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March 2015
www.inflightusa.com
3
Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.
MARCH
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13 — 15 14 15
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21 — 22
22 27 — 29 28 28 — 29
APRIL
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11 — 12 17 — 19 18
18 — 19
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MAY
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Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Living History Flying Event, “P-47G Thunderbolt,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Titusville, FL: TICO Warbird Air Show, Space Coast Regional Airport, gates 8:30 a.m., (321) 268-1941, www.vacwarbirds.net. Q El Centro, CA: NAF El Centro Air Show, gates i a.m., (760) 339-2519. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q El Cajon, CA: Deadline to register for Stearman Fly-In, May 14 — 17. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Chino, CA: Living History Flying Event, “Women in Aviation,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Columbus, GA: Thunder in the Valley Air Show, gates 10 a.m., Columbus Airport, (706) 243-8954, www.thunderinthevalleyairshow.com. Q Los Angeles, CA: Los Angeles County Air Show, gates 9 a.m., Fox Airfield, www.lacountyairshow.com. Q Melbourne, FL: Melbourne Air & Space Show, gates 9 a.m., Melbourne Int’l. Airport, www.airandspaceshow.com. Q Oakland, CA: Open Cockpit Day, noon to 4 p.m., Oakland Aviation Museum, (510) 638-7100, www.oaklandaviationmuseum.org. Q Palm Coast, FL: Wings over Flagler, gates Fri. 4 p.m./ Sat. & Sun. 10 a.m., Flagler County Airport, www.wingsoverflagler.com. Q Riverside, CA: Riverside Air Show, 9 a.m. to 4 p.m., Riverside Airport, www.riversideairport.com. Q Punta Gorda, FL: Florida Int’l. Airshow. CANCELLED. Q Tuscaloosa, AL: Tuscaloosa Regional Airshow, Tuscaloosa Regional Airport, (205) 248-5800. Q Biloxi, MS: Thunder on the Bay Airshow, 9 a.m. to 5 p.m., Keesler AFB, (228) 377-7329. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Living History Flying Event, “B-25 Mitchell,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Beaufort, SC: MCAS Beaufort Airshow, 9 a.m., (843) 228-6316, www.beaufortairshow.com. Q Panama City, FL: Gulf Coast Salute, Tyndall AFB. Q New Smyrna Beach, FL: New Smyrna Beach Balloon & Skyfest, gates Fri. 4 p.m./Sat.-Sun. 7 a.m., (386) 451-8978, www.seasideballoonfest.com. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Louisville, KY: Thunder over Louisville, Standiford Field, (502) 7672255, thunderoverlouisville.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Corpus Christi, TX: NAS Corpus Christi Air Show, (361) 961-2267. Q Grant-Valkaria, FL: Valkaria AirFest, gates 8 a.m.,Valkaria Airport, (321) 952-4590. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q Lakeland, FL: Sun ’n Fun Int’l. Fly-In & Expo, gates 9 a.m., Lakeland Linder Regional Airport, www.sun-n-fun.org. Q Durant, OK: Take to the Skies AirFest, 10 a.m. to 6 p.m., Durant Regional Airport, www.taketotheskiesairfest.com. Q Vidalia, GA: Vidalia Onion Festival Air Show, gates 9 a.m., Vidalia Regional Airport, (912) 293-2885, www.vidaliaonionfestival.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.
Continued on Page 7
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In Flight USA Celebrating 30 Years
March 2015
PATRIOTISM FOCUS AT ANNUAL SUN ‘N FUN INTERNATIONAL FLY-IN & EXPO
ON
M
THE
COVER...
ark your calendar for the 41st Annual Sun ‘n Fun International Fly-In & Expo presented by Visit Florida April 21-26, 2015 in Lakeland, Fla. Proceeds from all events are returned to aviation-based STEM (Science, Technology, Engineering & Math) curriculums through year-round programs and activities at Sun ‘n Fun’s Aerospace Center for Excellence. Agreeing to help make attendance soar for the major annual fund-raising event on the Sun ‘n Fun Convention Campus, two jet teams will appear: • The prestigious Breitling Aerobatic Display Jet Team, that illustrates the brand’s cherished values: performance, precision, aesthetic sophistication and innovation, is the first and largest of its kind. Comprised of seven L-39 C Albatros jets reaching speeds of up to 435 mph with up to 8G accelerations while flying within 10 feet of each other, the Breitling pilots embody the very essence of daring, speed and audacity. Having
flown across 36 countries around the world, the Breitling Jet Team will commence their first “American Tour” by opening the Sun ‘n Fun airshow at 3 p.m. on April 21 and continuing to perform throughout the week. • With a tradition of hosting military jet teams, Sun ‘n Fun is pleased to announce that the Thunderbirds, the U.S. Air Force Air Demonstration Squadron, will perform on April 25-26. The sharply choreographed, drill-style ground ceremony kicks off the demonstration by showcasing the attention to detail and esprit de corps that defines enlisted members. As the jets take to the skies and fly only a few feet from wingtip to wingtip, the crowd gets a glimpse of the awesome skills and capabilities that all fighter pilots must possess. The solo pilots integrate their own loud and proud routine, exhibiting some of the maximum capabilities of the F-16 Fighting Falcon – the Air Force’s premier multi-role fighter jet. Continued on Page 17
Historic aircraft from the the Tesas Flying Legends Museum will be at the 2015 Sun ‘n Fun International Fly-In & Expo. Pictured here (and on the cover) are Little Horse, their P-51D Mustang and Aleutian Tiger, a P-40K Warhawk. The Texas Flying Legends Museum is dedicated to honoring past generations through active displays of WWII warbirds. (Courtesy of Texas Flying Legends Museum)
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TABLE Volume 31, Number 7
OF
CONTENTS March 2015
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
ON THE COVER ON THE COVER
PHOTO FINISH
PATRIOTISM FOCUS AT ANNUAL SUN ‘N FUN
ANATOLIAN EAGLE 2014-2 Text and Photos By Alberto Celsan and Marco Bazzan Page 38
Page 4
Cover Photo Provided By Texas Flying Legends Museum
FEATURES
COLUMNS
Editorial: Droning On By Ed Downs ..................................................................6
Contrails: Staggering Off
NEWS AOPA: Putting a Dollar Value on GA ............................................8 DOT and FAA Propose New Rules for UAS..................................8 ARSA to FAA: “Or New” Unacceptable ......................................13 Bonhomme Triumphs In Abu Dhabi Red Bull Air Race ............14 AOPA Applauds New Pilot’s Bill of Rights ................................18 NTSB Says ECi Rule Goes Too Far ............................................21 Discovery Channel’s How It’s Made Films at Piper ..................27 Lincoln Beachey and Panama Pacific Exposition of 1915 ......26 FAA Issues UAS Guidance for Law Enforcement......................28 FAA Grants Real Estate, Agricultural UAS Exemptions ..........28 Business Aviation and Rotor News ............................................36 Buddypilots Redefining GA Management..................................45 Planes of Fame Airshow ..............................................................46 Idaho Aviation Expo 2015 ............................................................46
Interview With Astronaut, Chris Hadfield By Shannon Kern ..........................................................20
By Steve Weaver ..............17
Flying With Faber: Drive Along the California Coast By Stuart Faber ................29 Homebuilder’s Workshop: First Flight
On Thin Ice – Flying With the Iditarod Air Force By Donia Moore ............................................................33
By Ed Wischmeyer ..........34
Safe Landings: What Would You Have Done....................42
Pilot, Friend, Teacher By Anna Serbinenko ....................................................40
End Of An Era: A7 Farewell By Alberto Celsan and Ruggero Piccoli ............................41
DEPARTMENTS Calendar of Events ........................................................3 Goodies & Gadgets ......................................................38 Classifieds ....................................................................48 Index of Advertisers ....................................................50
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6
In Flight USA Celebrating 30 Years
March 2015
DRONING ON
Editorial
L
By Ed Downs
et’s get to the bottom line. Are you, as a GA or business pilot, likely to encounter a drone being operated in the vicinity of your airport by individuals who know nothing about airspace rules or airport operations? Yes! Are you, as a private citizen, likely to have drones flying overhead that do not have maintenance or controllability standards by individuals who are untrained and unfamiliar with the characteristics of the machine they are operating? Yes! Now, let’s take a look at why these conclusions have been drawn. In late 2012, this writer became aware of the widespread use of Unmanned Aerial Systems (UAS) in the National Airspace System (NAS). After considerable research, an editorial titled, “Sharing Airspace with UAVs” appeared in the January 2013 issue of In Flight USA addressing what might be a growing safety issue to contemporary aircraft. Often referred to as “drones,” research disclosed that two types of “drones” existed. Those being flown by a trained pilot and often “chased” by a manned aircraft are called UASs, meaning Unmanned Aerial Systems. Those flying an autonomous drone, meaning fully automatic without a pilot or visual interface, are called UAV’s, Unmanned Aerial Vehicles. The January, 2013 article pointed out that in both cases, these flights were conducted under positive FAA control in Class A airspace or with a chase plane, and in all cases with a specific letter of authorization from the FAA. In most instances, a NOTAM would be issued to warn local pilots of such operations. It appeared as though UAS/UAV operations were being carefully controlled and monitored. Most of these operations were conducted by government agencies with trained teams at the helm. While concerned, this writer was not alarmed. The possible problems of interfacing UAS aircraft into public airspace was recognized by the FAA in 2008. An Aviation Rulemaking Committee (ARC) was formed to come up with recommendations that the FAA could use to create suitable regulations designed to permit UAS operations while ensuring safety to contemporary aircraft and persons on the ground. That committee concluded its review in 2009 and turned in their conclusions to the FAA. It appears as though these recommendations took on the persona of a coffee table book, designed to impress people with interest in a subject but never really opened or read.
In 2012, Congress got wind of the inactivity on the subject of drones” and admonished the FAA to get something done. Mind you, the “get something done” order came from a Congress that is probably the most do-nothing Congress in the history of our country… but that is for another editorial! The FAA got to work and just a few weeks ago released a Notice of Proposed Rulemaking (NPRM) to the Federal Registry for Public Comment. You can link to this NPRM on the FAA homepage at www.faa.gov. In other words, from problem recognition to rule proposal took about seven years. Technology has not stood still, waiting for the FAA (or Congress) to act. Since the editorial that appeared in these pages about two years ago was published, the world of drones has literally exploded in use and popularity. UAS and UAV drones are now readily available to anyone who wants to buy one (typically the helicopter type designs). Prices range from toy level (perhaps $20 to $200) up to highly capable drones with large payloads and sophisticated sensor packages (more than $1,000). These “consumer drones” are entering the marketplace by the thousands, and this writer believes that will become the tens of thousands within the next couple of years. Use of these drones ranges from pure recreation and fun to sophisticated business applications. One might think, isn’t the NPRM issued by the FAA supposed to take care of all of this? Yes, that is the intent. The reality is that the proposed rule, although well intended, is flawed in a variety of ways and now subject to public comment. Comments must be incorporated into the proposed rule, often resulting in another NPRM round of activity. Even if one is to assume that the NPRM goes through the system smoothly (and it won’t), the final rule is at least two years in the future, more likely three to five years away. Once implemented, the rule incorporates an entire certification process that will involve thousands of drones and drone operators (the official name of a drone pilot). That will take even longer to gear up, often requiring Advisory Circulars, FAA Orders, and a variety of FAA notices, all part of a rule-making process that most pilots know nothing about. In short, implementing a new federal law is a long and complicated process but a good thing in that it helps Continued on Page 10
March 2015
www.inflightusa.com
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Calendar of Events Continued from Page 3 2
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Q Manassas, VA: Manassas Open House & Air Show, 10 a.m. to 4 p.m., Manassas Regional Airport, www.marbainc.com. Q Peachtree City, GA: Aircraft Spruce East - Customer Appreciation Day, 8 a.m. to 4 p.m., (770) 487-2310, (877) 477-7823. Q Abilene, TX: Dyess AFB Big Country Airfest, gates 9 a.m., www.dyessfss.com. Q Shreveport, LA: Defenders of Liberty Open House & Airshow, gates 9 a.m., Barksdale AFB, www.barksdaleafbairshow.com. Q Chino, CA: Planes of Fame Airshow “A Salute to Veterans,” Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Davenport, IA: Quad City Air Show, @noon to 5 p.m., Davenport Municipal Airport, www.quadcityairshow.com. Q Dallas, GA: Salute American 2015 Air Show, gates Sat. 1:30 p.m./ Sun. 11:30 a.m., Paulding Airport, www.pauldingairshow.net. Q Millville, NJ: Millville Wheels & Wings Airshow, 10 a.m. to 6 p.m., Millville Municipal Airport, (856) 327-2347, www.millvilleairshow.com. Q El Cajon, CA: Stearman Fly-In, Allen Airways Flying Museum, Gillespie Field, (619) 596-2020. Deadline to register Mar. 15. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Redlands, CA: Hangar 24 AirFest & Anniversary, Redlands Airport, www.hangar24airfest.com. Q Hondo, TX: CAF Warbirds over Hondo, South Texas Regional Airport, www.warbirdsoverhondo.com. Q Auburn, AL: Auburn Opelika Airshow, Auburn University Regional Airport, www.auburnopelikaairshow.com. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Goldsboro, NC: Wings over Wayne, gates 8 a.m., Seymour Johnson AFB, www.wingoverwayneairshow.com. Q Chicopee Falls, MA: The Great New England Air Show, Westover ARB, www.greatnewenglandairshow.com. Q Virginia Beach, VA: Warbirds over the Beach, gates 9 a.m., Virginia Beach Airport, militaryaviationmuseum.org. Q Augusta, GA: Boshears Skyfest & Fly-In, gates 9 a.m., Daniel Field Airport, www.boshears.com. Q Addison, TX: Warbirds over Addison, Addison Airport. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., (858) 699-0251. Q Wantagh, NY: Bethpage Air Show, 10 a.m. to 3 p.m., Jones Beach State Park, airshow.jonesbeach.com. Q Columbia, MO: Salute to Veterans Air Show, 9:30 a.m. to 3:30 p.m., Columbia Regional Airport, www.salute.org. Q Rochester, NY: Rochester Int’l. Air Show, Greater Rochester Int’l. Airport, www.rocairshow.info. Q Greeley, CO: Rocky Mountain Airshow, Fri. 4-9:30 p.m./Sat. & Sun. 9 a.m. to 4 p.m., Aurora Reservoir, www.cosportaviation.org. Q North Kingston, RI: Rhode Island National Guard Open House Airshow, gates 9 a.m., Quonset State Airport, www.riairshow.org. Q Suffolk, VA: Virginia Regional Festival of Flight, gates 8 a.m., Suffolk Executive Airport, www.virginiaflyin.org. Q Blaine, MN: Discover Aviation Days, 7 a.m. to 4 p.m., Anoka County Airport, www.discoveraviationdays.org. Q Reading, PA: Mid-Atlantic WW II Weekend “A Gathering of Warbirds,” gates 8:30 a.m., Reading Regional Airport, www.maam.org. Q Chino, CA: Living History Flying Event, “Douglas DBD Dauntless,” 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Ada, OK: Ada Air Expo, Ada Municipal Airport, www.adaairexpo.com. Q Salt Lake City, UT: Skypark Aviation Festival, 9 a.m. to 4 p.m., Skypark Airport, www.skyparkutah.com. Q Fishers, IN: Indiana Wing CAF Warbird Expo, 9 a.m. to 5 p.m., Indianapolis Metropolitan Airport, www.warbirdexpo.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Waco, TX: The Heart of Texas Airshow, 9 a.m. to 6:30 p.m., TSTC Campus Airport, www.heartoftexasairshow.com. Q Rockford, IL: Rockford AirFest, 9 a.m. to 5 p.m., Chicago Rockford Int’l. Airport, www.rockfordairfest.com. Q Knob Noster, MO: Wings over Whiteman AFB, (660) 687-2950. Q Virginia Beach, VA: Flying Proms, gates 3 p.m., Military Aviation Museum, www.militaryaviationmuseum.org. Q Ocean City, MD: OC Air Show, 9 a.m. to 4 p.m., 14th to 20th streets off the boardwalks, ocairshow.com. Q Granite Falls, MN: Ray Fagen Memorial Airshow, Fagen Fighters WWII Museum, Granite Falls Municipal Airport, (320) 564-6644.
A Break in the Battle If it seems like the war against general aviation user fees has waged on and on, that’s because it has. In one form or another, user fees for GA have been proposed again and again by different government agencies and administrations over the course of decades. And over those same decades, AOPA and other GA organizations have fought back, often with the strong support of friends in Congress. In recent years, general aviation supporters in Congress have been unified and vocal in their opposition to user-fees, repeatedly telling the President that the idea is a non-starter. And it seems the message got through. For the first time in several years, the White House did not recommend a $100 per flight user fee for general aviation in its 2016 budget proposal. I’d like to believe that means the war has been won and we’ll never hear another word about user fees. But I think we all know better than that. Instead, I’ll consider it a break in the battle that lets us focus our attention on other critical issues, like third-class medical reform, lowering the cost to comply with the FAA’s ADS-B Out mandate, and making sure general aviation needs are represented in the next long-term FAA funding package. Still, the President’s budget is a starting place for the conversation and many of its recommendations seem to bode well for general aviation. The budget plan includes a $15.8 billion request to fund the FAA and its activities. Tucked in among the specific requests is $845 million for NextGen-related capital investments and $6 million to continue the research needed to transition from avgas to an unleaded replacement fuel. The President’s plan also includes money for airport improvement program (AIP) grants, though the budget would cut this figure by $450 million and eliminate guaranteed AIP entitlements at large hub airports, moving the focus to smaller commercial and GA airports. Overall, the budget plan has plenty of good news for programs that are important to general aviation. But we’re still a very long way from a final spending plan. Congress will have its own ideas on how to fund the FAA and its programs for 2016 and beyond, and AOPA will be there, getting actively involved to make sure GA needs are represented at every step along the way.
President & CEO, AOPA
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org today.
PUTTING
8
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By Mark Baker
A
DOLLAR VALUE
In Flight USA Celebrating 30 Years
ON
GA
March 2015
t’s not always easy to quantify the things you love, and general aviation can be like that. For many passionate pilots, flying is about freedom and pleasure and adventure and opportunity – not about dollars and cents. But in our data driven world, when we want others to recognize the value of general aviation, talking about passion and freedom just won’t cut it. Lawmakers, regulators, business leaders, and decision makers of all kinds want hard numbers. And that’s why a new Pricewaterhouse Coopers study of general aviation’s
contributions to the U.S. economy, based on 2013 data, is so important. The study determined that general aviation supports 1.1 million jobs and contributes $219 billion in annual economic output in the United States. And these aren’t just any jobs – they’re good jobs ranging from engineering and manufacturing to service and management roles. You might ask yourself why this really matters. And for you, the pilot who’s hooked on general aviation, maybe it doesn’t. But it sure makes a difference when it comes to AOPA’s ability to fight for your freedom to fly. When I go before members of Congress to ask for their support, they
want to know how general aviation fits into the larger picture of our national economic and transportation systems. They need to feel confident that supporting general aviation will benefit their constituents and the nation. This new study provides clear evidence, in terms of dollars and jobs, that general aviation matters to millions of Americans, whether or not they fly themselves. The tough economic times of recent years hit the general aviation community hard. Individual pilots flying recreationally found they had less money to spend on their passion. Many companies that use GA for business cut back, too, as they tried to weather the challenging environment.
For airports, FBOs, repair shops, avionics makers, aircraft manufacturers, flight schools, and dozens of other businesses, that meant a corresponding decline in activity, and sometimes job cuts, too. But this new study sponsored by AOPA, the General Aviation Manufacturers Association and six other GA organizations, shows that, despite having recently emerged from one of the most difficult economic environments in the past century, general aviation is coming back and has an important role to play. It’s great evidence of just how resilient our community is, and I believe it’s a harbinger of even better things to come.
The General Aviation Manufacturers Association (GAMA) has announced it has formally joined the Air Transport Action Group (ATAG). ATAG is an independent coalition of stakeholders from all facets of aviation dedicated to advancing environmentally sustainable aviation manufacturing and operations. “The general aviation (GA) manufacturing industry is committed to addressing climate change by improving the fuel efficiency of aviation as the industry grows,” GAMA President and
CEO Pete Bunce said. “We are pleased to formally join with other stakeholders in aviation to work together under the ATAG umbrella.” Bunce continued, “General Aviation, including business aviation, is a vital part of the transport infrastructure and is responsible for generating significant economic activity and creating good jobs around the world. We look forward to working with ATAG to ensure that the 39th General Assembly of the International Civil Aviation Organization
(ICAO) in 2016 develops environmental standards for the industry that are technically feasible and economically reasonable, help to protect the environment, and allow aviation to grow on a sustainable basis for the long term.” Background: The global business aviation industry, with the manufacturing sector represented by GAMA and the operator community represented by the International Business Aviation Council (IBAC) committed in 2009 to the following specific targets: a) Carbon-neutral
growth from 2020 onward; b) An improvement in fuel efficiency of an average of two percent per year from 2009 until 2020; and, c) A reduction in total CO2 emissions of 50 percent by 2050 relative to 2005. More information on this can be found www.gama.aero. More information on ATAG can be found on its website at www.atag.org. For additional information, please contact GAMA’s Senior Vice President for International and Environmental Affairs Ed Smith (esmith@gama.aero).
