft always has a great selection of wood in stock, but they have just completed a special purchase of Sitka Spruce. Available immediately, this large stock of prime aviation-grade Sitka Spruce is available in large sizes, with boards up to one-inch (25mm) thick and 10-inches (250mm) wide. Length, too, is no problem. Wicks can send you wood in lengths up to 18 feet (nearly 5 1/2 meters), for gorgeous one-piece spars, and long wood in smaller cross-sections, as well. Wicks, with its trained group of
55
FOR
WOOD
helpful experts, is big on service, having selected and shipped large and long wood for decades. Wicks understands how to pack for ultimate protection and ship for the best costs; and their central-USA location puts Wicks at the optimum location for customers to save on shipping distances all across the Lower 48. Even large and custom sizes usually ship in just one to two weeks. And that’s for Spruce, Hemlock – every wood in stock. Wicks Aircraft Supply is located at 410 Pine Street, Highland, IL 62249. Visit their website at www.wicksaircraft.com. Phone orders can be made at 1-800/221-9425, Help Line: 618/6547447.
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
1967 Piper Cherokee 180
1978 Cessna 172 Skyhawk Texas Taildragger
426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$25,950
1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$39,950
1978 Piper Archer II 181
1977 Cessna 310R
1020 SFRMAN, 6900 TTSN, King IFR, DME, A/P, Very Nice Original Paint, Recent Interior, NDH, .................................$39,950
1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
D
L SO
2008 Cessna 172SP Skyhawk 993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
360 Gallon Internation Aircraft Refueler, runs and pumps fuel, ......................$2,500
Robert Coutches
(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
Celebrating Twenty-Nine Years of In Flight USA
56
August 2013
InFlight USA Classifieds (All ads run for 2 months)
00
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.
Phone: (650) 358-9908 Fax: (650) 358-9254 (09*9(-;
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PHOTO FINISH: Soaring With Sagar
OF MEN
E
ver since I was little, my parents had always bought me toy airplanes as gifts. While some kids love to collect baseball cards or matchbox cars, model airplanes (and aviation in general) have always been my passion for as long as I can remember. Some of my favorite toys growing up were my Ertl Force One F-14 Tomcat, Micro Machines Airport play sets, and any dozen of my Dyna-Flites metal jets. They looked more like blobs of metal than actual airplanes but details really didn’t matter much back then. As long as that plane had rolling wheels and wings, I supplied all the thrust, engine noises, and imagination necessary to make those planes come alive in my living room. As I grew older, I realized that there were actually models out there that had scaled details to make them look like the real planes they represent. My passion ignited when I discovered that a few years ago, Dragon Wings – a popular diecast model maker – had come out with a special military line of 1:400 scale models. I was ecstatic to discover that they had a specific model, tail number #55817, a California Air National Guard KC-135 with an F-16 in tow. By the time I learned about the model, it was already sold out. I ended up paying way more than retail for the model on the secondary market but it was completely worth it. Why? Because that specific tail number and model represented the exact KC-135 that I flew on during my very first USAF flight to photograph a pair of California Air National Guard F-16s from the 144th FW nine years ago. It launched my “career” as an aviation photographer. It was an aviation first that I will remember forever as I keep that KC-135 model on my desk as a keepsake of that special flight. After that first KC-135 flight, I was privileged to fly on many other military aircraft. By far, my most exhilarating flight happened on Aug. 12, 2010, when I took to the skies in a TU-2S Dragon Lady to photograph their mission. Less then two-dozen civilians have ever flown this aircraft in it’s 55-year existence. I was one of the lucky few chosen who was able to fly in one of those amazing crafts and see the curvature of the earth on the edge of space. For three hours, I was literally one of the highest persons in the world. Like ones first solo or graduation from pilot training, it was a moment that I knew should be properly commemorated. But models of the two seat U-2s are
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MODELS Story and Photos by Sagar Pathak
very rare to come by on the internet, especially for an affordable price. Luckily I had some friends at Aim Higher Jets, a diecast and mahogany airplane model company that specializes in custom models for just such unique occasions, to help me out. After checking out their models, I decided to get my TU-2S built as a custom mahogany model. With a couple of clicks on their site, I had placed the order and received notice that in eight to 10 weeks my model would arrive via priority shipping. Within an hour, Aim Higher Jets contacted me to discuss the exact details of the plane I wanted. I gave them the tail number and described the markings of the very TU2S I flew in. They even had an option to add my name under the canopy. But the details don’t stop there. Their attention to detail includes features that other model companies never think about, like pitot tubes, subtle paint shading, wire antennas, and even colored strobe and navigation lights. The model is supported on a polished wood stand that comes with an engraved plaque and a polyurethanesealed, high-resolution squadron logo. I uploaded several photos to give the team that was hand carving the model a few reference shots. I was impressed that they went as far as matching the color paint codes of the actual paint on the aircraft. No detail was left untouched. In the eight weeks that it took to craft the model, there were several times that the modelers checked in with me to make sure I was up to date on the status of the model and satisfied with the progress of it. Once I approved the model from the photos, they shipped it. When I got the email notification that my package had shipped, I was tracking it online as it flew across the country. As excited as a kid on Christmas morning, I rushed home to open my box from Aim Higher Jets. It was beautiful and captures that special moment perfectly. From this experience, I’ve realized that it’s one thing to just buy an off the shelf product, but the experience of having your own custom model takes my love of accurate airplane models to a whole new level. The TU-2S is the new centerpiece of my Dragon Lady memorabilia collection.
Top to Bottom: Sagar Pathak with the TU-2S that the model was designed after. Sagar withLtCol Jon "Huggy" Huggins. The red strobe light is just one of the subtle details on the TU-2S model that celebrated my achievement. The Model is the centerpiece in my U-2 display that features challenge coins, patches, a tube of food designed to feed the pilots, and a flag certificate. AimHigherJets.com makes models for all kinds of special occasions. They carry an extensive line of diecast models by Hobby Master, InFlight200 and GeminiJets. Their true specialty though is selling customized military and civilian mahogany models at very reasonable prices. They even have a line of select pilot training and military mahogany models that are customized and delivered
The TU-2S model has details that include pitot tubes, wire antennas, and a custom display stand. in just three to four weeks…something no one else on the web currently offers. If you are looking for an accurate model of a special event or want the perfect gift for that aviation fan who has everything, I’d highly recommend a model from Aim Higher Jets.
Celebrating Twenty-Nine Years of In Flight USA
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August 2013
AD INDEX ACT ..........................................14
Aviation Gifts by Wileman ......46
Giottos Interiors ........................10
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Aviation Insurance Resources..22
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San Carlos Aviation Supply ....12
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Banyan Air Service ..................37
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Corona Cylinders......................30
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