The Department of Transportation’s Federal Aviation Administration on Feb. 15, proposed a framework of regulations that would allow routine use of certain small unmanned aircraft systems (UAS) in today’s aviation system, while maintaining flexibility to accommodate future technological innovations. The FAA proposal offers safety rules for small UAS (under 55 pounds) conducting non-recreational operations. The rule would limit flights to daylight and visual-line-of-sight operations. It also addresses height restrictions, operator certification, optional use of a visual observer, aircraft registration and marking, and operational limits. The proposed rule also includes extensive discussion of the possibility of an additional, more flexible framework for “micro” UAS under 4.4 pounds. The FAA is asking the public to comment on this possible classification to determine whether it should include this option as
part of a final rule. The FAA is also asking for comment about how the agency can further leverage the UAS test site program and an upcoming UAS Center of Excellence to further spur innovation at “innovation zones.” The public will be able to comment on the proposed regulation for 60 days from the date of publication in the Federal Register, which can be found at www.regulations.gov. Separate from this proposal, the FAA intends to hold public meetings to discuss innovation and opportunities at the test sites and Center of Excellence. These meetings will be announced in a future Federal Register notice. “Technology is advancing at an unprecedented pace, and this milestone allows federal regulations and the use of our national airspace to evolve to safely accommodate innovation,” said Transportation Secretary Anthony Foxx. The proposed rule would require an
operator to maintain visual line of sight of a small UAS. The rule would allow, but not require, an operator to work with a visual observer who would maintain constant visual contact with the aircraft. The operator would still need to be able to see the UAS with unaided vision (except for glasses). The FAA is asking for comments on whether the rules should permit operations beyond line of sight, and if so, what the appropriate limits should be. “We have tried to be flexible in writing these rules,” said FAA Administrator Michael Huerta. “We want to maintain today’s outstanding level of aviation safety without placing an undue regulatory burden on an emerging industry.” Under the proposed rule, the person actually flying a small UAS would be an “operator.” An operator would have to be at least 17 years old, pass an aeronautical knowledge test and obtain an FAA UAS operator certificate. To maintain certification, the operator would have to pass the
FAA knowledge tests every 24 months. A small UAS operator would not need any further private pilot certifications (i.e., a private pilot license or medical rating). The new rule also proposes operating limitations designed to minimize risks to other aircraft and people and property on the ground: • A small UAS operator must always see and avoid manned aircraft. If there is a risk of collision, the UAS operator must be the first to maneuver away. • The operator must discontinue the flight when continuing would pose a hazard to other aircraft, people or property. • A small UAS operator must assess weather conditions, airspace restrictions and the location of people to lessen risks if he or she loses control of the UAS. • A small UAS may not fly over people, except those directly involved with the flight. Continued on Page 13
President and CEO AOPA
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FAA PROPOSE NEW RULES FOR SMALL UNMANNED AIRCRAFT SYSTEMS
March 2015
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March 2015
Editorial: Droning On
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Continued from Page 6 limit bad or abusive law making. Regrettably, the drone manufacturers and users are not waiting for FAA guidelines, and tens of thousands of first and secondgeneration drones will be in use before some irresponsible manufacturers and users can be brought under some form of reasonable regulatory control. There is a good guy in this story. That would be the American Model Association or AMA. Radio Control (RC) model airplanes have been a leader in so-called drone technology for many years, dating back to the late 1950s. The AMA has long-standing safety standards in play that have been voluntarily adhered to by hundreds of thousands of RC fans for years. In fact, Public Law 112-95 specifically prohibits the FAA from “promulgating rules regarding model aircraft” that meet a set of specific criteria, which include being flown for strictly hobby or recreational use and are “operated in accordance with a community-based set of safety guidelines and within the programming of a nationwide community-based organization.” The effectiveness of AMA guidelines, typically incorporated into local RC club guideline has been highly successful in promoting safety and keeps the FAA at bay. While the FAA has included hobby RC flying into the proposed rule, hobby RC flying has been incorporated into the existing FAR 101, which deals with “moored balloons, kites, amateur rockets, and unmanned free balloons.” Yeah, go figure! Using FAR 101 as the regulatory vehicle for RC models keeps this very responsible hobby out of the new FAR being created for drones, FAR 107. Hobby flying rules basically repeat what Public Law 112-95 says, except that the 55 lbs. weight limit being applied to drones covered by FAR 107 is also applied to RC models. That will probably be challenged, as some “giant scale” models (like a B-29 with a 30 ft. wing span) exceed that weight. The AMA has joined with the Association for Unmanned Vehicle Systems International, the Small UAV Coalition and other members of the small UAS and hobby industry in launching the “Know Before You Fly” campaign. This educational outreach has been widely accepted and heralded as a beneficial and effective means of educating the new Small UAS enthusiasts and addressing inappropriate or improper use of this technology. So, what does the proposed FAR 107 have to say? First, like most FARs, the meat of the proposed rule is in the preamble of the NPRM, not in the rule
itself. The preamble is 39-pages long, small print. The actual changes to existing rules (seven other FARs are involved) and the entirety of the proposed FAR 107 is six pages long. While not actually stated in FAR 107, the rule is intended to cover those who are using a drone for what might be described as furtherance of business or commercial purposes. Examples that immediately come to mind are building and bridge inspection, agricultural use, product delivery, motion picture and TV production applications, and hundreds of other uses that are too numerous to mention. It is very clear that hobby and recreational uses are excluded from FAR 107 but covered much more generally in FAR 101. Autonomous UAVs are not covered by FAR 107, but must continue to comply with existing procedures requiring specific FAA approvals and a letter of authorization. The division between hobby and professional use is very loose and will cause problems. For example, a hobby hunter might use his drone to look for game, which would be hobby use. A hunting guide might use the same drone to find game for clients, which would be professional use. It may be difficult to narrow down just who falls under FAR 107. The drones covered under FAR 107 must not weigh more than 55 lbs., have a max speed not to exceed 87 kts (or 100 mph) and may not be flown higher than 500 ft. AGL. The drone must be in visual contact at all times without the aid of a “viewing device.” One may wear corrective lenses and must be able to assess attitude, altitude, and direction at all times. Visibility must be at least three statute miles, and it must stay 500 ft. under clouds and 2,000 ft. away from clouds. Operation is only permitted from sunrise to sunset and not within class B, C, D, or E airspace that goes to the ground. Operation in such airspace may be permitted if prior arrangements are made with the controlling authority. A drone may be flown out of the view of the operator if there is a qualified observer and communication system in place that allows the operator to know what the drone is doing at all times. The FAR 107 drone may not be flown over people or assemblies. It may fly over structures. Basically, drones are limited to low altitude operation in class G airspace. Helicopter pilots, heads up! Folks flying a drone for other than “hobby or recreational purposes” must be licensed, and their drones must be FAA registered. Such folks are not to be called “pilots” but will carry an “Operators Continued on Page 12
March 2015
PROPOSED UAS RULE ADDRESSES KEY AOPA CONCERNS www.inflightusa.com
The Federal Aviation Administration (FAA) has announced a proposed rule governing the use of commercial small unmanned aerial systems (UAS) that would address many of the concerns raised by the Aircraft Owners and Pilots Association (AOPA), including setting certification requirements for operators and requiring see-and-avoid capabilities. The rule affects UAS weighing 55 pounds or less that are flown for nonrecreational purposes. “Safety is our biggest concern when it comes to integrating unmanned aircraft into the airspace system,” said AOPA President Mark Baker. “Clear guidance for UAS operations is needed to protect pilots and passengers. We’re pleased that the FAA is moving the rulemaking process forward, but this really can’t happen fast enough.” Transportation Secretary Anthony Foxx and FAA Administrator Michael Huerta announced details of the proposed rule during an unusual Sunday news conference on Feb. 15. Under the notice of proposed rulemaking (NPRM), small UAS would be required to “see-andavoid” other aircraft, giving right of way to manned aircraft. They also would be limited to daylight, line-of-sight operations with a least
LAS
three statute miles visibility at speeds of less than 100 mph and altitudes below 500 feet. The UAS would not be allowed to operate over people, except those involved in the flight. They would be required to remain outside of Class A airspace and at least 500 feet below clouds and 2,000 feet from them horizontally. Operations in Class B, C, and D airspace, as well as within the lateral boundaries of the surface area of Class E airspace, can be allowed with prior permission from air traffic control. The NPRM also sets certification requirements for small UAS operators, requiring them to be at least 17 years of age, pass an FAA-administered knowledge test every two years, and obtain an FAA-issued UAS Operator Certificate with a small UAS rating. While the FAA will not require the aircraft themselves to be certified, it will require them to obtain an FAA registration and display an N-number. Operators must also conduct preflight safety inspections before each flight. Privacy issues have also been a concern when it comes to small UAS operations, but the FAA’s NPRM does not address those issues. Instead, the FAA has said the National Telecommunications and Information Admin-
istration (NTIA) will engage with the FAA and stakeholders to address privacy issues. In the meantime, the White House issued a presidential memorandum dealing with drone privacy issues shortly before the FAA’s Feb. 15 announcement. The memo requires federal agencies to
A
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make their policies and procedures consistent with limits on data collection and use as well as the retention and dissemination of information collected by drones. It also gives the NTIA and Commerce Department 90 days to create a “framework for privacy, accountability, Continued on Page 12 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists..............................................................Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280
In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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1981 A36TC BONANZA 3198 TT, 446 SFRMN, King digital radios, GPS, HSI, KFC-200 AP/FD/YD, tip tanks, EDM-800 engine data, oxygen.
1982 PRESSURIZED 58 BARON 3320 TT, 830/830 SMOH by RAM, G-600 PFD/MFD w/synthetic vision, GTN-650 w/fuel flow & WAAS, GDL-69A data downlink w/XM wx/radio, TCAS, stormscope, KFC-250 AP/FD/alt preselect /YD, known ice, EDM-960 engine management, VGs, low thrust detectors, standby gyro.
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1979 CESSNA TURBO 210N 7753 TT, 481 SNEW, Apollo radios, dual Nav/Coms, GPS, MFD, DME, stormscope, Cessna 400B AP, JPI GEM, 6-place oxygen, hot prop, intercom.
1989 MALIBU MIRAGE 3039 TT, 1216 SFRMN, Garmin 530 WAAS, moving map, HSI, KFC-150 AP/FD/YD, KAS-297 preselect/alert, known ice,air, spoilers, fuel computer, ground clearance.
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In Flight USA Celebrating 30 Years
March 2015
Editorial: Droning On Continued from Page 10 Certificate.” Such a person must be at least 17 years old and have passed a course of regulatory training and a written exam, both of which are yet to be defined. An operator must submit an application to the FAA (or designee) with the signature from a CFI indicating that training has been accomplished. There is no form of flight training or flight-testing involved. Operators must undergo recurrent ground training once every 24 months. In other words, a certificated operator may legally place a 100 mph, 55 lb. drone into commercial service in a public area without a lick of operating experience. What could go wrong? In a nutshell, that is what we have going on in the world of drones. The rule, and implementation of the rule, is probably beyond the FAA’s current staffing levels. Can you imagine what will happen when tens of thousands of drone registration applications pour in and thousands of potential operators send in their applications? Not to mention the need to create a test database and educate all CFIs as to what is happening! Certainly,
all of this can be done but not quickly. This writer hopes that the AMA might become more proactive in the drone discussion and/or drone manufacturers might look into the industry consensus approach used by the sport pilot and S-LSA community, employing the resources of ASTM International. Such action could result in usable guidelines being in place within 12 to 18 months that would incorporate the best minds of a dramatically growing industry. It is something to think about. Finally, this NPRM has nothing to do with issues of privacy or the use of drones to gather personal information. Tax agencies can patrol for taxable property modifications, law enforcement agencies can surveil without search warrants, marketing firms can gain information for sales programs, neighbors can “peek” over the backyard fence. These are all different from the issue of flight safety. Of course the subject of personal privacy could open an entirely new market. Maybe “anti-drone” laser guns? Perhaps “interceptor drones?” Maybe I should stop writing?
Proposed UAS Rule
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Continued from Page 11 and transparency.” In announcing the new rules for small commercial drones, the FAA said it would seek input on whether to create a subset of rules for so-called “microlight” UAS weighing 4.4 pounds or less. The FAA suggested those aircraft might not require a UAS operator certificate but could be restricted to daytime line-of-site operations at altitudes of 400-feet or lower in Class G airspace. Those requirements are not part of the current proposed rule. The agency is also seeking input on how the it can further leverage the UAS test site program as well as plans for a UAS Center of Excellence designed to spur innovation. The publication of the NPRM opens the way for the public to review and comment on the proposal, and AOPA will file formal comments in advance of the deadline set for 60 days from the date of publication in the Federal Register. AOPA has long expressed concerns about safely integrating unmanned air-
craft into the national airspace system, insisting that commercial UAS be flown by an FAA-approved pilot or operator, have see-and-avoid capabilities, and be flown in compliance with current operating rules and airspace requirements. In Dec. 2014, AOPA President Mark Baker asked the U.S. House of Representatives Aviation Subcommittee to reinforce the need for the FAA to expedite the rule governing commercial UAS operations and to address the reckless and careless operation of recreational UAS. In 2014, the FAA received nearly 200 pilot reports describing encounters with unmanned aircraft. While the NPRM does not address recreational UAS operations, AOPA has asked the FAA to issue clear and definitive guidance for recreational operators, encourage manufacturers to include information on FAA guidance in their packaging materials, work with AOPA and remote control aircraft groups to conduct educational outreach, and publish guidance to help pilots file timely reports of reckless UAS operations.
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ARSA
March 2015
TO FAA: “OR UNACCEPTABLE
On Jan. 29, the Aeronautical Repair Station Association (ARSA) asked the Federal Aviation Administration (FAA) to clarify when the new owner of a repair station can apply for an amended versus a new certificate. The change to the repair station rule, which became effective Nov. 10, 2014, revised Title 14 Code of Federal Regulations (CFR) section 145.57(b). That section states the new owner of repair station assets”…must apply for an amended or new certificate in accordance with 145.51.” (Emphasis added.) The addition of the words “or new” was not even mentioned in the notice of proposed rulemaking, but the FAA reasoning is that “the revision clarifies that a new owner will need to apply for a new certificate only if the new owner chooses to operate as a repair station.” The unnecessary change has resulted in confusion, rather than clarity. While ARSA recognizes that a repair station certificate cannot be transferred, amending one takes fewer resources for both industry and agency. Considering the current waiting time for a new certificate can be up to two years, any uncertainty regarding the application is unacceptable.
DOT and FAA
Continued from Page 8 • Flights should be limited to 500 feet altitude and no faster than 100 mph. • Operators must stay out of airport flight paths and restricted airspace areas, and obey any FAA Temporary Flight Restrictions (TFRs). The proposed rule maintains the existing prohibition against operating in a careless or reckless manner. It also would bar an operator from allowing any object to be dropped from the UAS. Operators would be responsible for ensuring an aircraft is safe before flying, but the FAA is not proposing that small UAS comply with current agency airworthiness standards or aircraft certification. For example, an operator would have to perform a preflight inspection that includes checking the communications link between the control station and the UAS. Small UAS with FAA-certificated components also could be subject to agency airworthiness directives. The new rules would not apply to model aircraft. However, model aircraft operators must continue to satisfy all of the criteria specified in Sec. 336 of Public
NEW”
www.inflightusa.com
“It should be very clear by now how much trouble can be caused by a misplaced or unnecessary word in the regulations,” said Sarah MacLeod, ARSA’s executive director. “I say that because ARSA has been making exactly that point for months: Since the new repair station rule was announced last year, this association has been working to scrap every one of these ‘broken parts,’ since they offer no safety benefit to the flying public and represent immeasurable administrative burden for repair stations.” Along with its letter, ARSA submitted suggested changes to guidance material. The association asked that the agency make clear an application for a new certificate is only required where the new owner opts for a new certificate number. And even then, the processing interval should depend upon the changes the new owner makes to the location, housing, facilities, equipment, and personnel. To see more about how ARSA works on behalf of the aviation maintenance industry, visit arsa.org/newsmedia/arsa-works.
Law 112-95, including the stipulation that they be operated only for hobby or recreational purposes. Generally speaking, the new rules would not apply to government aircraft operations because we expect that these government operations will typically continue to actively operate under the Certificate of Waiver or Authorization (COA) process unless the operator opts to comply with and fly under the new small UAS regulations. In addition to this proposal, the White House issued a Presidential Memorandum concerning transparency, accountability, privacy, civil rights, and civil liberties protections for the Federal Government’s use of UAS in the national airspace system, which directs the initiation of a multi-stakeholder engagement process to develop a framework for privacy, accountability, and transparency issues concerning commercial and private UAS use. The current unmanned aircraft rules remain in place until the FAA implements a final new rule. The FAA encourages new operators to visit: www. knowbeforeyoufly.org
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Britain’s Paul Bonhomme cracked 56s in the first head-to-head. (Andreas Langreiter/Red Bull Air Races) Britain’s Paul Bonhomme won the Red Bull Air Race World Championship season opener in Abu Dhabi on Saturday, Feb. 14, 2015 with a hard-fought victory over Australia’s Matt Hall on the highspeed, low-altitude racetrack. Hitting top speeds of 370 km/h while flying just above the turquoise waters of the Arabian Gulf, Bonhomme mastered the scorching temperatures above 30 degrees Celsius and the changing winds to take top honors with a time of 57.787 seconds in the first of eight races in 2015 of the world’s fastest motorsport series. Hall was a close second on a glorious day for racing, just 0.084 seconds behind in 57.871 seconds, while Pete McLeod of Canada took third in 58.843 seconds in the Fédération Aéronautique Internationale (FAI) official air racing world championship. Defending Red Bull Air Race World Champion Nigel Lamb ended up a disappointing fifth after being knocked out by Bonhomme in the Round of 8. “It was all in a busy day’s work,” said Bonhomme, who won in Abu Dhabi for the second consecutive year and fourth time overall. “Our whole team has a lot of experience, and I think we’re able to get out of the blocks faster than the other teams.” Hall made the most of his revolutionary new “winglets”– 750-mm high curved tips on the outer edge of his wings – and equaled a career-best second place. “I’m happy to be on the podium,
Bonhomme repeated his 2014 victory in the UAE capital, with McLeod doing the same with a 3rd place. (Jörg Mitter/Red Bull Air Races)
but it’s kind of frustrating to be so close to winning. It was just eight one-hundredths of a second! That’s about the length of an airplane that separated us.” Abu Dhabi, with its knowledgeable and enthusiastic motorsport fans, hosted the Red Bull Race World Championship season opener for an eighth straight time. There were 14 pilots from 11 nations battling for championship points in the race in which pilots navigate a low-level slalom track made up of 25-meter high air-filled pylons at high speeds while enduring forces of up to 10G. Many of Abu Dhabi’s high-society spectators watched the action in style at the Sky Lounge and Race Club, the official and exclusive hospitality programs. The next race will be in Chiba, Japan on May 16 and 17.
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March 2015
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Piper Aircraft has introduced its newest top-of-the-line M-Class singleengine Meridian M500 turbine business aircraft with the latest in Garmin avionics, enhanced safety features, and a number of other significant product improvements. “The 2015 Piper M500 will come equipped with the very newest Garmin avionics package for increased safety,” said Piper President and CEO Simon Caldecott. “As part of our on-going product improvement initiatives, we saw an opportunity to give our customers the latest improvements in proven avionics technology with electronic stability protection, under speed protection and automatic level mode among other improvements.” The Piper M500 seats six with club seating. It is powered by a Pratt & Whitney PT6A-42A 500shp engine, sports a 260 KTAS / 482 km/h max cruise speed and has a range of 1,000 nm / 1,852 km. Equipped with an improved Garmin G1000 avionics suite, the 2015 M500 is listed at a competitive price of $2.26 million.
Upgraded Avionics
The M500’s new Garmin G1000 avionics suite will feature high resolution dual 10-inch PFDs and a high resolution 12-inch MFD as well as the latest Garmin software upgrade along with a GFC700 autopilot with enhanced Autopilot Flight Control System (AFCS) including a number of flight safety features: • Electronic Stability Protection (ESP) • Underspeed Protection (USP) • Coupled Go-Around • Expanded Engagement Envelope • Level Mode • Autopilot Auto-Engage • Master caution, master warning, gear position, gear warning incorporated in the G1000
Electronic Stability Protection
W W W . B A J A P I R AT E S O F L A PA Z . C O M 5 6 2 - 5 2 2 - 310 0
Electronic Stability Protection (ESP) helps prevent the onset of stall/spins, steep spirals, and loss-of-control conditions. This passive feature discourages aircraft operation outside the desired flight envelope. ESP functions independently of the autopilot system and only takes effect when the pilot is hand-flying the aircraft with the autopilot disengaged. It works as a soft “barrier” to keep the Piper M500 inside the performance enve-
March 2015
lope by automatically engaging servos to slightly correct control surface positions when the aircraft exceeds one or more flight parameters – essentially “nudging” it back inside safe parameters.
Underspeed Protection
Underspeed Protection (USP) is a flight director function that reacts to underspeed conditions in a way that allows the autopilot to remain engaged but prevents the airplane from stalling while the PFD annunciates when active. With stall protections developed as part of the USP system, coupled goarounds are possible without disengaging the autopilot. With this feature, the autopilot will remain engaged and fly the missed approach. If power is not added, the USP system will maintain a speed just above stall warning, adjusting airplane pitch attitude as required.
Automatic Level Mode (Blue Button)
The M500 also features as standard equipment an autopilot Level Mode function that, when triggered, will return the aircraft to a wings level attitude with zero vertical speed. Upon activation, Level Mode will automatically engage the flight director and autopilot functions to return the aircraft to straight and level flight. Activating Level Mode cancels all armed and active modes leaving all other autopilot modes available while the Level Mode is activated, simply by pressing the associated mode control button.
Additional Improvements
Other major improvements for the Meridian M500 includes a new digital pressurization, which fully integrates with G1000, the Aspen EFD-1000 standby instrument, electroluminescent placards in cockpit, GTX 33 Extended Squitter Transponder, a centrally located single audio panel, dual USB charging ports, and an optional GTS 825 Traffic Advisory System, which coupled with the GTX 33ES gives the aircraft ADS-B In and Out functionality. M500 aircraft are also offered with the optional Garmin GSR-56 Global Satellite Datalink Iridium Satellite Transceiver. For more information, visit www.piper.com.
March 2015
Contrails
A
by Steve Weaver
s Mack eased the throttle forward, the 450 horses living in the Pratt and Whitney came awake with a thundering roar that echoed from the surrounding mountains, and the Staggerwing started moving. Seconds later, the tail came up, but as it did, the Beech started a slow but inexorable swing to the left. Mack’s view out the windshield of the powerful classic changed from one of smooth, green runway stretching away a half mile ahead, to a startlingly close-up view of the tennis court and the pond located on the west side of the runway. Copious amounts of right rudder, then panic induced pressure on the right brake did little to stop the swing, and it seemed to Mack that Mr. Toad’s wild ride was about to be duplicated in an airplane. Mack was a successful businessman who had entered aviation at midlife and embraced it with fervor. I had met him a few years before in the late ‘60s, when he flew into our grass field at Buckhannon. Over the intervening years, we had become good friends, and I knew that he had a passion for flying and for airplanes. He soon gained an instrument and multiengine rating and had collected several aircraft. When we moved our FBO to Morgantown, Mack became a frequent visitor, and I got to hear about his aviation life as it unfolded. He built a beautiful sod runway on a scenic 200-acre mountaintop farm that he owned, and then built a large hangar to hold his ever-expanding flock of airplanes. As his experience piled up, he bought a new Seneca from our Piper
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STAGGERING OFF dealership, and it took its place beside the other airplanes at his strip. The farm where the airport was located was a working cattle operation where Mack raised Hereford cattle that he sold each year. Of course he also harvested the hay from the farm that fed the cattle through the winter, and next to flying, he loved working the farm, taking care of the cattle, and operating the many farm machines. Of course the farm, the cattle, and the flying were only hobbies. The heavy truck dealership he owned turned a handsome profit and brought in the funds necessary to keep all of this happily functioning. Life was good for Mack. Mack built the airport as a place to keep his growing collection of airplanes, but it was also built as a place to bring his friends. He loved to entertain, and if you were a friend of Mack’s, you looked forward with great anticipation to his next party because he was the consummate host. He moved a large mobile home next to the runway; its only function was for use in entertaining. He had a regulationsized tennis court built down by a large pond where his guests could fish. The steaks he served to his friends on the deck at the mobile home were special cuts, measuring two inches thick that could be cut with a fork. Your drink never got below halfway down in your glass before being refreshed by Mack, and after a visit to a party at his airport, you felt as if you had been on vacation at a resort. One day when he had flown down for a visit, he told me over lunch at the ter-
minal that he had decided to get checked out in tail wheel aircraft and that he planned to purchase one. In those days, there was no tail wheel endorsement on one’s license, and aircraft with the little wheel on the back were referred to as having a “conventional gear.” In spite of a healthy accumulation of hours in his log, it had all been in tricycle gear aircraft, and he wanted to master the mighty tail dragger and become a real pilot. The next time I saw him, he was getting dual in a yellow Super Cub that he had purchased. After a few flight hours of touch and goes on our five-thousand-foot runway, I watched as the instructor climbed out and Mack disappeared over the mountain to the east on his way home with his new airplane. A few days later, I called to ask how he was getting along in the Super Cub. “Weaver,” he said. “It’s all overrated. Tail draggers are a piece of cake.” Uh oh, I thought, and then he laid it on me. He had purchased a Beech Stagerwing. He would pick it up next week, and when he got it home, he would come over and take me for a ride in it. A week passed and I hadn’t heard from my friend, so I called. “When will I get my ride?” I asked. “Weaver,” he said, “I put the Beech in the pond.” He went on to explain that he hadn’t put it over by the pond, or put the wing in the pond, but had put the whole airplane perfectly, right in the middle of the pond. It turned out he had lifted the tail a trifle too early, just at that awkward point where the elevators are capable of lifting
Patriotism Focus At Annual Sun ‘n Fun
Continued from Page 4 While in Lakeland, the pilots, mechanics, medical staff and members of the USAF Thunderbird team will participate in community events, sharing information about career options and their commitment to excellence. A student assembly featuring the Thunderbirds is scheduled for Friday, April 24 at 10 a.m. in the Aerospace Pavilion. The Commemorative Air Force (CAF) Red Tail Squadron “Rise Above” traveling exhibit will arrive on April 20 to share the inspiring legacy of the Tuskegee Airmen. The heritage of America’s first black military pilots and their support personnel (about 15,000 of an estimated 20,000 have been identified)
is told in their theater with a 160-degree panoramic movie screen and seating for 30 people. The Red Tail Squadron success in triumphing over adversity during WWII still inspires people of all ages to rise above obstacles they may face. Warbird Country will host the highest participation of aircraft on the ramp at Sun ‘n Fun. Daily Warbird “Fly-Bys” are scheduled for 2 p.m. April 21-23. The entire airshow on Wednesday, April 23 will be a salute to Warbirds. In 1944, the U.S. alone produced 114,000 combat planes and the Texas Flying Legends will be recreating combat scenes during the airshow on April 22-23. Highlighting the drivers behind America’s success, the Texas Flying Legends serve to remind us
of the values and freedoms that make our country great and challenge visitors to give back to their local communities. We are proud to do our part to ensure that America remains “the land of the free and the home of the brave.” Celebrate with the pilots, volunteers and guests at Sun ‘n Fun as they celebrate the 70th Anniversary of Victory in Europe. In the Southeast Exhibit Area, guests will find the International Visitors Center and the Veterans Plaza. Both areas provide hospitality and environments where new friends can be made and old stories can be told. Don’t miss the team from the Islands of the Bahamas as they enhance the welcome area with music from the islands! Air America, celebrating 40
17
it, but just before the rudder had the authority to steer, Mr. Torque took Mack for his last Staggerwing ride for a while. Mack wasn’t hurt, and as it turned out, the Beech suffered amazingly little damage. A two-year restoration by a craftsman specializing in such aircraft resulted in a beautiful airplane that Mack later spent many enjoyable years flying. A post script about the aftermath of the pond incident however, will live forever in West Virginia aviation lore. After Mack swam ashore, he decided that he needed a drink and a change of clothes, so he went home, leaving the scene of the accident just as it was. It was a short time later when Carl, a good friend who hangared his airplane there, arrived. As he drove in, it was hard not to notice the large airplane sticking out of the pond. Panic stricken, Carl rushed to the water and saw Mack’s cowboy boots floating where he had pulled them off to swim ashore but no Mack. Hesitating only to pull off his own shoes, Carl dove in and started searching the bottom for Mack. An hour later, now with the flashing lights of multiple emergency vehicles adding drama, and divers combing the bottom of the pond for Mack’s body, Carl called Mack’s house to break the news to Mary, Mack’s wife. A now well-oiled Mack answered the phone and slurred to Carl that he wasn’t dead but might wish that he were.
years since their departure from Saigon, will be hosting guests as well as presenting lectures on the grounds. On Saturday and Sunday, classic cars and motorcycles will be in the area showcasing cars circa 1974 and older. Register to participate in the Car Show and get free admission into the event. The 9/27 Club VIP hospitality with flightline seating is available for purchase again this year. Including reserved parking, guests are shuttled to the Warbird Ramp and the 9/27 Club. Daily airshow schedules, registration and reservations for activities, and ticketing information can be found on the Sun ‘n Fun website at www.sun-n-fun.org. A twilight midContinued on Page 19
AOPA APPLAUDS NEW PILOT’S BILL
18
In Flight USA Celebrating 30 Years
The Aircraft Owners and Pilots Association (AOPA) applauded new legislation that would give general aviation pilots relief from the third-class medical process and protect them from liability on charitable flights, extend legal protections to Federal Aviation Administration (FAA) representatives and require FAA contractors to provide information under Freedom of Information Act requests. The Pilot’s Bill of Rights 2 (PBR2) was introduced Feb. 25 in both the House
(H.R. 1062) and the Senate (S.571). “The introduction of the Pilot’s Bill of Rights 2 is great news for the general aviation community, and we are grateful to Sens. Inhofe and Manchin, and Reps. Graves and Lipinski, and all their bipartisan colleagues for putting forward this legislation that would do so much to help grow and support GA activity,” said AOPA President Mark Baker. “Pilots have already waited too long for medical reform, so we’re particularly pleased to
see it included in this important measure. We will actively work with Congress to build support for this legislation that is so vital to the future of general aviation.” Under PBR2, pilots flying recreationally in a wide range of aircraft would no longer need to obtain a thirdclass medical certificate. The new bill would allow private pilots to make noncommercial VFR and IFR flights in aircraft weighing up to 6,000 pounds with up to six seats. Pilots also would be
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RIGHTS
March 2015
allowed to carry up to five passengers, fly at altitudes below 14,000 feet MSL and fly no faster than 250 knots. PRB2 also includes a provision to ensure that pilots can fly under the new rules even if the FAA fails to comply with the bill’s provisions 180 days after enactment. “Pilot’s Bill of Rights being signed into law in 2012 was a major victory for the aviation community, but I promised we would not stop there,” said Sen. Jim Inhofe (R-Oklahoma). “Today, I am taking the next step in keeping that promise by introducing the Pilot’s Bill of Rights 2, which expands upon necessary reforms and continues to cut red tape hampering the general aviation community. Among many things, the legislation most importantly expands the FAA’s existing thirdclass medical exemption for light sport aircraft to cover most recreational airmen. This will protect the rights of thousands of qualified airmen who would otherwise be grounded due to excessive medical regulation technicalities; this reform is of great need. It is an honor to have the strong bipartisan support of my colleagues in Congress and of those in the general aviation community, and I am committed to shepherding this legislation through the 114th Congress.” In addition to Inhofe, Sens. Joe Manchin (D-West Virginia), John Boozman (R-Arkansas), Steve Daines (R-Montana), Bob Casey (DPennsylvania), Jeanne Shaheen (D-New Hampshire), Angus King (I-Maine), John Barrasso (R-Wyoming), Heidi Heitkamp (D-North Dakota), Jerry Moran (RKansas), Pat Roberts (R-Kansas), Jon Tester (D-Montana), and Roger Wicker (R-Mississippi) introduced the legislation. Both Inhofe and Manchin are AOPA members and Senate GA Caucus members, while Boozman serves as the Senate GA Caucus co-chair. Heitkamp, Moran, Roberts, Shaheen, Tester, and Wicker are also Senate GA Caucus members. Reps. Sam Graves (R-Missouri), Dan Lipinski (D-Illinois), Todd Rokita (R-Indiana), and Collin Peterson (DMinnesota) introduced the legislation in the House. Graves, Rokita, and Peterson are all AOPA members and House GA Caucus members while Lipinski is a GA Caucus member who has been a stalwart supporter of general aviation. “As a pilot, I know how important the original Pilot’s Bill of Rights, as signed into law in 2012, has been in establishing needed protections for pilots when dealing with FAA enforcement proceedings,” said Graves. “This new bill improves upon those protections and Continued on Page 19
March 2015
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AOPA Applauds New Pilot’s Bill of Rights
Continued from Page 18 expands the rights afforded to pilots and other certificate holders,” he continued. “I fully expect this bill to receive the same strong, bipartisan support in Congress and across the general aviation community.” The language in PBR2 regarding third-class medical reform is identical to that in a new General Aviation Pilot Protection Act (GAPPA) bill also introduced on Feb. 25 in the House (H.R. 1086) and Senate (S.573). Reps. Rokita, Graves, Steve Pearce (R-New Mexico), Peterson, Lipinski, Bill Flores (R-Texas), Mike Pompeo (R-Kansas), and Richard Hanna (R-New York) introduced the House measure. Like Graves and Rokita, Pearce, Flores, and Hanna are AOPA members. Boozman, Kelly Ayotte (R-New Hampshire), chair of the Senate Aviation Subcommittee, Joe Donnelly (DIndiana), Inhofe, Moran, and Roberts introduced the new GAPPA legislation in the Senate. Rokita and Boozman led the way on third-class medical reform when they introduced similar legislation in the previous Congress. That earlier GAPPA bill gained more than 180 bipartisan cosponsors in the House and Senate before it expired at the end of the congressional session. “It’s clear that third-class medical reform has widespread bipartisan support in Congress as well as in the general aviation community,” said Baker. “We appreciate the steadfast way in which Rep. Rokita and Sen. Boozman and their colleagues are pursuing this issue on behalf of GA pilots.” In addition to medical reform, PBR2
Sun ‘n Fun
Continued from Page 17 week airshow is scheduled for 8 p.m. on Wednesday, April 22. The evening program on Saturday, April 25, will include fireworks. Watch the website for special offers. Florida residents are invited to consider the possibilities of three airshows for the price of one! Buy a ticket on Saturday for the afternoon unique airshow then return Saturday night for the fireworks. Having shown your Florida identification on Saturday, there is no additional admission charge for you to return on Sunday. Take a tram ride at Sun ‘n Fun and explore the options for your day. The sky is no longer the limit. For more information online, visit www.sun-n-fun.org.
includes provisions to improve the notice to airman (notam) program by establishing a rating system to prioritize notams, including TFRs in the program, and creating a repository to maintain the information in a way that makes it accessible to the public. That system would be considered the sole source location for pilots to check for notams. The legislation would also protect pilots from enforcement action if a notam is not included in the repository and prohibit enforcement of NOTAM violations
if the FAA hasn’t finished the system within six months of PBR2 being enacted while providing an exception for national security. To help pilots facing enforcement actions, PBR2 would ensure that data collected by contract towers and other outsourced FAA programs is subject to the same Freedom of Information Act requirements as data from the FAA itself. The exception would be aviation safety action reports, which are designed to prevent accidents by encouraging voluntary
19 reporting of safety concerns by employees of FAA contractors. The measure also includes liability protections for representatives of the FAA working on behalf of the agency such as aviation medical examiners as well as nonprofit volunteer pilot organizations and volunteer pilots who fly for public benefit. The bill would also protect pilot certificates by preventing the FAA from requiring a re-examination of a covered certificate holder without clear eviContinued on Page 21
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T
By Shanon Kern
INTERVIEW WITH ASTRONAUT, CHRIS HADFIELD
he following is an interview by In Flight USA reporter, Shanon Kern, with astronaut and author, Chris Hadfield. Chris started in general aviation at age 16 and has flown nearly every aircraft available. He currently has a book, An Astronaut’s Guide to Life, on the New York Times Bestseller List. SK: Over the last couple of years, you’ve kind of given the world a frontrow view of space and what it’s like to be an astronaut. What made you decide to put everything out on social media? CH: I served as an astronaut for 21 years. I’ve always felt that a really vital part of the job was to share the experience, not to keep it to myself. So, through the whole 21 years, I used all the technology I could think of to share it. I used ham radio. I used Castle Blends 70 mm film and Imax movies. I spoke in thousands of places in person, but it wasn’t until my third space flight that social media was invented. That was when we had connectivity. The space station is not the best place all the time, but it has Internet connectivity. So you could take a picture and often within a few minutes share it with the world, so it was really just a continuation of what I’d been doing for 20 years,
In Flight USA Celebrating 30 Years
and I was doing my absolute best to use the technology that existed to share a really rare human experience. It’s just been amazing to see the result of that work. SK: I am sure it has been. I have two young boys, and we wake up early in the morning just to sit and watch YouTube videos. Your videos are the ones that we watch. CH: Oh. That’s nice to hear. I had millions of people following along with what I did in space, and now of course, with all the different perspectives and experiences that come with it, which are delightful, it’s nice to have done something that I thought was really important, something that was really challenging, something that was new for humanity. It was even better to have so many other people agree – so many other people you know vote with their mouse to try, share, and be part of it. SK: Right. And you talk about, at age nine, being inspired by watching Buzz Aldrin and Neil Armstrong walk on the moon. Did you want to give back in a way that would inspire the next generation? CH: I’ve always felt that each one of us has an obligation to give back. You have two boys, so you recognize that. None of us got here by ourselves, even if you’re a self-made man, someone gave
birth to you, someone nursed you, and someone built the roads, communication, structure, and everything else that we use in order to be personally successful. As a citizen, I think it’s absolutely fundamental to give back. Certain people inspired me. As you mentioned, Neil and Buzz were important, but there were a lot of others too. I’ve always felt that if I ever got to that sort of position where I was trusted to do something on behalf of so many other people, that a major part of the job after I’ve made sure that I’ve done the job right, was to share it with others. You do your job properly – be successful at it, pay attention to it, make it safe and productive, but don’t keep it to yourself. My intention was not to be
March 2015
famous or anything like that; my intention was to do my job really well, share it with people, and let them decide. I don’t think Neil’s intent was ever, “I want to walk on the moon because that will make me famous.” He did it because it was barely possible, and I always sort of felt the same way. The reaction, especially now with the communication capabilities and social media, had been really good. I think it gives a lot of people something else to focus on instead of the transient negativity that often seems to pervade us. It lets people see the big picture and some of the pretty amazing things that are happening as well. SK: No, I definitely have had that Continued on Page 22
NTSB SAYS ECI RULE GOES TOO FAR
March 2015
T
By Elizabeth A Tennyson AOPA
he National Transportation Safety Board (NTSB) says the FAA’s supplemental notice of proposed rulemaking (SNPRM) on ECi cylinders goes too far and is asking the agency to make changes to its proposed rule. In formal comments filed Feb. 11, the NTSB asserts that the FAA’s scope is too broad and covers a greater range of serial numbers than necessary based on NTSB investigations. The NTSB also recommends allowing the cylinders to go to the manufacturer’s recommended time between overhauls (TBO), rather than requiring early retirement and replacement. AOPA, which filed formal comments of its own in advance of the Feb. 23 deadline, has argued that allowing cylinders to go to TBO is a more appropriate solution given the small number of cases involved. AOPA has also said the SNPRM doesn’t do enough to mitigate the impact of the proposed rule on aircraft owners. At issue is a proposal calling for early retirement of replacement cylinders with serial numbers manufactured between May 2003 and Oct. 2009 by Airmotive Engineering Corp. and marketed by Engine Components International Division, better known as ECi. The cylinders are installed in thousands of Continental 520 and 550 engines. The supplemental proposed rule was issued Jan. 8 after the FAA received numerous comments, including comments from AOPA, on its original notice of proposed rulemaking recommending that the airworthiness directive be withdrawn. In light of those comments, the issue underwent what the FAA called a “multidirectorate/multidisciplinary team review,”
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and determined that the cylinders are still unsafe but that comments did support a lengthier compliance interval. The review determined that cylinders should be removed at an average of 1,000 hours’ time-in-service (TIS), rather than the 1,700-hour TBO recommended by the manufacturer, an increase in allowable service time over the original proposals for some of the cylinders. The NTSB had recommended that the cylinders be allowed to reach their 1,700-hour TBO before being removed and reiterated that recommendation in its comments on the SNPRM. Under the SNPRM, cylinders with 680 or fewer hours TIS should be removed before reaching 1,000 hours TIS. Cylinders with more than 680 hours TIS but no more than 1,000 hours TIS should be removed within the next 320 operating hours or within 1,160 hours TIS, whichever occurs first. And cylinders with more than 1,000 operating hours should be removed within the next 160 operating hours or at the next engine overhaul, whichever comes first. The new proposal also eliminates reporting requirements for all cylinders removed and adds removal of overhauled cylinders within 80 hours. The previous version of the proposed rule would have divided the cylinders into two groups based on their serial number and given owners as little as 25 operating hours to remove them. The FAA originally estimated the proposed AD would cost $82.6 million and affect 6,000 aircraft with Continental 520 and 550 engines. But AOPA believes costs would be much higher as aircraft are grounded for extended periods of time. The possible safety ramifications of inadequate capacity at overhaul facilities and the sudden need to replace thousands of cylinders in the field could create additional safety issues.
Pilot’s Bill of Rights Continued from Page 19 dence of wrongdoing or unsafe behavior. AOPA was joined by other general aviation organizations in immediately sending a letter of support for PBR2 to the Senate and also a letter of support to lawmakers in the House. The letters emphasized the importance of the legislation to the GA industry and thanked the legislators for leading the way on important reforms. “The bill and its provisions will help ensure the future sustainability of our
industry and its valuable contributions to the nation’s economy and transportation system,” the letters said. In addition to AOPA’s Baker, the letters were signed by the leaders of the Experimental Aircraft Association, Flying Physicians Association, General Aviation Manufacturers Association, Helicopter Association International, National Agricultural Aviation Association, National Air Transportation Association, and National Business Aviation Association.
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In Flight USA Celebrating 30 Years
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Continued from Page 20 feeling about you. It’s been amazing watching what you did by talking to different schools and having them ask questions. I don’t know. It was great to watch. I really enjoyed it. You definitely inspired my boys. CH: I’m glad to hear it. It is one of the best parts of being an astronaut. An astronaut came to me years ago. His name was Jeremy Hanesn. He came to me as a high school student and said, “You know, I am really inspired by what you’ve done. I’ve learned to fly partially because of the example you set, and now I am trying to decide what to do next,” and he kind of listened to what I had to say. He made choices in his life – chose to go on to get a master’s degree in physics and became a pilot then a fighter pilot. He did all of that partially because of personal ambition and partially because of the example I set. Now he was chosen as an astronaut and will fly in space. It’s really gratifying to have that type of feedback from young boys or girls that are your kids’ age and see them become people who have now finished all their education and are working out in the real world. So yeah, I think it’s an important part of the job, but it’s also an extremely gratifying part of the job. SK: Yeah. I think that’s great. Also, in your book, I found it in the science technology section, but after reading it, I realized that it was much more than that. It was almost hard to categorize. It was almost like a self-help book in a lot of ways, in a positive way. CH: I find that funny. When we were first talking to the publishers about it, one of the questions was, “Where is this going to go in a bookstore?” and we could not come up with a consensus, so it is sort of funny to me to walk into a bookstore and see where they put it. I’ve seen it in the biography section, but it’s not a biography. I’ve seen it in the astronomy section. I’ve seen it in science and technology. I’ve seen it in self-help. To me, the title was deliberately chosen. I thought of the title one day while I was out walking the dogs with my wife. It is truly an Astronaut’s Guide to Life on Earth. To me, that’s the part that matters. Explaining the entertaining part of space flight is okay, but it is transient. What really matters is how it helps people – what can you learn from this that is useful or beneficial – and that is really what I tried to make the book do – talk to readers about the exciting and interesting ideas and draw from it as many useful and thought-provoking ideas as possible. The book is in 18 languages, and it’s been a New York Times Bestseller and bestseller all around the world. It’s being made into a television
March 2015 show in Hollywood and all of that. I am really pleased, and it’s probably okay that it’s not easy to pigeonhole into just one type of book. I am satisfied that people in so many places out in the world, from China to Portugal to Russia to Brazil, are all finding that their thoughts are worth sharing. SK: No, I think that’s great. And that is what I have told people too–even if you aren’t interested in astronauts or aviation, I promise you will get something out of this book. CH: Yeah, I am glad you have it. It’s the basis for talks that I give, and I give talks all around the world. I spoke to the crowned prince, who is part of United Arab Emirates, and spoke across Australia, the UK, and you know, a bunch of places in Europe, across the U.S., and Canada. It’s all based on the experiences I’ve had, the ideas that came from it, and how those ideas are useful or beneficial on a personal daily basis. SK: That’s awesome. Since this is for an aviation-related magazine, I wanted to ask you about your time as a test pilot. I read something about your work with a very high angle of attack. I was kind of curious to find out exactly what that was. Obviously, I know about angle of attack as a pilot too, but this seemed to be something completely different. Can you elaborate? CH: Sure, I’ve flown a lot of different airplanes, about 100 different types. I think some of them are very simple airplanes, one-person gliders, two-person gliders, Cessna, and Piper airplanes. I’ve also flown some very complex airplanes and big ones, 747s, C5s, and C141s. Then I’ve flown everything in between, including a bunch of different helicopters. I’ve also flown a lot of high-performance airplanes. And high performance, you know those words are chosen on purpose. They have great acceleration and maneuverability, and they can fly in parts of the envelope that other airplanes cannot. One of the parts of the envelope when you plot speed versus altitude versus angle of attack versus all those things, there are some airplanes that can fly forward with their noses way up in the air where your angle between where you’re pointing and where you’re going is significantly different. Of course that’s your angle of attack, the difference between the direction of movement and the direction that you are pointing. F18 was the first huge leading-edge extension on the wings that would allow you to fly the airplane with a really high angle of attack, up to 40- or 50-degree angles of attack. In that fighter, that’s really important because it allows you to point your nose in a dogfight, so you can Continued on Page 24
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In Flight USA Celebrating 31 Years
Chris Hadfield
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Continued from Page 22 bring guns there or tracking equipment, or lock on with the radar infrared sensors way better than someone else who is trying to maneuver their plane. As a test pilot of course, I’m trying to make airplanes fly safely and predictably, and even though an F18 would fly at a high angle of attack, it was really rough flying there. It was not predictable and very controllable. No one had really done a lot of research into how to evaluate or improve how an airplane handles to its qualities at high angle of attack. It’s called a lot of different things: agility, maneuverability, and quickness, but what you’re really looking for is the handling quality at high angle of attack, and it’s easy just to say it’s bad. It’s doable, but it’s bad. How do you quantify that to an engineer, article engineer, or an airplane designer? If they make an incremental change, then they know they’ve made it better or worse. So, one of the many things that I did as a test pilot was to quantify handling qualities at high angle of attack. It’s what I did my master’s thesis on, and I did a lot of work both with the Navy and with Macdonald Douglas trying to more clearly identify and quantify that. So did it really help the airplanes fly? We changed… I did a whole lot of control program with F18s as well, and we changed the flight control laws. Now we got them to change the fundamental laws that their computers use in order to move the flight controls to make it a much safer and predictable airplane. It would cost a lot less airplanes in the fleet as a result. So yeah, test piloting for me was the best job in the world until I got my next one. SK: Amazing! Absolutely amazing! How often are you able to fly now? CH: Well, I have been really busy since I retired as an astronaut. I have been flying since I was a teenager. I got my license when I was about 16, but I am in the hunt for an airplane right now. I’d like to be part owner. There’s a terrific aviation museum in Canada called Vintage Wings. Vintage Wings of Canada is based in Ottawa. Their idea is to completely refurbish otherwise retired airplanes, older airplanes, most of them around Second World War vintage, but then fly them. They have all of them flying, not just standing in a museum looking at the dusty airplane but partially maintaining the flying and preserving so much of the heritage. One might ask, how did you maintain it? What did you learn from it? How can you make it a living thing for people that have never seen the airplane originally and so on and so forth?
March 2015 I fly Vintage Wings with them. They have an F86 that I’ve flown for years, so I need to fly enough now to keep my currency up to fly something as demanding as a Saber. I’m just looking right now. I’ve flown twins for many years, and that’s a nice busy cockpit. It sort of gets you up to speed, so right now, I’ve changed jobs. I had to put secondary things in the background for a while, but I’m actively talking to people. Earlier this morning, I talked about what I’m going to fly next. I’m looking for a nice busy cockpit that will keep my speeds up, my habit patterns up, and my cross check and prioritization correct so that when I get into the Saber, I will be a good pilot SK: That’s really awesome. I am glad… now are your kids involved in aviation at all? CH: My kids, no. My family is. My dad was a pilot his whole life and an airline pilot. He flew B17s for aerial survey in the Arctic and in Venezuela. He still flies, and both my brothers are airline pilots. They both fly for AirCanada. One of their sons does too, so a nephew is also involved in aviation. There are lots of people from my family involved, but none of my kids fly. Both my boys are color blind, so they couldn’t fly. My daughter gets motion sickness, so it wasn’t a career for her either. I still fly, and I think it really shapes how I do everything. It’s a really demanding task. It’s something that regularly kills people, but it’s one that requires skill in order to be successful. I prepare for flight in a very serious way. I focus on it while it’s happening, and I learn from it. Also, the perspective that it gives me and the way that I get to see the world as a result makes kind of a little microcosm of what it was like to be an astronaut and how I treat everything in life. I am really glad to be able to get back into flying, and I intend to fly regularly for the rest of my life. SK: Mr. Hadfield, I can’t tell you how much I appreciate this. CH: One other thing on aviation… I am a professor of aviation at the University of Waterloo. They have an aviation program there, so it’s really nice to be able to work with the students there to help teach not just the mechanics of moving an airplane but airmanship and the processes of preparation, prioritization, and professionalism. Those are the real keys to being successful. So, another way I am staying in aviation is by being a professor on the aviation faculty at University of Waterloo. SK: Thank you! CH: Well thanks, Shanon. I hope you have enough information in there for your article, and you tell your boys hello
March 2015
www.inflightusa.com
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26
TRIUMPH
AND
San Francisco has long held a place in the popular imagination as a city of unlimited opportunity that welcomes innovation and creative thinking. Spanish explorers brought back the first European reports of the Golden Gate and San Francisco Bay, establishing it as a mythical destination on the remote West coast of North America. Less than a century
TRAGEDY: LINCOLN BEACHEY AND PANAMA PACIFIC EXPOSITION OF 1915 In Flight USA Celebrating 31 Years
later, the discovery of gold in the foothills of the Sierra Nevada made San Francisco an essential waypoint for fortune-seekers eager to strike it rich themselves, and the “California Dream” took hold. The devastating earthquake of 1906 inspired a period of rapid rebuilding, one that coincided with another great American engineering effort: the con-
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struction of the Panama Canal. In 1911 it was decided to mark the completion of the canal and linking of the Atlantic and Pacific Oceans with a great Panama Pacific Exposition in 1915, and a resurgent San Francisco was selected as the host city. Intended as a celebration uniting the Americas with both Europe and Asia, the Panama Pacific Exposition also served to highlight the United States’ dramatic economic and industrial development and the rebirth of San Francisco. The airplane embodied many of these qualities. Its invention at the hands of the Wright Brothers and subsequent development by the Wrights and others across Europe and America required equal parts of discipline and ingenuity, perseverance and fortitude. Cal Roberts and William Fowler had just completed the first transcontinental flights in harrowing, months-long ordeals that offered the first hints of the swift and safe transportation system that would one day link the world together. It was natural, then, for aviation demonstrations to feature prominently in the Panama Pacific Exposition, and for San Francisco’s native son Lincoln Beachey, to be selected to fly them. Beachey began his career with airships, flying in exhibitions across the country. In 1910 Beachey participated in an airship competition at the Dominguez Air Meet near Los Angeles. French aviator Louis Paulhan interrupted the race with his agile Farman monoplane, buzzing around the gas-filled behemoths, inspiring Beachey to switch to flying airplanes later that same year. It was in the airplane that Beachey’s skill flowered fully. His intuitive sense for the controls of early aircraft coupled with a growing body of experience made him an exceptional aviator. As an airplane pilot, Beachey’s star began to rocket upwards when he successfully recovered an airplane from a spin at an air meet in late 1910. By the end of 1913 he was able to fly extended aerobatic routines, including the elusive inside loop–a maneuver previously flown by very few pilots. Nationwide attention gained through a series of thrilling aerial tours across the country gained him the title “The Man Who Owns the Sky”. Back in Beachey’s hometown of San Francisco, construction of the exhibition grounds and facilities were a major endeavor. Many of the luminaries of America’s new industrial age contributed to its design and construction. Sprawled Continued on Page 26
March 2015
The Man Who Owned The Sky: Beachey Day at Hiller Aviation Museum
601 Skyway Road, San Carlos, CA Presented by Frank Marrero Saturday, March 14, 2015, 1 p.m. This event is part of the Centennial Celebration of the Panama Pacific International Exposition (PPIE100) a yearlong series of public events, exhibitions and activities presented by more than 35 Bay Area cultural, civic and business organizations to reflect on PPIE’s historical significance and celebrate the innovations of “Then, Now and Tomorrow.”
(Courtesy of Hiller Aviation Museum)
(Courtesy of Hiller Aviation Museum)
NEW CESSNA SKYHAWK ORDER TO EXPAND CIVIL AIR PATROL FLEET
March 2015
Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, recently announced an order from the U.S. Civil Air Patrol (CAP) for 21 new Cessna Skyhawk 172 aircraft, the latest in a relationship spanning 40 years. CAP, a federally chartered nonprofit organization and designated by Congress in 1948 as the Air Force auxiliary, performs services for the federal government and for states and local communities such as search-and-rescue and disaster relief. “Few things are as fulfilling to all of us than our continued support of the CAP, our largest customer for single-engine piston aircraft,” said Joe Hepburn, senior vice president, Piston Aircraft. “The men and women of the CAP are involved in search-and-rescue operations, disaster relief, flight training, youth development, and in promoting aviation throughout the country. We are proud to provide them aircraft in support of their mission.” The Skyhawks, produced at the company’s facility in Independence, Kans. will be delivered throughout the first half of 2015, replacing older models in CAP’s fleet. In addition to the standard equipment on the aircraft, including the Garmin G1000 avionics suite, the new CAP Skyhawks will be equipped for glider towing.
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The CAP operates a fleet of 550 aircraft, most of which are Skyhawks and Cessna Skylane 182 piston aircraft. It also operates 46 gliders. “Cessna is one of our most valued partners,” said Don Rowland, chief operating officer of Civil Air Patrol. “Flying high wing aircraft is very helpful for CAP, especially in conducting photo reconnaissance flights for emergency service providers in the aftermath of disasters, and the Skyhawk and Skylane are perfectly suited for our needs.”
About the Cessna Skyhawk 172
With more than 48,000 Skyhawks delivered since 1955, it is the most popular aircraft model ever produced. The Cessna Skyhawk has been used by operators around the world in any number of missions and has earned a reputation for offering the best combination of modern features, including the G1000 avionics system and proven dependability. CAP consists of more than 58,000 volunteer members that include 8,800 aircrew and 30,500 emergency responders trained to U.S. Federal Emergency Management Agency standards. CAP contributed some $158 million worth of man-hours to local communities and the nation in 2014.
DISCOVERY CHANNEL’S HOW IT’S MADE FINALIZES FILMING AT PIPER AIRCRAFT
The Discovery Channel’s How It’s Made documentary television series has completed filming at Piper Aircraft, culminating after two detail-intensive days in the factory and supporting departments. “When our Chamber of Commerce reached out to Piper as a potential feature for the documentary How It’s Made, we were exceedingly enthusiastic to participate,” reported Simon Caldecott, CEO and President of Piper Aircraft. “As a pillar of the community for more than 50 years,
Piper is proud to represent not only Vero Beach, but also the aviation industry at large, showcasing the manufacturing of a contemporary product rich in history with exceptional quality and enduring value.” The camera crew arrived on property at Piper early in the morning to begin working on the widely popular documentary series How It’s Made. Broadcast in 180 countries, the show offers a behindthe-scenes glimpse into the fabrication of Continued on Page 30
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In Flight USA Celebrating 31 Years
March 2015
Lincoln Beachey an incubator for new aeronautical ideas,
Continued from Page 26 across nearly 1,000 acres of marshy land in today’s Marina District, the complex included some 50 miles of roads and pathways and saw the erection of dozens of dazzling buildings and monuments. Thomas Edison, Henry Ford and Luther Burbank all took a direct hand in planning various aspects of the venue, which included several thousand individual exhibits from countries and private companies around the world. Lincoln Beachey, fond of spectacular gestures, added a bit of aeronautical sparkle to the proceedings. As construction of the cavernous Palace of Machinery neared its end, Beachey completed a short flight entirely inside it. The hall was an empty shell at the time of Beachey’s hop, but the walls and ceiling constrained his ability to maneuver and created a difficult environment for an exhibition flight. Beachey’s flight was a success, adding to the buzz of excitement surrounding both himself and the coming exhibition. In 1914 Beachey supervised the construction of the Little Looper, a Curtiss pusher modified with a powerful 75-hp Gnome rotary engine imported from France to provide a reliable power source when inverted. With the ability to fly upside-down for extended periods, Beachey’s routines grew in complexity and pioneered many of the maneuvers that have since become common features at modern air shows. The Panama Pacific International Exhibition opened to the public in February 1915. The governor of California and mayor of San Francisco presided over the official ceremony, with President Wilson sending an electric signal by telegraph to open the exhibition. Lincoln Beachey’s first official function came immediately thereafter, as he swooped low over the opening ceremony, releasing white doves from a cage secured to the Little Looper. This was the first of nearly daily flights at the Pan Pacific Exposition. At 3 p.m. each afternoon, Beachey and the Little Looper would emerge from the Palace of Machinery, alight from the beach, and perform an aerobatic routine over the water. While the crowds marveled to his airborne achievements, Beachey set his sights on a grander future set on aircraft design and manufacturing. The Little Looper still somewhat resembled the Curtiss-type airplanes that Beachey had learned to fly some five years earlier, but the extensive modifications that Beachey’s team had made to it boosted its performance. Beachey’s hangar became
which coalesced even as the great Exposition continued into an all-new airplane. The new design, dubbed the Taube (dove) by many observers, was a sleek monoplane offering less drag and greater speed than the reliable Little Looper while using the same Gnome engine. Always cautious, Beachey resisted calls from the exhibition organizers to use the new plane in his daily routines and continued flying his Little Looper, while testing the new monoplane and working with his mechanics to refine its design. March 14, 1915 was designed “Beachey Day,” with a special medal to be given to Beachey at the end of his daily flight for his aeronautical achievements. Beachey finally relented and agreed to fly the new monoplane on this day for his usual performance. Beachey’s routine was shortened by engine difficulties, and he was cajoled into making a second flight by officials who were not yet ready for the medal ceremony, Beachey took to the air again to begin a second routine. This proved to be his last, as the monoplane’s wings failed in a vertical dive and the plane and its pilot fell into the Bay below. Lincoln Beachey’s death came as a shock to the nation. In 1914 alone, he had performed in more than 100 cities and an estimated one in six Americans had personally seen him fly. In a world without television or even radio, the extent of his notoriety was unprecedented, and the skill with which he flew his aircraft opened the eyes of millions to the potential of the still-new flying machine. Beachey was laid to rest in Colma three days later after a funeral service described as the largest held in San Francisco. The Panama Pacific International Exhibition continued without its aerial headliner, and closed in December of that year. Most of the exhibits and temporary halls were torn down and forgotten, with only the Palace of Fine Arts left behind as testament to the event held a century ago. Lincoln Beachey too is a largely forgotten pioneer of the air. His legacy is preserved in the form of his original Little Looper, on display at the Hiller Aviation Museum. On March 14, 2015, the Museum marks the centennial of his death with a new Lincoln Beachey Day. Author and Lincoln Beachey historian Frank Marrero will speak, and artifacts of Beachey’s aviation career will be on display. Join Hiller Aviation Museum as they pay tribute to a remarkable figure from the early days of flight.
March 2015
www.inflightusa.com
29
Flying With Faber
W
A DRIVE ALONG
henever I travel, especially in California, my conveyance of choice is my airplane. For example, I can fly from Los Angeles to the Bay Area in just one-and-a-half hours. On a good day, the same trip by car takes around seven hours. A few friends of mine have bragged that they have whizzed along Interstate 5 and made it in five-and-a-half to six hours. To those who have never driven along the dreary I-5, I certainly don’t recommend it. Along that route to San Francisco, there is little scenery other than miles of arid flatland with hardly a tree or body of water along the way. Several gas stations, along with a Denny’s here or there, look no different than similar car-stops on any Interstate in the country. Perhaps the mile-high advertising signs are substitutes for trees. One exception: Harris Ranch with its great restaurant and hotel (not to mention, its own landing strip), about halfway up the
THE
CALIFORNIA COAST Stuart J. Faber and Aunt Bea
Hidden Beach at Pescadero.
road is one of my favorite places. There are times when Cheryl, or others whose enthusiasm for flying, especially in heavy IFR conditions, is somewhat less than mine, will conspire to conduct an aviation intervention. Screaming, kicking and scratching, I will be forcibly removed
(Stuart J. Faber)
from my airplane, strapped in a car seat and pointed in the direction of our destination. Even under those circumstances, there is one thing upon which I will insist – we must avoid the Interstates. I grew up alongside country roads. So when my son, Brad was around nine
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years old, we embarked on the first of our annual explorations of the United States. We would fly from Los Angeles to some central point in one of America’s great regions: The South, Eastern Seaboard, New England, Midwest, etc. The airplane tied down, we stopped in at the FBO and secured a rental car. Off we would go, heading to the nearest two-lane highway that led to the heart of what we referred to as “the real America.” For breakfast, we would stake out an attractive cafe, peek in the window and determine where the locals were hanging out. For lunch, we would stop at a local Continued on Page 30
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In Flight USA Celebrating 31 Years
Flying WIth Faber
rarely encountered an unfriendly face. Folks taught us the secrets of the local fishing holes. Occasionally we shared meals together. On one occasion, when Brad was sick with a cold, a woman at a campsite nursed him back to health as if he were her own child. Today, on those rare occasions when I travel by car, I insist on the same protocol: Avoid the Interstates and search the
Continued from Page 29 “un-super” market, stroll up to the butcher counter and purchase some hand-cut cheese and lunch meat. We would find a spot along a river or creek, toss in a fishing line and make our lunch. Dinner would be at a local roadhouse after which we would bunk down in a motel (or a campsite). Never was our motel a part of a chain. We met hundreds of locals and
March 2015
region for the America that has resisted change. An example is along the California coast on Highway 1 from Monterey to San Francisco. To my friends who insist upon whizzing up and down I-5, I always ask them what they saw along the way. The usual answer is that they never bothered to look. On those few occasions when I have driven to the Bay Area, I generally
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take U.S. 101 to San Luis Obispo, cut over to Highway 1 and drive through Big Sur. But that’s another story. I do want to relate the tale of my recent adventure from Monterey through Central California along the coast. Throughout the past 50 years, I’ve been up and down the state of California more times than I can count. I’ve landed at most of the airports in the state. I love to fly IFR, so on many of the trips, I could not enjoy the scenery below. I must confess that, as well as I thought I knew California, I recently discovered treasures of which I was not previously aware. On this excursion, we departed Los Angeles, and, instead of heading to I-5, we took U.S 101 out of town. We passed through Ventura, Santa Barbara, San Luis Obispo and Monterey Counties. This year’s rainfall has left the terrain greener than I have ever seen it. The ocean was a rich turquoise. We proceeded to Monterey and spent the night in Carmelby-the-Sea. The next morning, after a beautiful breakfast at the Hofsas House, we proceeded up Highway 1 to the Bay Area. Along the way, we did see a few Shell Stations – but not one Denny’s. Continued on Page 31
Discovery Channel’s How It’s Made Continued from Page 27
various products, from everyday objects to industrial items and manufacturing marvels. Piper’s flagship aircraft, the Meridian, will be the featured high- performance plane for the segment. The Meridian is the company’s celebrated turboprop of the M-Class series, which also includes the Matrix, Mirage, and justreleased top-of-the-line Meridian M500. The advent of How It’s Made is uniquely fitting and timely, as Piper announced its latest product, the singleengine turbine Meridian M500, the same day. In addition to employees’ ebullient reaction to media presence, the unveiling of the M500 contributed to additional energy and excitement throughout manufacturing. The show will depict how the original Piper Meridian is handcrafted from sheet metal start to airworthy finish. It is due to debut in early June as one of the leading segments on the internationally recognized show.
March 2015
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Flying WIth Faber
Continued from Page 30
Hofsas House (Courtesy Hofsas House)
Hofsas House,
4th & San Carlos, Carmel, Calif. 93921, 800/221-2548, www.hofsashouse.com. Operated for more than 60 years by the same family, the Hofsas House is within walking distance of everything Carmel has to offer, including a stunning beach, fine restaurants and shops and wine tasting. Yet, the 38-room classic European hotel is cuddled within a warm, graceful residential district. The hotel offers old world charm with an unobtrusive use of all the modern amenities. Dutch doors open to each room or suite – the doors are unlocked with genuine metal keys. Many accommodations have fireplaces, private balconies, kitchens and wet bars. Amenities include coffee makers, voice mail, cable TV and free Wi-Fi. Some units are pet friendly. In the morning, the hotel serves a complimentary breakfast of fresh orange juice, fresh fruit, home baked pastries, coffee and hot chocolate. The Hofsas House, our ideal springboard for a journey along Highway 1, set the stage for our trip back in time.
Beach House
620 Ocean View Blvd., Pacific Grove, Calif. 93950. 831/375-2345, www.beachhousepg.com . After we settled in at the Hofsas House, we took a stroll through Carmel, then headed up Highway 1 for dinner at the Beach House. Tucked away between Carmel-by-the-Sea and Monterey, the hidden village of Pacific Grove is composed of charming shops, Victorian
The Linguini with Clams at the Beach House was perfectly prepared. (Stuart J. Faber)
homes and a picturesque ocean front. Overlooking the ocean, we launched the meal with a crispy, fresh salad of arugula and mixed baby greens lightly dressed with a balsamic dressing. I selected a heaping bowl of linguini bathed in a white wine sauce with butter, olive oil and giant clams. The dish was perfectly prepared. The linguini was al dente, the clams were huge and tender. The restaurant was packed, the tempo was swift. Nevertheless, service was impeccable. To me, it’s a mystery why so many restaurants, perhaps half full, have slow service while packed restaurants such as the Beach House, have outstanding service.
Heading Up to the Bay Area
Below is a partial list of the treasures that don’t exist on I-5. By the way, our trip through Santa Cruz and San Mateo Counties, which could be completed in under three hours, took about 10 hours – twice as long as an I-5 trip. But with every turn of the road, and numerous stops along this 100-mile drive, we enjoyed a thrill a minute. A secluded beach seemed to appear every few miles.
Moss Landing Wildlife Area
This is a spectacular preserve of more than 725 acres. Just north of the town of Moss Landing, it incorporates Elkhorn Slough, the largest salt marsh on the coast. Access is allowed only by hiking, but it’s well worth it for viewing a variety of birds, plus sea otters. The region has a colorful waterfront of fisheries, trawlers and packing plants.
Castroville
The historic town of Castroville was, during the 19th century, inhabited primarily by Chinese immigrants, the folks who introduced the artichoke to the region. Today, Castroville is the artichoke capital of the United States. I always try to plan my trips to coincide with the artichoke harvest. I usually pick a half bushel – it’s hard to duplicate the taste of a freshly picked artichoke.
Watsonville
Located south of the city of Santa Cruz, Watsonville is an historic city in the Pajaro Valley, a region of mild, pleasant climate. You can meander past acres and acres of farms which are well known for growing strawberries, apples, berries, mushrooms, lettuce and many other fruits and vegetables.
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Sunset State Beach
Near the town of Watsonville, Sunset State Beach is a secluded, craggy area with about 1.5 miles of gorgeous beachfront.
Big Basin Redwoods State Park
Just 20 miles north of Santa Cruz is California’s oldest state park. You could literally hike the 81 miles of trails from the oceanfront to the Santa Cruz Mountain Range. The Skyline To The Sea Trail winds its way through the park along Waddell Creek right to the Waddell Beach. Along the way, you will observe waterfalls, large redwood trees, deer, raccoons, egrets, herons and acorn woodpeckers.
Pescadero State Beach
Pescadero State Beach, about 15 miles south of Half Moon Bay, has a shoreline of about one mile in length with sandy coves, tide pools, picnic grounds and rocky cliffs. It is a very popular fishing spot.
Duartes Tavern
202 Stage Road, Pescadero, Calif. 94060, 650/879-0464, www.duartestavern.com.
Duarte’s Tavern
(Stuart J. Faber)
About an hour north of Monterey, an obscure sign announces that the town of Pescadero is off to the right. We took the turn and drove through some of the most picturesque farmland in California. It seemed that we went back in time to the previous mid-century. Within five minutes, we approached the western outskirts of Pescadero. Within a minute thereafter, we approached the eastern outskirts of Pescadero. This two-block long village, without a traffic signal in sight, is dotted with quaint shops and well preserved 19th century cottages. The centerpiece of the village is Duarte’s Tavern. I don’t know where the crowd came from, but by 11:30 a.m., the place was packed. The breakfast brigade was taking its last bite of farm-fresh eggs, ham or steak while Continued on Page 41
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CIVIC LEADERSHIP ACADEMY PREPARES CAP CADETS FOR FUTURE SUCCESS
In Flight USA Celebrating 31 Years
March 2015
Weeklong Experience in Washington, D.C., One of America’s Premier Civic Education Activities
Twenty-four of Civil Air Patrol’s outstanding cadets gathered in Washington, D.C., for the Civic Leadership Academy, part of a realworld, hands-on experience long recognized as one of America’s premier civic education activities. From Feb. 21-28, the weeklong academy provided CAP cadets interested in politics and careers in public service to participate in behind-the-scenes tours and briefings at the U.S. Capitol, Supreme Court, State Department, Pentagon, CIA, Arlington National Cemetery, and other places of interest in the nation’s capital. “This is not your average field trip to Washington,” said CAP National Commander Maj. Gen. Joe Vazquez. “It is a once-in-a-lifetime opportunity afforded to our very best cadets, who receive a well-rounded understanding of government leadership, public service, and the principles that guide our nation.” Now in its 14th year as one of CAP’s National Cadet Special Activities, CLA allows a select group of cadets to experience the executive, judicial, and legislative branches of government firsthand. It is an academically intense, interactive study of U.S. government in action, providing participants the opportunity to grow as citizens and young leaders through lessons in persuasive leadership, federal government, public service careers, and American heritage. In recognition of CLA’s outstanding academic value, the National Association of Secondary School Principals has again placed it on the National Advisory List of Contests and Activities for 2014-15. The NASSP’s National Committee on Student Contests and Activities annually evaluates the educational value and organizational structure of school-related program opportunities nationwide and recommends those worthwhile to principals, teachers, parents, and students. CLA has made the organization’s National Advisory List in each of the past eight years. In addition to a blend of lectures, seminars, and assigned readings from historic and current sources, the cadets also visit the National Archives: legislative offices; and the Smithsonian Air and Space Museum, as well as the World War II, Korean War, Vietnam Veterans,
Women in Military Service, and Lincoln memorials. At each of these locations, they hear from VIPs who provide insights designed to deepen their understanding of government in action. Their CLA tasks culminate with a final project––a presentation on their CLA experience to their peers in their home squadrons and wings. “This is a chance to not just learn about government but to interact with it,” said CLA director Lt. Col. Bill Brockman, who is a founding faculty member of the academy. “Our cadets learn that individuals and small groups are often the agents for change, and they realize the power of persuasive leadership. These are two of the many powerful lessons they take home with them when they return to their communities.” On Feb. 26, the CLA cadets participating in CAP’s 2015 Legislative Day, where they met with their elected leaders on Capitol Hill. As part of the annual event, the cadets assisted their region and wing commanders in briefing their representatives and senators on how CAP’s primary missions of emergency services, aerospace education and cadet programs have benefited their communities. “Each year, I’m amazed at the outstanding service the cadets provide on Legislative Day,” said Brockman. “Having articulate, squared-away cadets in uniform explain what Civil Air Patrol is about and what our volunteers have done leaves a very favorable impression on the Hill.” Vazquez said CLA is one of CAP’s most important activities because the 24 cadets chosen for the experience represent America’s future. “We want these cadets to be thoughtful participants and leaders in their communities,” he said. “The principles they learn in Washington will help them do just that.”
Participants in the 2015 academy:
Alabama Wing: Gadsden Composite Squadron, Zachary Baeza; Maxwell Composite Squadron, Jakob R. McGaughey Arizona Wing: Verde Valley Composite Squadron 205, Jessica L. Parsons Arkansas Wing: 95th Composite Continued on Page 37
ON THIN ICE – FLYING WITH IDITAROD AIR FORCE
March 2015
THE
www.inflightusa.com
By Donia Moore
Y
Got Enough Ice?
ou’d think that drilling holes in an ice-covered pond hundreds of miles away from the frozen river you plan to land on might not be relative. Alaskan bush pilot John Norris and the other members of the Iditarod Air Force, the support team for the Iditarod Trail dog sled race, would disagree. John always checks the ice on a lake near his home before his winter take-offs. Six to eight inches’ thickness at home can indicate the difference between a successful landing on ski-equipped planes, and that “sinking” feeling you might get if you watched your aircraft cracking through the ice encrusted body of water you just set down on. “Ice is always cracking because it is always in motion,” John acknowledges, “but when you hear that sound as you step out of your plane, it’s unnerving, and you never forget it.” Then there’s stopping once you land. Since brakes aren’t much use on ice, John lands his Cessna 180, spinning it around in a half “donut,” so he is actually going backwards on frozen lakes. Using the throttle for forward thrust actually acts as a brake to stop the aircraft. Of course, he’s practiced this maneuver hundreds of times. “Don’t try this on your own,” says John. “It’s trickier than it sounds.”
The Last “Great Race”
The Iditarod sled-dog race covers more than 1,000 miles of the roughest, most beautiful Alaskan terrain Mother Nature has to offer. Jagged mountain ranges, icy rivers, dense forest, desolate
John Norris with his Cessna. (Donia Moore) tundra and miles of stormy coast challenge the mushers (sled dog drivers) and their dog teams. Add temperatures far below zero, whiteouts that cause a complete loss of visibility, long hours of darkness and treacherous hill climbs, and you have the Iditarod. Seventy-nine mushers will start this year’s race on March 7, competing for a portion of the $650,000 purse split between the first 30 finishers. A red lantern is awarded to the last finisher, signifying that the last driver in the race has crossed the line. From Anchorage in South Central Alaska to Nome, on the edge of the Bering Sea, it is the last “Great Race” on earth. The race started in 1973. It commemorates the life-saving “race of mercy” of 1925 when Nome’s children were dying of a diphtheria epidemic, and the only serum was 1,000 miles away in Anchorage. Nome’s harbor was blocked by ice with no ships getting in or out. Open cockpit airplanes couldn’t fly in Continued on Page 35
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In Flight USA Celebrating 31 Years
Homebuilder’s Workshop
N
early four months after the spinal fusion surgery, it was time to get back into the Cessna and go flying. Although I had carefully become instrument current immediately before the surgery, I forgot about my BFR and renewing my flight instructor certificates. Those certificates were renewed online, so now it was time to go fly and get “BFRed.” Not having flown the Cessna in four months, I didn’t remember how much gas was in the plane. The gauges said half tanks, two hours at high power at low altitude, but just to be safe, I bought 10 expensive gallons from the FBO truck. Instructor buddy, Russ, took the right seat, the insurance company having decided that his lack of the requisite five hours in the intimidating Cessna 175 (basically the same as a 172) was tolerable, given his 5,000 or so total hours. I was able to get into the left seat with little clumsiness beyond which the plane requires and was able to look around and reach all the controls, so off we went. Taxiing out was that strange combination of easy, familiar, and only distantly remembered. Russ had not seen a flaps 20 takeoff in the 175, a recommended flap setting, so I demonstrated that. With just a touch of backpressure to lighten the load on the nosewheel, the 175 levitated at an impossibly slow speed (thanks to the STOL kit). The air being reasonably smooth, I kept the airspeed at 65 MPH and up we went for a few hundred feet before resuming a more normal climb. For a BFR, and since all of our previous flying had been simulated IFR,
FIRST FLIGHT
Russ wanted to see air work, specifically, a stall. I showed the 175’s unexciting version of a full power stall, and eventually the stall broke, sort of. Next, I demonstrated some other maneuvers, and was quite surprised that a 2 G pullout got my body all bent out of shape. “Your airplane!” was the appropriate phrase, and the malaise quickly passed. Still more healing required before I solo… Back in Savannah, we did a bunch of landings, flying figure-8 patterns and alternating landings on the crossed runways, nosewheel within but not dead center on the centerline stripe each time, airspeed within five MPH. Very good indeed, but not the perfection to which I always aspire. The last landing was a short approach, power off, flaps 40, and 95 MPH indicated. This gets the airplane pointed down at an impressive angle, but I rolled onto very short final at 80 MPH, and the plane gently kissed down a few hundred feet down the runway. Magnifico! Russ agreed to climb up the ladder, so we filled the tanks at the gas pit, taxied to the hangar, called the FBO for help pushing the plane back in the hangar, and called the first flight a great success with that mixture of accomplishment and exhilaration that comes when you’ve flown well. But when I got home, the adrenaline was replaced by exhaustion, and it was naptime. Still more healing required…
Second Flight
On a Friday two weeks later, I endured a very vigorous session of phys-
March 2015
ical therapy, and I was all tuckered out. Saturday had blue skies and winds, so I called Russ for a second session, hoping that my energies would have recovered. We instead arranged to fly his Cardinal RG and watch his newly installed ADSB do its thing. Having the morning free, I knew enough to conserve energy for the drive to the airport and the flight and decided that soaking in the tub would be a good idea. Not exactly… I felt even more tired when I got out. I drove to the burger joint, had lunch with Russ, and then rode with him to the airport because I was really tired. Once in the very bumpy air, I was momentarily queasy, but that passed. The problem was that the seat was uncomfortable, the bumps were sharp, and my back reminded me repeatedly and pointedly that surgery was barely four months ago. For whatever reason, I was way behind the airplane, having to look at the instruments rather than knowing how things were going intuitively. Maybe this was due to flying shotgun in somebody else’s airplane or not having flown from that airport in many months, but it was not a comfortable feeling. We headed back prematurely to humor my back, but I had the opportunity to see a swarm of little ADS-B symbols around the Savannah airport. Two thoughts on ADS-B traffic displays: one is that displaying raw data is a whole lot less useful than having an alert to tell you when something interesting is about to happen. Second, it would be very easy to fixate on the ADS-B display and forget to
aviate and navigate. When I got back to my car, I tilted the seat back and Ed rested for a few minWischmeyer utes before driving home. Still more healing required…
Next Day
After church, I took a nap in the car, got a breakfast burrito, opened the hangar adjacent to the Cessna hangar and got the RV-8 out. My hangar mate had installed a winch to pull the RV-8 in, and I foolishly tried to release the winch, tweaking my surgically repaired back in the process. A friend pulled the release and helped me pull her out. With the airplane out of the hangar and chocked, I climbed on board. Boy, did I like the feel of being in a centerline cockpit! I’d forgotten some of the switchology, but the engine started right up. It took a while to find the radio master so I’d have something to listen to, but I listened to the occasional tower chatter as the oil temperature slowly climbed. After shutdown, I tried the winch, and it was less than successful. Without a direct steering connection to the tailwheel, the rear of the airplane wanted to imitate a slalom skier, a very slow slalom skier, as the winch pulled the plane back in. It took several steering iterations to get a mostly tolerable parking job accomplished. As for flying the RV-8, that will have to wait until I’m completely back to speed in the Cessna. Yes, even more healing required.
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Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
March 2015
WICKS AIRCRAFT SUPPLY TO PROVIDE PARTS SUPPORT FOR UL POWER ENGINE LINE
Wicks Aircraft Supply, of Highland, Ill., has signed with aviation engine manufacturer UL Power to be the exclusive North American distributor of spare, warranty, and replacement parts for the full line of UL Power (www.ULPower.com) experimental aircraft engines. “We are pleased that UL Power has chosen Wicks to support their parts business,” said Scott Wick, President of Wicks. “Their lineup of engines can power a great portion of the most popular kits and homebuilts, so carrying parts for the UL Power engines seems like a natural fit for us.” Robert Helms, who runs UL Power
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in America, said, “With our increasing customer base, we felt that having Wicks handle the parts business would be best for both our customers and our expanding business. The Wicks reputation for understanding what they’re selling, and for their great customer support, made this arrangement natural for us.” Kitbuilder Dave Ferrell, whose Zenith CH 650 is powered by a 130hp UL350iS, said, “It’s especially reassuring and convenient to know that Wicks will be there for me with parts, when I’ll need them.” The broad line of UL Power fourstroke engines has simple installation requirements (e.g., no external oil tank or
radiator), standard configuration (no clutch or gearbox) and traditional operation (further simplified by FADEC). These advantages, coupled with 21st Century technology and design, are feeding the rapid acceptance of UL Power engines across the industry. UL Power produces eight models of traditional-layout (horizontally opposed, direct drive, aircooled) engines, in four and six-cylinder configurations from 97 to 200hp, for a huge variety of experimental aircraft. With features like multi-port fuel injection and FADEC, and better powerto-weight, footprint, and price than comparable engines, these modern power-
On Thin Ice – Flying With the Iditarod Air Force
Continued from Page 33 subzero temperatures. The nearest train station was more than 700 miles away. Dog sled power was the only choice to transport the life-saving medication. Dog sleds routinely traversed the Iditarod Trail, carrying mail and supplies in and gold out. Then-territorial governor of Alaska, Scott Bone, called for the 20 best mushers in the region to mount a round-the-clock relay to get the precious serum to Nome. Legendary “Wild Bill” Shannon led the relay on the first 52-mile leg, strapping the fragile container, wrapped in fur, to his sled and starting off on a trip that was, even by Alaskan standards, almost unsurvivable. Five and a half days, 150 dogs, and 20 drivers later, the serum arrived––a feat that normally takes one musher from 14 to 32 days to complete.
Volunteer Iditarod Air Force
Today, the Iditarod Trail is a National Historic Trail, and the race is the highlight of a lifetime for the sled dog drivers. It’s up to the Iditarod Air Force to help paws and people complete it safely. Approximately 28 intrepid Alaskan volunteer bush pilots donate their time and their airplanes during the race. John Norris served as Chief Pilot of the Air Force from 1996 to 2009. He had the responsibility of overseeing the group’s training and preparation, scheduling the pilots for their duties. In daily life, John is President of U-Haul Co., Alaska. He’s also a pilot with 33 years of flying experience, 25 of them as a volunteer in the Iditarod Air Force. Flying mostly Cessnas, with an occasional Maule or Piper, the skilled pilots move dog teams, veterinarians, race volunteers,
dog handlers, race officials, ill or exhausted mushers, and more. They are charged with carrying dog and people passengers to where they need to be. Weather being as fickle in Alaska as in most places, they aren’t always able to fly. Occasionally, they need to sit out a blizzard or avalanche, and if they are out on the trail, they might even have to stay in snow caves of their own building. All the pilots go through a rigorous survival training program, required by the FAA, which oversees pilot training and operations for the volunteer flyers. Occasionally, the Air Force members have to fly to the aid of an exhausted musher. One contestant from Norway had trained for more than a year with his dogs to qualify for the race. Part way into it, a call went out for help, and the pilots flew to his assistance. The planes landed as close as possible, and the pilots snowshoed in the rest of the way. Once they found the musher, they bundled him into his dog sled and drove the team back to the planes. There they loaded all 16 dogs into the two planes and dismantled the sled to fly back to the base camp. Teams start out with 12-16 dogs. They need the dog power to climb up and over the Alaskan Range. Once on the downside, they send home the extra dogs, finishing the race with the required minimum six dogs. A plane full of dogs can really push the envelope. “Taking off is no problem,” says John. “The dogs are generally on a tow line and well behaved, but they’re everywhere––on the seats, in the luggage area, on the floor.” With more than 8,700 hours in his logbook (most commercial pilots log between 2,500 and 3,000 hours) and hours of acrobatic flight training under his belt, John has flown in
almost every type of weather that arctic Alaska whips his way. Flying dogs, people, dog food, straw for the dogs to bed down on, landing and taking off on frozen stretches of water––it’s all in the normal course of events for him and the Iditarod pilots.
Flying Bug Bites
John’s own love affair with flying started early. He owned a plane before he bought his first car and got his pilot’s license when he was 18. He loved that Piper, though the Cessna 180 he currently flies is his all-time favorite. A California native, John couldn’t wait to move to Big Sky country in Billings, Montana so he could fly his plane everywhere. His dad was an Air Force pilot, and John was born on an Air Force base, so he figures flying is in his blood. “I spent four or five years with the Civil Air Patrol. I’d do anything I could to be near planes,” he recalls. Then the even bigger sky of Alaska beckoned. John’s memories of his early Iditarod years include his first ride on a dog sled. Warned to never let go of the rope guiding the dog team, he thought he was ready and gave the command to go. The dogs were so powerful and took off so fast that John fell off the sled, but he didn’t let go of the rope. Half a mile later, the dogs’ owner finally got them stopped. He’s still amazed at how quiet the dogs are when they run. “They’re doing what they love––tails up and running about 13 miles an hour, listening so well and following commands. They know exactly where they are going.” In 2003, the race started in Fairbanks because of low snow on the normal trail route. It made the
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course about 150 miles short, so the teams were directed to run the spur twice. “The dogs were like little kids, whining all the way back up the trail that they had to backtrack,” laughs John. In recent years, Alaska, like much of the “lower 48,” has experienced climate changes. Some years, the winter storms have been heavier, but this year, due to low snowfall, the race will again start from Fairbanks after the ceremonial start in Anchorage. John will be doublechecking those drilled holes in the ice. The safety of the Iditarod pilots and their passengers may depend on it.
The dogs settled in the plane. (Donia Moore)
Loading the dogs.
(Donia Moore)
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In Flight USA Celebrating 31 Years
March 2015
TWIRLY BIRDS ANNOUNCE LES MORRIS AWARD RECIPIENT
BUSINESS & ROTOR NEWS International helicopter pilot organization, Twirly Birds, has announced the 2015 recipient of the prestigious Les Morris award as Ms. Nancy Miller Livingston Stratford. Nancy received her helicopter rating in 1947 after having been an airplane pilot since 1940. As the first woman on the West coast of the United States to achieve her commercial helicopter certificate, the second in the United States and the fourth in the world, her countless aviation achievements are impressive by any measure. Miller Livingston Stratford, a true helicopter pioneer, will be available during the Twirly Bird annual meeting to sign
copies of her book, which chronicles her incredible past. Contact! Britain!: A woman ferry pilot's life during WWII in England is a 220 page account of her British Air Transport Auxiliary (ATA) service. Son of Igor I. Sikorsky, Sergei I. Sikorsky will present the honor this year at the Twirly Birds annual meeting during the 2015 Heli-Expo in Orlando, Fla. Sikorsky Aircraft has been the generous sponsor of the Les Morris award for many years. The namesake of the Les Morris award was a helicopter pioneer and test pilot whose career spanned almost six decades with helicopter "firsts" that are
CESSNA CELEBRATES ROLL OUT
counted by the dozens. Having learned to fly in 1928, Morris began his helicopter career in 1941 when he joined Sikorsky Aircraft as the chief test pilot for what were then the very beginnings of vertical flight, working with the patriarch of vertical flight, Igor Sikorsky himself. The Les Morris award is presented annually by the Twirly Birds as lifetime achievement recognition to members with significant background, experience, and achievements. Twirly Birds was founded 70 years ago when a small group of pilots met to share stories and the common experiences of flying helicopters during these
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early years of vertical flight. Notable past members of Twirly Birds include Charles Lindberg, Igor Sikorsky, and Stewart Graham, to name a few. The intent was then as it is now, to share the common bond of vertical flight. The group does not have political or commercial interest and is by design, a social group comprised of individuals. Anyone that has soloed at least 20 years ago is encouraged to join Twirly Birds, and members are welcome at the annual meeting this year on March 3, 2015 at the Orlando Hilton, Lake Mizell meeting room beginning at 5 p.m. Catch up with old friends and make new ones by joining Twirly Birds!
PRODUCTION CITATION LATITUDE
Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., a Textron Inc. company, recently celebrated the roll out of the first production Citation Latitude at the company’s Wichita, Kan. manufacturing facility, just three years since being announced to the market. The assembly of the Latitude features a variety of technological advancements including the use of new automated robotics and ergonomically friendly tooling stations. This recent event is the latest in the aircraft’s progression toward type certification by the Federal Aviation
Administration (FAA), which is expected in the second quarter of this year. “Our product investments extend beyond the design and performance features of the aircraft with innovations in
our manufacturing processes,” said Scott Ernest, president and CEO. “The Citation Latitude team has redefined what customers should expect from a business aircraft in this segment, while also redefin-
Bell Helicopter, a Textron Inc. company, announces its show plans for the world’s largest helicopter trade show and exposition, Heli-Expo 2015. Hosted by the Helicopter Association International (HAI), this year’s Heli-Expo will be held March 3-5 at the Orange County Convention Center in Orlando, Fla. While engaging with current and prospective customers, Bell Helicopter plans to showcase several updated aircraft and programs, including its progress on its newest products, the Bell 525 Relentless and Bell 505 Jet Ranger X. Bell Helicopter invites attendees to its opening event in booth 337 on March 3 at 12 p.m. ET where it will introduce new product upgrades for several aircraft in its current product line. Within the
booth, attendees will get the opportunity to learn more about the company’s integrated global support and service offerings as well as get an up close look at Bell Helicopter’s most advanced commercial products including, • Bell 505 Jet Ranger X, configured for VIP and corporate missions • Bell 525 Relentless, configured for search and rescue • Bell 407GX, configured for VIP and corporate missions • Bell 412EPI, configured for search and rescue as well as Helicopter Emergency Medical Services (HEMS) • Bell 429 WLG, configured for VIP transport missions • Bell 429, configured for search and rescue, airborne law enforcement and
helicopter emergency services Additionally, Bell Helicopter will provide demonstration flights in the Bell 429 and Bell 407GX as well as an opportunity to engage in the Bell 525 simulator cabin. “Heli-Expo is undoubtedly one of our most important events of the year,” said John Garrison, Bell Helicopter’s president and CEO. “As the largest helicopter trade show and exposition in the world, it is an invaluable opportunity for us to hear from our customers, prospects, and suppliers. It is this input we receive that guides us in providing leading commercial products and services.” Heli-Expo will host about 20,000 industry professionals, more than 700 competitive exhibitors, over 60 helicop-
(Cessna Aircraft Company)
ing the aircraft build process.” The Citation Latitude certification program, which includes four flying aircraft, has accumulated 500 flights and 1,200 hours to date. The first fully-configured aircraft made its public debut at last fall’s National Business Aviation Association (NBAA) Convention & Exhibition in Orlando, Fla. and has since been touring the country for customer demonstration flights. For more information on the Citation Latitude, visit cessna.com
BELL HELICOPTER ANNOUNCES PLANS TO SHOWCASE CUSTOMERDRIVEN PRODUCTS AT HELI-EXPO 2015
ters on display and more than 100 educational opportunities, including education courses, seminars, workshops, and forums “This year, Bell Helicopter is celebrating its 80th anniversary, and this successful longevity is contributed to the company’s commitment to providing world-class support and service,” added Garrison. “Bell has been expanding its international capabilities to be closer to its global customer by updating its service center in Prague, opening a regional office in Abu Dhabi and coming soon, a new office in Tokyo. The company’s focus on its customers has been a key differentiator for the company, as evidenced by our consistent number one ranking in customer service for over two decades.”
AOPA AIR SAFETY INSTITUTE RELEASES NEW COURSE TO HELP PILOTS AVOID RUNWAY INCURSIONS March 2015
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The Air Safety Institute (ASI) of the Aircraft Owners and Pilots Association (AOPA) has released a new course on Runway Safety that will help all pilots avoid dangerous runway incursions. The 45-minute “Runway Safety” course takes participants through a series of airport trouble spots, including confusing signs, complex taxiway and runway layouts, and unclear communications, all of which could lead to runway incursions or aircraft collisions on the ground. The updated course also focuses on coping with real world cockpit distractions, such as the increased attention pilots often give to advanced avionics, GPS systems and tablet computers while taxiing. “Many pilots feel that taxiing their aircraft is an almost benign segment of their flight,” said George Perry, senior vice president of ASI. “But experience shows that such complacency can get them into a lot of trouble very quickly, endangering themselves and others. This new course gives pilots the tools they need to stay safe at any airport.”
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Runway Safety is available to all pilots––not just AOPA members––and includes several actual incursion case studies that demonstrate how conflicts can occur during seemingly routine flights. This ASI course also includes instruction and tips from several air safety experts, as well as quizzes on airport situational awareness. Since a first version debuted 14 years ago, ASI’s Runway Safety course has helped thousands of pilots cope with the complexities of airport surface operations. This new course is optimized for use on mobile devices, so users can take it with them. Since 1950, AOPA’s Air Safety Institute has served all pilots–not just AOPA members–by providing free safety education programs, analyzing safety data, and conducting safety research. ASI offers award-winning online courses, nearly 200 live seminars annually throughout the U.S., flight instructor refresher courses, webinars, accident case studies, and other materials to help pilots be safer and better informed.
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Continued from Page 32 Squadron, Samantha V. Bell California Wing: Skyhawk Composite Squadron 47, Josiah R. Bierle Colorado Wing: Thompson Valley Composite Squadron, Emma R. Hanley Delaware Wing: Eagle Cadet Squadron, Klayten E. Visser Florida Wing: Cecil Field Composite Squadron, Nathan R. Martus; Miami Springs Optimist Cadet Squadron, Glenn A. Camilo-Reoyo; Wesley Chapel Cadet Squadron, Kyle A. Curabba and Andrea D. Slouha Hawaii Wing: Wheeler Composite Squadron, Ariana Bean Maryland Wing: Towson Composite SquadronMark A. Kreynovich and Kira D. Stiers
Minnesota Wing: North Hennepin Composite Squadron, Patrick Doyle Nevada Wing: Las Vegas Composite Squadron 70, Ryan W. Blount New Jersey Wing: Jack Schweiker Composite Squadron, Chance T. Euchler New York Wing: Phoenix Composite Squadron, Sean Skeeters Ohio Wing: Columbus Composite Squadron, Patrick J. Smith Tennessee Wing: McGhee-Tyson Composite Squadron, Paul J Schwarzentraub Utah Wing: Weber Minutemen Composite Squadron, Rosalyn C. Carlisi Virginia Wing: Southside Composite Squadron, Michael A. Stokes Wisconsin Wing: Waukesha Composite Squadron, Jacob Bane
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ANATONLIAN EAGLE 2014-2 In Flight USA Celebrating 31 Years
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Text and photos by Alberto Celsan and Marco Bazzan
natolian Eagle is one of the main training exercises in the world. Organized annually by Turkish Air Force, it is divided into three courses, two of which are planned for national assets and one for international ones. Anatolian Eagle 2014/2, the international course, was conducted at the 3rd Main Jet Base Konya, in the Central Anatolia Region, June 2 to 20, 2014 with participation of the Air Forces of United Kingdom, Spain, Quatar, Jordan, Turkey and NATO AWACS unit, involving in total 1,122 military personnel and 81 aircrafts, while several Air Forces from all around the world sent observers. As the biggest exercise of this type in Europe, it allows NATO and non-NATO crews to train together in order to prepare themselves to fly on future coalition operations. The awareness of the importance of geopolitical position of Turkey, crossroads of Europe and Asia surrounded by politically unstable nations, and of the major role played by Air Forces in the war, as shown during Gulf War, Bosnia, Kosovo and Iraq Wars, created the need for Turkish Air Force to maintain the
(Alberto Celsan) highest training level and to own weapons of the highest technology. In order to satisfy this need, taking inspiration to the American “Red Flag” exercise to which Turkish Air Force participated in the 1983 as observer and in 1997 with six F-16s, in 2001 was held the first edition of Anatolian Eagle, together with American and Israelian Air Forces. In the following years the exercise was held annually with the participation of several foreign assets, becoming a more realistic and complex scenario where the Turkish Air Force, due to experience, is able to train not only its pilots but also the crews
of other Air Forces. To guarantee the continuos development of the exercise during the years many investments were made, in 2003 with the deployement in Konya of EWTTS (Electronic Warfare Test and Training Systems), in 2005 with the realization of Eagle Ramp, an apron dedicated to foreign Anatolian Eagle participant, and of Tersakan Gun Range. Finally, in 2008 Anatolian Eagle Training Center (AETC) was founded. Anatolian Eagle Trainig Center is one of the three tactical training centers with such capabilities in the world, the only in Europe, together with “Red Flag”
March 2015
in USA and “Maple Flag” in Canada, to which it offers an interactive environment without restriction in the airfield, develops scenarios in line with the participant countries requests and arranges missions accordingly with the training needs of the participants. AETC is commanded by Major Hasan Saffet Celikel, director of the exercise; its role is to manage every edition of the AE, but there are no aircraft or military personnel assigned to it. AETC is divided into different structures: a Mass Brief Room; three areas dedicated to planning and briefing for Blue Forces and one for Red Forces briefing rooms, located in separate buildings to avoid contact and interaction between the two factions personnel; the White Force Head Quarter, where many tasks are carried out: preparation of training scenario, determining the level of training in harmony with the building block approach, releasing the ATO, monitoring and commanding, evaluating and analyzing the results. There are finally in the central area several support buildings to satisfy all the needs of the personnel. Operational environment covers an area of 300 x 400 km around Lake of Tuz, spacing from ground to 15,000 feet without speed limitation; the area includes three ranges, Koc, Tersakan and Continued on Page 39
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Anatonlian Eagle 2014-2
Continued from Page 38 Karapinar, which offer many tactical targets and anti-aircraft systems and can provide use of real weapons if it should be request. Over 20,000 sorties have been flown in 35 trainings with the participation of 13 countries since the foundation of AETC. Preparation for AE 2014/2 required eight months of work by AETC. Turkish Air Force formed the main component of the exercise, with 40 F-16s of all types, Block 30, 40, 50 and 50+, from different squadrons, and 11 F-4E-2020 from 111 Filo and 171 Filo. F-16s flew both air to air and air to ground mission, while F-4E were used only for air to ground: although the lack of a beyond-visual range missile, the upgraded -2020 version, capable to carry modern munition including laser-bomb, the Turkish SOM and the Israelian AGM-142 Popeye missiles and the Rafael s Litening III targeting pod, is still a good platform for ground attack role. During this year s exercise F-4E-2020 carried the Popeye missiles and never used the SOM missiles in any sortie. SEAD role for Blue Forces was provided by 151 Filo with its block 50 F-16s, being the only squadron in the Air Force specialized in that kind of mission. Furthermore, Tukish Air Force involved a C-160 and a CN-235 for transport mission, a KC-135R for air refuelling and a new Peace Eagle AEW&C aircraft for air surveillance. Together with the Turkish F-16s, the international participant fighters formed the Blue Forces; despite the absence of Oman Air Force, a significant numbers of aircraft were deployed. United Kingdom sent six Typhoon FGR4s and 13 pilots from XI(F) and 3(F) Squadrons of RAF Coningsby, 1000 miles far away from Konya Air Base. Spanish Air Force occourred in large numbers with six EF-2000s from 141 Escuadròn based at Albacete and six EF18Ms from 121 Escuadròn based at Torrejon; one Hornet, together with five technicians, was assigned to CLAEX, the component of the Ejercito del Aire responsible for testing and evaluating new weapons and devices. Also an E-3A AWACS from NATO detachment was involved. The Royal Jordanian Air Force moved three F-16AM/BMs from 1st Squadron based at As Shaheed Muwaffaq al Salti Air Base and the Qatar Emiri Air Forces deployed four Mirage 2000-5Es from 7th Air Superiority Squadron, Doha Air Base. During the training mission Blue Forces were allowed to receive air refuelling from Turkish KC-135R, operating
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BECOME AN AIRCRAFT BROKER (Alberto Celsan) from Incirlick, and air surveillance support by E-3A and Peace Eagle AEW&C. While NATO AWACS flew only two missions, the new Turkish Peace Eagle, based on the Boeing 737-800 aircraft played the main role; its MESA radar, with a maximum range of 600 km in look-up mode and 370 km in look-down, is able to simultaneously track 180 targets and intercept up to 24 and can perform ELINT. The first aircraft reached initial operational capacity in febraury 2014 with 131 Filo at Konya; it partecipated at AE2014-1 edition in April and should reach full operational capacity in 2015. Inside Red Forces the “aggressor” role was played by home based F-16s of 132 Filo, integrated by some F-16s and pilots from 142 Filo. 132 Filo was a mixed squadron who flew both F-16s and F-4Es, but the last ones were retired from their duties in Konya Air Base in May 2014, ending their “aggressor” carreer. Fighters were supported by the EWTTS personnel and the Ground Control Intercept controller; they were also allowed to regenerate, after being “shot down,” and return to fight in order to create new threats for the Blue Forces. During two weeks of training the daily routine started at 7:30 in the morning with the briefing for the first COMAO; flight operations began with take off of AWACS, followed by Blue Forces fighters and finally by Red Forces jets. A second COMAO was conducted in the afternoon and, after the final debriefing, every operation stopped at 20:30. Night flight missions were not planned for the exercise. Both daily COMAOs, named EAGLE 1 and EAGLE 2, involved about 60 aircraft and lasted for up to three hours related to avaibility of tankers. A great range of missions was Continued on Page 49
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PILOT, FRIEND, TEACHER
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In Flight USA Celebrating 31 Years
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By Anna Serbinenko
hen I picked up the phone, tears were rolling down my cheeks. Facing some beginner airshow performer struggles – more criticism than love – I was discouraged, and I could really use an ally in this “old boys club” of the airshow crowd. Someone who would simply tell me that there is hope. I searched the ICAS directory for Bud Granley’s phone number, gathered all my courage, and dialed. Would he even remember who I am? He saw me briefly at a show where we were both flying, but did he – the legend – even notice then a completely new unknown performer? To my big surprise, he greeted me very warmly, as if he had known me for years. As I learned later, this is just how he is. He heard my distress over the phone and offered to come over – he was tinkering with his plane for another hour or so at his home airport in Everett, Wash. I said I would fly over right away. That meant my EAPIS was filed two minutes later, phone call was made, and customs officer convinced to waive the one-hour notice requirement. My plane was fueled, and I was airborne less than 15 minutes later. I cleared customs in Bellingham and landed in KPAE – all within an hour. Yes, I flew my super decathlon at “non-economy cruise” on this one. I found the hangar, and Bud gave me a welcome hug. His son, Ross Granley, was just preparing his plane for the next show a couple of hangars over, and the
Discovery Channel TV crew was hovering over the process. Bud and I grabbed vitamin water and sat in the shadow of his Harvard T6 in the hangar. I told my story and the challenges I was facing in my airshow flying. I don’t know what I expected. I am usually the one who finds or makes solutions. I expected others to do the same. Now I’m sitting here clueless. Bud and I had a chat. He took me under his wing but not in an enabling way. I had to “be a good cadet.” Patience does not come easy to me – trust me! But I respect this man so much that I worked really hard (the easy part) and bit my tongue for the rest of it (not easy). Shortly after, it turned out that it was the best course of action, and I am so grateful to Bud for this and many more lessons later. We went flying that day and worked on hammerheads and avalanches. Once again, I was amazed how comfortable and precise Bud was flying a plane for the first time. Many people know Bud’s official biography. From Alberta, Canada, passionate about aviation since the age of nine, Bud was in Air Cadets, then served in the Royal Canadian Air Force. He earned multiple awards won and the hearts of millions of airshow spectators. But how many people really know this person? Here are a few glimpses from his humble student. He is kind. His bright smile and open heart are huge! He can make you feel very welcome – at a pilot’s party or in his house.
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Around Bud you are never a stranger. He cares. He will listen and never brush you off. And as busy as he is, it’s unbelievable how he would never make you feel rushed or unwanted. He is wise. So many times I wanted to rush and do things my way – quickly. Bud had a different opinion about it, and I’m sure glad I listened. It has always been better his way. He makes things happen. Be it paperwork, a flight, or a meeting – he is there, on time, and gets results. He is available. I think I received emails from him while he was cruising in his Harvard, if my Outlook does not lie… He connects. Through Bud, I met lots and lots of great people. And the best treat was meeting his family. I had a privilege to learn aerobatics from Ross Granley, find out about parenting from his wife, Carol (she is sure a pro after having handled six!) and teach the instructor rating to Bud’s grandson, Kyle. He is the best pilot I’ve seen! Snap rolling a 6,000-pound machine a couple hundred feet off the ground borders on craziness – or genius! (when repeated thousands of times). Most of the time when we meet with Bud, we end up going flying. The precision aerobatic flying by Bud never stops amazing me, and each flight is a real treat. He coached me remotely too, but he is more than a flight instructor. He is a teacher, a role model, and so much more. Often enough, in other areas, when I was pulling my hair and losing patience with
March 2015
Anna Serbinenko with Bud Granley. (Courtesy of Anna Serbinenko) my non-performing team members or my 10-year-old kid slacking off on his homework, my partner, Peter, kept asking me “What would Bud do?” When I was smart enough to pause and think, my actions often took a different course. The bottom line is, it’s hard to express in words how grateful I am for having met this amazing pilot and person. I know for sure I would not have been where I am right now if not for Bud’s help, guidance, teaching, and patience with me. Epilogue. It’s 3 a.m. I scrape myself off the pillow and slide into the flight suit. I still have more than 450nm to fly from Vernon, BC this morning to Fort McMurray Airshow in Northern Alberta, and I better make it on time for the pilot briefing at 10 a.m. local time, which is only six hours from now. Last night, Bud and Carol welcomed me, Dave Mathieson, and his girlfriend, Michelle in their cabin on the lake in Vernon, when we were stranded here by the weather. Bud was leaving much later – he can afford skipping the practice day at the show. Carol was driving us to the airport at this early hour. When I came downstairs, Bud was already finishing packing eggs and toast for the way. He personally made it for the three of us departing. Tears of gratitude rolled down my cheeks. This is just the kind of big-hearted man Bud is. For Bud Granley Airshows: www.budgranleyairshows.com Anna Serbinenko is a class 1 airplane and class 1 aerobatic instructor. Anna is also the only female aerobatic performer in Canada. For more about Anna and her airshow schedule: www.annaserbinenko.com Anna teaches flying in her school, Canadian Flight Centre, that was established in 1979. Graduates of Canadian Flight Centre are currently working at airlines around the world. Today, Canadian Flight Centre trains “from tailwheel to turbine”– with a big variety of courses and aircraft–and offer pilot training in two locations: Boundary Bay; Vancouver, BC; and Kamloops, BC. More about CFC: www.cfc.aero
March 2015
T
By Alberto Celsan and Ruggero Piccoli
he LTV A-7 “Corsair II” is one of the most prestigious strike aircraft from the 1960s era. Better known as SLUF, the “Short Little Ugly F....er,” it was still operated around the world only by the Hellenic Air Force, which celebrated the fighter’s retirement at Araxos Air Base, home of the 116th Combat Wing, with an official ceremony on Oct. 17, 2014, preceded by a spotters day on Oct. 16. This event marked the end of 39 years of service carrying the Greek insignia, with a total of 440,000 flying hours and 350,000 sorties completed by Corsair II’s fleet. An honorable career for the innovative aircraft, for its time, that took to a “new era” of aviation the Hellenic Air Force, the first A-7s’ foreign user. Hellenic Air Force (HAF) was the second main A-7’s operator in the world
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ERA: A-7 FAREWELL
after the USA, with a total of 133 aircraft of which eight were used for spare parts. The A-7 was characterized by innovative technological applications, especially in electronics, and excellent handling qualities, which allowed the subsonic fighter to become an extremely accurate and effective bomber capable of attacking targets of all kinds, as demonstrated during several conflicts from the Vietnam War to
Café serves up the best eggs and steak this side of the Mississippi. Or, you can get a crab omelet (with real crab), an omelet with freshly picked artichokes or asparagus or a host of frittatas. Around 11 a.m., we couldn’t make up our minds between pressing on to Half Moon Bay for breakfast or waiting
around Pescadero for the Cioppino. We solved the dilemma by having breakfast one day and returning to Pescadero the next. Monterey Regional Airport (KMRY) has parallel runways. R10R/28L is 7,600 feet long and has an ILS approach to R10R. Runway 10L/28R is 3,505 feet
long. The airport is 257 feet above sea level. My FBO of choice is Del Monte Aviation, 831/373-4151. We loved our trip along the central coast section of Highway 1. The trip took about 10 hours. Next time, I hope it will take about 10 days.
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Airports
Half Moon Bay Airport (KHAF) is one of California’s historic fields. At an elevation of 65 feet above sea level, the solitary runway, 12-30 is 5,000 feet long and has RNAV approaches in both directions. We always try to make a special stop at the field just to enjoy what I consider one of the best breakfast joints in California. Three-Zero
the Desert Storm flying with the USAF and the U.S. Navy. Once entered in service in Greece, it made the Hellenic Air Force capable of striking in long distances, delivering massive volumes of firepower, and brought significant changes and improvements to the training programs, the maintenance routines, and missions’ execution and finally opening the road for the successful integration
of newer and more advanced fighters. Corsairs II’s acquisition by HAF was divided into two phases, first with the delivery of the “H” version to replace the F-84Fs, then with the delivery of the “E” version in order to replace the F-104s and fill-up the losses in the “H” fleet. The first two A-7H arrived in August 1975 at Andravida Air Base destined for the 115th Combat Wing based in Souda. All “H” versions were brand new aircraft built for Greece, and the procurement was completed in the 1980s with the arrival of TA-7Hs. A total of 60 A-7Hs and 5 TA-7Hs entered in service in five different HAF squadrons, the 340, 345, 347, 335, and 336. Until its retirement in March 2007, the entire fleet completed 320,000 flight hours. “H” version was a blend of the U.S. Navy’s A-7E and the USAF’s A-7D: air refueling probe was removed, as all the aircraft carrier specific hardware, the Continued on Page 43
(Ruggero Piccoli)
Flying With Faber Continued from Page 31 the lunch crowd eagerly awaited their first glimpse of what we discovered to be the best Cioppino in California. Before the Cioppino arrives, you will be presented with a basket of freshly baked sourdough bread. Don’t be tempted to devour the entire contents of the basket, as I was. Leave room for the Cioppino – it is delivered with mountains of whole fresh Dungeness crab in a succulent tomato sauce.
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In Flight USA Celebrating 31 Years
March 2015
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
The First Half of the Story
Situation # 1 C172 Pilot’s Report • The weather briefing advised my route was VFR and forecast to be so until around 3:00 local time… Enroute the weather quickly deteriorated. I noticed larger cumulonimbus clouds forming around me and a thick cloud deck forming in front of me. I opted to drop my altitude to 3,500 feet to maintain VFR cloud clearance and duck below it. Once the weather opened up, I decided to climb to 5,000 feet to get a better look at what was going on around me. I saw that the weather was worse than I thought. It was solid IMC everywhere and deteriorating rapidly… I started checking different enroute weather services to get a picture of what was happening. At this point, I had 1.3 hours of fuel left and realized that any airport within range was heavy IMC… I decided to continue towards [my home airport]… I maintained 1,000 feet above the cloud deck for some form of traffic separation but could not see the ground, as it was a solid layer. Shortly after, both NAV 1 and NAV 2 failed, but DME was still operational. I then attempted to call Center for vectors and help but to no avail. It appeared my radio could receive but not transmit. I then attempted to navigate via my iPad, but the battery died shortly after. At this point, the weather had become so poor that flying through clouds became unavoidable. I was in complete IMC. I executed an emergency 180 using my turn coordinator and my stopwatch and held that heading for a few minutes. Realizing it wasn’t improving, I decided to climb to get above the deck once again for traffic separation. I climbed for
WHAT WOULD YOU HAVE DONE?
approximately 20 minutes and popped out above the deck at 10,000 feet. It was solid overcast as far as the eye could see… At this point, I was very disoriented as to where I was and had no way to call for help. Situation #2 PA28 Pilot’s Report • When the thr0ottle was retarded from full power to cruise after a practice power-off stall recovery maneuver was completed, the throttle cable broke causing the engine to run at full power. I took control from the student while bringing the (throttle) to idle to confirm we couldn’t run at any less power. The power continued to read between 2,500 and 2,700 RPM (redline for the prop). I declared an emergency with (the TRACON), which I was already using for radar services and diverted to (a nearby airport) with a longer runway than our home base. At this point, it became apparent that I could not maintain level flight without overspeeding the propeller. Situation #3 CRJ900 Captain’s Report
• While descending… we entered IMC and icing conditions. We turned on our cowl and wing anti-ice. Shortly thereafter, the EICAS indicated a master warning immediately followed by an Anti-Ice Duct Fail message. We then received Left and Right Wing Anti-Ice Fail messages. The First Officer and I complied with the appropriate QRH items, informed Approach that we were having issues with our icing system, and requested an expedited ILS… and a lower altitude. Shortly thereafter, we were out of icing conditions and decided an emer-
gency did not need to be declared… We landed, taxied to the gate, and contacted Dispatch to initiate a write-up with Maintenance. We taxied out to a run-up area with Contract Maintenance to do several tests on the system… Although the system checked out on the ground, the First Officer and I agreed that it still might not be safe. The reasons were several. The conditions within 150 miles were calling for icing from 3,000 to 23,000 feet. Since we were limited to FL250 due to single pack operations, this was a serious consideration. It was also night, and a considerable portion of the flight would be over mountainous/remote terrain. While on the ground, the aircraft experienced an Ice Detect 2 Fail status message. Simply resetting the system and having the message(s) disappear from the EICAS did not inspire confidence to depart under these conditions. During a conference call with the company, we explained our rationale. We fully understood this would inconvenience holiday passengers and that some might not understand why we did not depart in a plane that was legally signed off. Ultimately, we were told that it was solely our decision.
The Rest of the Story
Situation #1 C172 Pilot’s Report The Reporter’s Action: • Using my DME, I determined where I was relative to the tuned VOR/DME by flying different headings and observing the DME’s reaction. On my sectional chart, I drew a line straight from the VOR and determined I was roughly six miles south of the departure airport. I then turned north and held this
heading for 10 more minutes to get far north of the field where I knew there were no obstacles while descending from 10,000 down to 2,000. Once [my passenger’s] cell phone got signal, I pulled up a computerized satellite map and used that to line myself up with the runway coming from the north. I maintained a slow but steady descent as I continued essentially a poor man’s GPS approach. I broke through the clouds at roughly 1,200 feet AGL and landed. Situation #2 PA28 Pilot’s Report The Reporter’s Action: • I allowed the aircraft to stay in a slow climb, eventually ending up near the airport at 3,500 feet AGL. While on a very high downwind, I contacted Tower, was cleared to land, and elected at that time to pull the mixture back to begin the descent for landing. I briefed the student on how I planned to land, using the mixture to add “bursts” of power if necessary, and asked him to turn off the fuel and mags on my command. The glide went well. I had the student secure the engine once I was sure we’d make the runway, and it was an uneventful touchdown. Situation #3 CRJ900 Captain’s Report The Reporter’s Action: • We elected to do it the next day during daylight and vastly better weather. During the flight, we had a master warning immediately followed by an Anti-Ice Duct Fail. This caused our wing anti-ice protection to turn off. We quickly exited icing conditions. All QRH items were complied with, and maintenance was given a heads-up via ACARS.
Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
March 2015
End of an Era: A-7 Farewell
Continued from Page 41 launch bar and the angle of attack indexer lights, while it maintained the cockpit and the avionics of “E” version, including the Head Up Display, and improved the Jet Fuel Starting System, the heavier wheels and brakes of the “D” version. A7H was the first HAF aircraft equipped with Head Up Display, advanced Inertial Navigation System and Tactical Data Computer, which provided great precision in all the air-to-ground missions, while its radar was able to lock and track ground targets without visual contact, providing Terrain Following capacities. In 1993, HAF acquired more Corsair IIs, taking from U.S. Navy stocks 50 A7Es, eight used for spare parts, and 18 TA7Cs, which entered in service with the 335 and 336 squadrons. The “E” version introduced in the HAF for the first time the capability of air-to-air refuelling by the use of D-704 tanks, which enable Corsair IIs to refuel aircraft equipped with refueling probes, while the AN/AAR-45 LANA pods allowed the execution of night missions with the FLIR for the first time. Until its retirement, the “E” version fleet completed a total of 120,000 flying hours. Pilots greatly appreciated the A-7 for its excellent range and carriage capability. They considered it a fun to fly aircraft, easy to fly, and steady at low level, the “home” of the Corsair II as underlined by the aircraft motto “fly low, hit hard,” thanks to the amount of thrust the engine was able to provide at low altitude that gives the necessary sense of safety once close to the ground. The friendly environment of its cockpit helped the pilots to simplify the workloads for the more complex missions. A-7 was particularly popular among ground personnel. Thanks to the design philosophy of the aircraft, it had many accesses that facilitated the work of the technicians for maintenance, servicing and troubleshooting. However, the aircraft had more mechanical parts than electronc parts, which have a higher failure rate, so maintenance became a challenge, as in the last year there were no more spare parts available. The retirement ceremony was held inside a maintenance hangar in the presence of a great number of guests, several VIPs and authorities, as the Hellenic Army Forces High Command, the Greek Minister of Defense, Dimitri Avramopoulos, and the Chief of Hellenic Air Force General Staff, Lieutenant Evangelos Tournas. During the ceremony, the Commander of 336 squadron and a veteran pilot spoke about the important role played by A-7s, both for the Air Force and the nation, recalling the history of its
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www.inflightusa.com honorable service in the HAF. The Minister of Defence announced that the 336 squadron will receive half of the 335 squadron’s F-16C/D Block 52, with the replacement already in progress, as many of the 336 squadron personnel has joined the training program for the new aircraft. In order to honor the 13 pilots that lost their lives flying with the aircraft, their names were remembered one by one, and a minute of silence was kept and broken by the flypast of two A-7s. A special color Corsair II was revealed to the public, painted in a two-tone gray scheme. The tail showed the silver shine of the Greek flag and the patches of the five squadrons that flew the aircraft while under the wing roots. The serial numbers of all Greek Corsair IIs and the total number of flying hours were reported. Outside the main hangar, there was a TA7C surrounded by several types of bombs, which were its main weapons load. The small, static display consisted of an A-7H, a couple of A-7E, the “Olympus” special painted aircraft and one fitted with six LGBs and two Sidewinder missiles, a F-16C Block 52 and a F-16D Block 52, both armed with IRIS-T, AIM-9, AIM-120 missiles, JSOWs and LGBs. The airshow was opened by a flypast of two TA-7Cs that performed also a low base attack demo, followed by the “Daedalus” T-6A Texan II and the powerfull “Zeus” F-16 demo displays. At the end of the show, a missing man four ship formation, composed by one TA-7C, one
Mirage 2000-5, one F-16C and one F-4E, flew over the field, with the Corsair II on the tip that pulled up into the sky in a vertical climb in a symbolic “end of an era.” To give the opportunity to aviation enthusiasts to take the last pictures of the A-7s, the HAF organized a beautiful spotter day. The event was arranged very well with a lot of photo possibilities along the operational ramp and the taxiways, as well as access to the ramp and the boneyard with the airframes retired from service. During the day, two flights of three A-7s were scheduled, one in the morning and one in the afternoon, alternated with the activity of the F-16s from 335th squadron and the rehearsal of “Daedalus” and “Zeus” demo team. Two of the aircraft were TA-7C with some veteran pilots in the backseat that had the possibility to make their last flight on the Corsair II, while the third one was the
(Ruggero Piccoli)
black special painted A-7E Olympos, which participated at the Royal International Air Tatto in July where it won the “Best Livery” prize. The good work of the military personnel resulted in a great opportunity for all present to greet the fantastic SLUF for the last time.
Anna Serbinenko
“I love both teaching and flying. . . I know of nothing more rewarding than sharing your greatest passion with others.”
• Aerobatics Instruction and Air Shows • For more information visit my website: www.cfc.aero Call 604.946.7744 or email anna@cfc.aero.
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1778 W. US Rt 224 Tiffin, OH 44883
ZENITH PILOTS WIN BIG STOL COMPETITION
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In Flight USA Celebrating 30 Years
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KAREN & BILL CASSELS A&PIA 21629 N. 9TH Ave., Suite A Pheonix, Arizona 85027-2827
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Aircraft Magneto Service www.aircraftmagnetoservice.net Magneto Specialist for TCM, Bendix, Slick, Single and Dual Magneto • 500 hour inspection • Troubleshooting and repair • Overhaul “May the Spark be With You” Magneto Specialists Since 1976
206-768-3099•206-780-3099 email: aircraftmag@yahoo.com
11697 Kirk Ave. NE Bainbridge Island, WA 98110
IN
March 2015
Zenith pilots, Chris Anderson, Jock Struthers, and Deane Philip took first, second, and third place trophies in the third annual STOL and Precision Landing Competition in New Zealand on Jan. 31, 2015. More than 40 pilots from around the island nation had gathered to participate in the contest. Chris Anderson, in taking first place, was able to take off in just 22.8 meters, and with his carrier style landing, he used up a mere 26.5 meters of runway (without arresting lines). The durable heavyduty landing gear on the Zenith makes heavy drop-ins and short landings possible without damage to the aircraft. The event is staged annually as part of the “Healthy Bastards Bush Pilot Championships,” sponsored primarily by Dr. David Baldwin of Bulls Flying Doctor Service. The term, “Healthy Bastards” comes from a video of the same name that is produced by New Zealand’s flying doctor corps. Zenith STOL designs incorporate a number of features like slats, full span flaperons, a high lift airfoil, along with vortex generators and an inverted airfoil on the horizontal stabilizer to allow for crisp control at very slow airspeeds. For more information, visit ZenithAir.com.
Zenith STOL designs flew a shutout at this year’s STOL and Precision Landing Competition in New Zealand. (Zenith Air)
Ameritech Industries, Inc. the parent company of Eagle Engines and American Propeller of Redding, California are pleased to announce the availability of the Turbocharged Electroair Certified Electronic Ignition System in the Magneto Timing Housing (MTH) version for Continental TSIO-360, TSIO470, TSIO-520, and TSIO-550 six cylinder engines. This series of approvals follows 30 days after the approval of the Continental IO-360, O/IO-470, IO-520, and IO-550 MTH systems. The EIS-61000-1M Turbocharged FAA/PMA’d ignition system that is currently STCd and approved for Cessna, Cirrus, Bellanca, Beechcraft, Mooney, and Piper aircraft. The Electroair direct fire ignition system replaces one magneto with a Magneto Timing Housing (MTH), which feeds the engine position and RPM information to the Controller. The Controller
also receives the input from the MAP sensor, computes the amount of dwell, adjusts timing, and signals the coils to fire directly into the spark plugs on the compression and exhaust stroke. Typical advantages of the system include: improvement of fuel economy up to 15 percent, smoother engine operation, improved high altitude performance, improved horsepower, reduced hot start or cold start problems, extend spark plug life, and reduce maintenance costs. Additional systems are in development for the Continental O-300, along with systems for the Lycoming IO-390, TIO-540, and IO-580 engines. Ameritech is the largest stocking distributor for Electroair and systems are on the shelf, ready-to-ship. For further information, please contact Ameritech at 800/292-7767 or sales@ameritech-aviation.com. You may visit Ameritech on the web at www.ameritech-aviation.com
AMERITECH ANNOUNCES TURBOCHARGED ELCTROAIR CERTIFIED ELECTRONIC IGNITION SYSTEM
BUDDYPILOTS, REDEFINING GENERAL AVIATION MANAGEMENT
March 2015
Flying is an amazing passion. For some pilots, it’s an opportunity to see our world from a new perspective, for others, it is a convenient way to travel and discover distant destinations. However, one thing is common to every pilot and aircraft owner; the pain caused by the overwhelming amount of preflight and post flight tasks, regulation complexity coupled with the increasing price of aviation. A company named Buddypilots Aviation aims to solve these issues altogether. The Montreal based company has regrouped an international team to develop a powerful web platform for General Aviation. Available anywhere at any time, Buddypilots platform offers integrated tools to pilots, aircraft owners (single owner or partner) and organizations (flight schools, FBOs and flying club).
Tackling General Aviation Ever Growing Complexities
General Aviation is a complex world for pilots who are seeking fun and excitement. Safety considerations, leisure flights in controlled airspaces, regulations and a lot of other variables make this activity a true challenge for a lot of people. This complexity translates into longer checklists, increased costs and repetitive data entry, from student pilots to part 91 operators. A first aspect of this complexity is the repetitive data entry. At all levels of the domain, people enter and repeat hobbs, tachs, air time, flight time, takeoff and landing time, approaches, crosscountry, PIC, SIC and a lot of other complex acronyms. Flying becomes an administrative game and requires a lot of data entry. A multitude of software helps pilots with navigation, weight and balance and even maintenance. However, these software are not communicating together. Add high purchase costs, aging technology and a lack of mobile integration and you can easily imagine how helpless pilots, owners and organizations can be against this mountain of necessary rules and constraints. Mistakes are common, tasks repetitive and a lot of students and pilots find themselves giving up on aviation for these reasons. This is where Buddypilots can help. With a set of tools available online, 24/7 on a computer or a tablet, Buddypilots web platform is your command center on the ground. All required tools are centralized in a one-stop shop software. Schedules, aircraft information, flight planning tools, aircraft and pilot logbooks and even an iOS App; it’s all
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The FBO/Flight School/Flying Club account is perfectly suited for organizations of any size. With a full integration, an organization can manage a fleet, add and track pilots and students qualifications and share the information with all users. No need to repeat information in multiple programs, Buddypilots covers the activity from scheduling to billing. You can even get paid online thanks to an integration with Stripe’s payment infrastructure.
Another Vision for General Aviation
Buddypilots is a web platform for pilots, aircraft owners and General Aviation organizations. online with Buddypilots. All these tools are integrated and communicating with each other. It means you will not have to repeat cumbersome data entry thanks to a simple flight management module to capture key data and dispatch it in the various airplane and pilot documents. Another key feature is the high level of communication between different kinds of users. A pilot will be able to share data with a flight school or an aircraft owner thanks to a General Aviation Network offered by Buddypilots.
A Platform for Everyone
Buddypilots has been created by pilots and web/mobile specialists to bring the latest technology to General Aviation. Here is an overview of the three main accounts offered.
Pilots can access their pilot logbook and print it at any time.
The pilot account has been created to offer a simple interface with rich information to all kinds of pilots. From student to commercial pilot, this interface will adapt to the user’s aviation life, flying for fun or to make a living. With a navigation interface (soon to be connected with extended navigation software), a weather center, a qualification manager and an integrated pilot logbook, this account is perfectly suited for a dynamic pilot want-
The suite of tools include and interactive weight and balance profile to save time in flight planning.
ing to focus on flying. With a simple express checkin, the pilot will be able to enter every milestone of his flight during the debriefing or during the flight thanks to an iOS App. The App is made to capture engine start and stop time as well as takeoff and landing time. Simply tap on the screen at each step and upload that to your Buddypilots interface to push it into your pilot logbook. The aircraft owner/partnership account is made to simplify the life of pilots owning an aircraft. With a scheduler, a simple maintenance tracking module, an aircraft profile and all modules offered to the pilots, owners will not have to remind anything, Buddypilots does it for them. If the aircraft is owned by a partnership, no problem, simply add partners and the information is available to anyone.
From desktop to tablet, access your data anywhere, at any time.
Buddypilots has been created with the conviction that General Aviation could be a lot more efficient. Pilots just want to fly, while sharing their passion. However, flying is not cheap and very regulated. It is often hard to find people to get onboard once the family and friend circle has been covered. In addition, finding an aircraft and an instructor on a sunny weekend can be quite tricky. This is why Buddypilots has created a General Aviation International Network. Every aircraft owner can post aircraft availabilities and pilot can find flight schools or private aircraft to fly. All users can post flight missions to find a copilot; it is all managed on Buddypilots and included in the web-platform.
Buddypilots’ executive team. From left to right: Daniel Methot (CTO), Sébastien Malherbe (CCO), André Carrier (CEO), Thibaut Souyris (VP Business Development).
The long-term vision of the team is to develop partnerships with industry leaders. The team is working on building innovative solutions with companies sharing their vision. Improving General Aviation starts with its management tools but Buddypilots aims to innovate in other fields thanks to a network of international partners. Enjoy a 30 percent rebate on your three first months of membership. The first 30 days are free so you can try the solution and discover how it can save you time, money and allow you to fly more. Just enter the code INFLIFGHTUSA to enjoy your 30 percent rebate.
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PLANES
In Flight USA Celebrating 30 Years
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OF
FAME AIRSHOW
March 2015
Planes of Fame Air Museum is proud to present Planes of Fame Airshow 2015, May 2-3 at the Chino Airport in Chino, Calif. You are invited to celebrate the history, contributions, and sacrifices of our veterans as we give “A Salute to Veterans” themed show. This year’s airshow will feature nearly 50 historic aircraft, performing for your enjoyment. Performers include: U.S.A.F. F-22 Raptor Demo Team and Heritage Flight, Sean D. Tucker-Team Oracle Aerobatics, Canadian Forces CF-18 Hornet Demonstration Team, Sea Fury Aerobatics by Sanders Aeronautics, Clay Lacy’s Learjet Demonstration, Rob Harrison and the Tumbling Bear, Gregory Colyer T-33, John Collver’s AT-6 Aerobatics, and more than 40 WWII aircraft including the B-25 Mitchell, P-47 Thunderbolt, and P-51Mustang. In addition to many other fantastic airplanes that will be performing, there will be a special panel discussion with our honored veterans. There will also be Military vehicles, a “Kids Zone,” food, drinks, and vendors! Start your Air Show Weekend Friday, May 1 with a “Preview Day and Twilight Show.” Enjoy flights at twilight and watch the afterburners light up the sky, in particular the special demonstration by the Royal Canadian CF-18
Hornet! Food, drinks, and vendors will be open. Note: Saturday and Sunday will not have a twilight show, the Golden Age of Aviation flight, or a Greg Colyer T-33 solo flight demo. Friday May 1: Preview Day & Twilight Show 10 a.m-8 p.m. Saturday and Sunday May 2-3: Planes of Fame Airshow 8 a.m.-4 p.m. Save $5! Order tickets online! (Hurry! Limited Time Offer) Free admission Kids 11 years and under, general $25 Free parking! (preferred parking $15) For information and tickets go to www.planesoffame.org
Aero Mark, in partnership with the Idaho Aviation Association, will host the 5th annual Idaho Aviation Expo Friday and Saturday, May 15–16, 2015 at the Idaho Falls Regional Airport (KIDA) in Idaho Falls, Idaho. Once again we will utilize the Aero Mark XL hangar and facility to host this worthy aviation event where exhibitor booths and aircraft can be under one roof, and at an airport where they belong. This is an all-aviation expo that will feature aircraft manufacturers, maintenance and parts suppliers, avionics, clubs and associations, workshops, guest speakers, and much more. Past Expos have included everything from kitplanes to helicopters, and backcountry to corporate aircraft. Displays have included Air Tractor, Aviat, Beechcraft, Cessna, Cirrus, Daher-Socata, Diamond, GippsAero, Katmai, Kitfox, Kodiak, and Pilatus aircraft. Additional exhibits have featured warbirds and rare vintage aircraft. There is a hangar-full of great exhibits lined up for this year. Saturday’s Expo will again feature the Idaho Aviation Association’s Annual Meeting. An organization with more than 890 members, the IAA is dedicated to
giving Idaho a General Aviation voice both locally and nationally. The IAA works with both public and private entities to preserve, maintain, and enhance aviation facilities and keep them open for all pilots. The IAA promotes pilot safety and education as well as a public understanding of General Aviation in Idaho. Saturday evening’s headline speaker will be Idaho native Jon S. Beesley. A graduate of the USAF Test Pilot School, Jon was the Chief Test Pilot for the F-35 Joint Strike Fighter program, and was the first to fly the airplane. He was also a test pilot for the F-22 Raptor, its experimental predecessor the YF-22, and the F-117 Nighthawk. Jon has flown more than 50 different types of aircraft and been awarded top honors. Admission to the Expo is $10 at the door, or free for Idaho Aviation Association members and students, and includes both days of the Expo, all workshops and refreshments. For more information visit AeroMark.com or IdahoAviation.com. If you have any questions please feel free to contact Thomas Hoff via phone at (208) 524-1202, fax (208) 524-8924, or email thomas@aeromark.com.
IDAHO AVIATION EXPO 2015
POWER FLOW OFFERS FREE EBOOKLET ON EXHAUST SYSTEM
March 2015
www.inflightusa.com
Based on the firm belief that an educated pilot is a safer pilot, Power Flow Systems, Inc. has recently published a 28-page concise guide in e-booklet format entitled: “All You Ever Need To Know About: General Aviation Exhaust Systems.” The publication is free to all interested pilots and mechanics. Intended as a public service resource and informative guide for General Aviation pilots, the guide can be easily downloaded from several prominent locations on the Power Flow website: powerflowsystems.com. The e-booklet focuses on those exhaust system designs, which are most prevalent on GA aircraft powered by four-cylinder Lycoming O-320, O-360, I/O-360 and I/O-390 engines. These include several of the most popular aircraft in the GA fleet such as the Cessna
WHAT
IS THE
172, 177 and 177RG, Piper PA28, Grumman AA5 series, and the Mooney M20 B through J models. Loaded with practical knowledge gained from the company’s 15 years of experience in the field, the booklet provides pilots with a wealth of valuable information concerning the design, construction, maintenance and repair of legacy exhaust designs as well as Power Flow’s own Tuned Exhaust System.
ATS360?
47
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1977 Cessna 310R
1967 Beechcraft V35
1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
1914 TTSN, 200 SNEW Engine, A&E, NARCO IFR, A/P, Nice Original Paint and Interior ..$99,950
FILE PHOTO
1980 Cessna 152
1977 Piper Warrior II 151
4000 TTSN. 2400 SMOH. New king digital IFR, Garmin Transponder, DME, NDH, new windows and plastic .......................$29,950
2000 HRS. TTSN, NARCO IFR, Original Paint, New Interior, Needs annual completion, Missing minor parts, NDH ....$19,950
LD
YOUR AIRCRAFT HERE
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2008 Cessna 172SP Skyhawk 993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
1955 Beechcraft T-34B Mentor Gray with US Aircraft markings.
Aircraft Tool Supply is the exclusive manufacturer of the new and improved ATS360 Digital Protractor. Similar to the PRO360, this new unit offers the same structure and capabilities as the original unit but features a 2.75-inch wide by 1.50” high LCD screen display that remains upright to view at all angles and at an affordable cost. The ATS Digital Protractor is an innovative measuring tool that provides an immediate digital reading of all angles in a 360-degree range making it ideally suited to measure aileron deflection, flap
movement, and propeller pitch. It provides absolute measurement as well as relative measurement. “Invaluable,” a customer reviewed, “it works precisely as advertised and is robust and reliable.” A machined aluminum frame provides a durable, lightweight platform. The unit is self-calibrating and converts between angle and slope as a convenience to the end user. Visit www.aircraft-tool.com to order or for more information regarding Aircraft Tool Supply products.
Check In Flight USA’s online calendar for upcoming aviation events...
www.inflightusa.com
Inventory Needed. Sell it fast with us!
1940 Phillips Aviation CT-2 Skylark 70 hours since new.
1942 Grumman Bearcat F8F-2
1944 North American P-51 D Mustang 588 hours since new.
820 hours since new.
New Corporate Hangars To be built at Hayward, CA. Executive Airport Size of Hangars Available: • 110 X 109 with doors on both north and south side with clear span 98.2’ wide by 20’ height clearance. • 110 X 55 with door clear span 98.2’ wide by 20’ height clearance.
Contact Robert Coutches at 510-783-2711 for more info. Robert Coutches
(510) 783-2711 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
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In Flight USA Celebrating 30 Years
March 2015
InFlight USA Classifieds (All ads run for 2 months)
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea. 00
Phone: (650) 358-9908 Fax: (650) 358-9254
AIRCRAFT The same location for 50 years. American Aircraft Sales, Hayward Airport, CA, www.americanaircraft.net, (510) 783-2711. 3/13 From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, www.tjair.com. 3/13
Cessna Sales, Service, Parts & Training Center. Vista Aviation, Whiteman Airport, Pacoima, CA, (800) 828-6756, (818) 896-6442, www.vistaaviation. com. 3/13
Purveyor of Quality Aircraft since 1968. Steve Weaver Aircraft Sales, Philippi, WV, steveweaver.com, (843) 475-6868. 3/13 Husky - America's Favorite Taildragger. Call to schedule your own Husky Experience. Aviat Aircraft, Afton, WY, (307) 885-3151, husky.aviataircraft.com. 12504:TFN J.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also recovery & storage for singles & light twins. (800) 421-1729, Orlando, FL. 11/14 Largest variety of quality aircraft, plus training and other services. Alliance International Aviation Flight Centers at Chino, Riverside and Brackett Field, CA, airports. www.AIAFlight.com. 11/13
Sales, brokerage, acquisitions w/46 years experience. Laffery Aircraft Sales, San Jose (CA) Int'l. Airport, (408) 2935352, www.laffertyair.com. 2/14
HOMEBUILTS The Super Stallion, Six-Place! Fly faster, farther & carry more for less cost. Aircraft Designs (831) 649-6212, fax (831) 649-5738. 9316:TFN
BEDECORP. Single to four-place. Fast build time. Builder assist facility available. www.jimbede.com. 8/14
Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 3375111. 8/14
SAILPLANES/SOARING Fast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318. 11/07
FLIGHT INSTRUCTION Old School Aviation. Advanced Warbird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14 P-51 Mustang orientation flights/checkout training. Stallion51 Corp., Kissimmee, FL, www.STALLION51.com, (407) 846-4400. 8/14
TYPE RATINGS Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings.com, (602) 614-7994. 9309:3
AVIONICS AERIAL AVIONICS Installation & repair, Part 135 capable, upgrades, custom instrument panels and more. FAA CRS 7IAR379B. ReidHillview Airport, San Jose, CA, (408) 258-5858, www.aerialavionics.com.1/14
Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtraonicsavionics. com, (209) 736-9400,. 11/14
PROPELLERS Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 5537767, (419) 447-4263. 2/08
AIRCRAFT PARTS Your one-stop center for aviation products. San Carlos Aviation & Supply. Two Calif. locations: San Carlos, (650) 592-2322, & Palo Alto, (650) 2138784, www.sqlaviation.com. 3/13
Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14 Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14
Sales Tax Consultants Inc., (916) 3691200 or visit www.astc.com. 3/06 Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10
Magneto specialist for TCM, Bendix, Slick, single & dual magneto. Aircraft Magneto Service, Bainbridge Island, WA, www.aircraftmagnetoservice.net, (206) 768-3099. 1/15
HELP WANTED
OXYGEN SUPPLIES
AVIATION ART/GIFTS Personalized Aviation Nose Art. Quality, service, lasting value. Hand-crafted to your specifications. Order now for Christmas delivery. Victory Girl, www. VictoryGirl.com, (909) 297-6688. 11/13
Aircraft Tool Supply. Ring jobs just got easier. www.aircraft-tool.com. 8/14
Scheyden Precision Sun Eyewear & new “Reader X” Lens. One frame for light, dark, near and far. (800) 851-2758, (714) 843-1975, scheyden.com. 10/06 The Airport Shoppe, Reid-Hillview Airport, San Jose, CA, orders (800) 6344744, www.airportshozppe.com. 10/06
Aircraft Spruce & Supply. Free 700page catalog, Corona, CA & Peachtree City, GA, www.aircraftspruce.com.10/06 www.sportys.com your single source for quality educational aviation products— always at a good price fax 1.800.543.8633 phone 1.800.SPORTYS Clermont County/Sporty’s Airport Batavia, OH 45103 2522:TFN
4720:TFN
PAINTING/UPHOLSTERY Specializing in GA & Corporate Aircraft for 40 years. Giottto's Aircraft Interiors, San Jose, CA, (800) 315-1095, www.giottoaircraftinteriors.com. 11/14 Protecting your aircraft in & out. www.aircraftpaintprotection.com, an Aero Tect company. La Verne, CA, info@aerotect.net. 11/14
HANGARS/TIEDOWNS Aviation Building Systems, custom designed hangars for 44 years. R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www.aviationbuildingsystem.com. 51217:TFN New one-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 7468273. 1/15
DuraCharts — Best print quality, resistant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS. com. 8/14 Organize Your Flight Bags with The FLEX system. Use one of our designs or build your own. www.BrightLineBags. com, (415) 721-7825. 11/14
Aircraft parts for GA. AN&MS hardware, airplane owners, A&Ps, IAs. Special orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190. 1/15 No cheap imitation watches at HME! To order or for information, (888) 4646660 or www.hmewatch.com. 1/15
SIMULATORS The new Standard in Airplane Training. FAA-approved for any level 1 through 3 Flight Simulation Device. FLYIT Simulators, (760) 603-8200, tollfree (866) 814-9678. 3/06
FUEL Fuel Cells. Repair, overhaul or new. New tanks with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, www. hartwigfuelcell.com. 2/09
ENGINES Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872. 10/06
Aircraft Sales & Corporate Aircraft Management NAAA-certified appraisals, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, www.sterlingair.com. 11601:3
IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402. TFN
Spark On, Game-changing spark plug resistance tester. Foster Flight, Gardnerville, NV, www.getyourspark-on.com, (925) 789-0441. 11/14
PILOT SUPPLIES
service. Jorgenson-Lawrence Aircraft Sales & Management, Palo Alto, CA, Airport. Larry Shapiro, (650) 424-1801. 6107:TFN
Visalia Airport, CA — ID KVIS Hangar space for rent for turbine aircraft. 10,000-square-foot hangar with 3,000 feet available. Jet-A available on site. Call (408) 888-4248. 141200:3
FBOs Northgate Aviation Chico Jet Center®
General Aviation Services FAA Charts Available in NoCal Shell Aviation Products Chico, CA, (530) 893-6727 Diamond Service Center, maintenance, rentals, flight school, tiedowns, and hangars. 7707:TFN Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com. 3/13
Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Corona Municipal Airport, (951) 737-1300, www.CoronaAirVentures.com. 8/14
SERVICES Protect your assets. Legally avoid California Aircraft Sales and Use taxes. Call for free consultation. Associated
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Let your dreams soar! Aircraft loans tailored to your needs. Liberty Bank, (831) 338-6477, libertybk.com. 1/15
BUSINESS OPPORTUNITIES #1 Largest Network of Aircraft Brokers in the United States Become an Aircraft Broker — Available in Your Area Start today with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares. Includes multi-million-dollar inventory from which to start selling. Complete turn-key proved system. No experience necessary. Will train. Licensed USA Aircraft brokerage.
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AIRCRAFT INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 723-3358. 10/06
Aircraft Insurance WARNING! Don’t even think of calling another agent until you’ve called Aviation Insurance Resources first! Access the entire market with just one call. Best rates. Broadest coverage. All markets. Tollfree (877) 247-7767, www.AIR-PROS. com. 1716:TFN
AIRCRAFT FINANCING Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN
AVIATION CONSULTANTS “Doing it right the first time” Home of Peninsula avionics, sales &
Aviation Gifts by Wileman-Aircraft & Pilot Supplies. Mohave Valley, AZ, (928) 2347206, www.wilemanaircraft.com. 1/15
230 VIDEOS/PHOTOGRAPHY Specializing in aviation photography. www.horizontal rain.com. 1/15
PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop. 8/14
The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. To reserve your copy, call (650) 358-9908. 51108:TFN
Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com. 11/07
MUSEUMS Planes of Fame Air Museum Chino, CA (909) 597-3722 www.planesoffame.org Santa Maria Museum of Flight Santa Maria Public Airport, CA (805) 345-9001, www.smmof.com Warbirds West Air Museum Gillespie Field, El Cajon, CA (858) 414-6258, www.wwam.org Historic Flight Paine Field, WA (425) 348-3200, historicflight.org Allen Airway Flying Museum Gillespie Field, El Cajon, CA (619) 596-2020
Sell Your Airplane FAST!! with an In Flight USA Classified Ad
Call (650) 358-9908 Current Ad Expiring? To renew, email: 3rdavenue@embarqmail.com
March 2015
www.inflightusa.com
49
All photos by
Alberto Celsan
Anatonlian Eagle 2014-2
Continued from Page 39 covered, including CAS, Recce and SEAD; all the fights were analyzed thanks to the ACMI system, that identified the position of fighters and the result of the missile launches, so during mission debrief it was possible to know the overall success percentage. Availability in the gun ranges of anti-aircraft systems, both Russian built, such as SA-6, SA-8, SA11A/B and ZSU-23-4, and western built, such as Hawk, Skyguard and Sparrow, and the use of multi-threat systems that simulated a great range of threats, allowed the simulation of a â&#x20AC;&#x153;training environmentâ&#x20AC;? imitating virtual opera-
tional environment. The fighter pilots had the opportunity to apply their own tactics in multi-aircraft missions, training as they fight, and learning how to survive, on various types of missions. Ground Control Intercept controllers had the opportunity to manage a great number of fighters in a real war scenario. This type of training, together with the possibility to exchange ideas and lessons learned is the best way to maintain combat readiness for both the pilots and the ground personnel of the Air Forces. The goal of such exercises as Anatolian Eagle are, in fact, to improve the capability of national and international
units to operate jointly in daytime and the mutual support among the forces. Development of the training level in a simulated operational environment where participant can plan and operate at composite air operation missions against tactical and strategic targets protected by fighters and on-surface air defence weapon systems within a generic scenario changing from simple to complex and the opportunity to test new tactics and tecniques, increase the operational training level of the pilots and air defense personnel in such scenarios. The uncertain political situation in neighboring countries, underlined by a
surge in militant activity in Iraq and recent unrest in Syria show how important is for Turkish Armed Force to cooperate both with NATO and Middle East allies and Anatolian Eagle is the best way to train. Building a reputation in the international area, Anatolian Eagle Training Center is going to be the most attracting, prestigious and equipped Tactical Training Center in the world utilizing ever-developing capabilities with its broad experience. The authors want to thank the press office staff and Major Hasan Saffet Celikel, Anatolian Eagle Training Centre Squadron Commander for the organization and support during the exercises.
50
In Flight USA Celebrating 30 Years
March 2015
AD INDEX Aerozona Parts ....................44
Aviation Gifts by Wileman 44
Historic Flight ....................46
R&M Steel ..........................14
Aircraft Specialties..............19
Baja Pirates..........................16
HME Watches ....................30
Schweiss Doors ..................44
Aircraft Magneto ................44 Aircraft Spruce..............15, 33
Aircraft Tool Supply ..........31 Airtronics ............................15 Alliance Intl Aviation..........12
American Aerobatics ..........10 American Aircraft Sales ....47
AOPA ....................................7 Arizona Soaring ..................41
Arizona Type Ratings ........24
Art Nalls Air Shows..............9 Assoc. Sales Tax Constult. 51
Aviation Insurance Rec.......22 Bristell Aircraft....................37
Buddypilots ........................52 Corona Air Venture ............26 Corona Aircraft Engines ....27 Divorce for Men..................24
Dr. Susan Biegel..................14 Durachart ..............................6 Gibson..................................22
Giottos..................................10 Hartwig ..................................3 Hiller Aviation Museum ....39
San Carlos Aviation Supply12
Historic Flight ................6, 46
Sky Dancer ..........................43
Idaho Expo ..........................33
Stallion 51............................40
Jorgenson Lawrence ..........50
Sterling Air ..........................13
JT Evans ................................4
Steve Weaver Aircraft Sales34
Kitfox ..................................38
Tiffin Air..............................43
Lafferty Aircraft Sales ........11
TJs Aircraft Sales ................23
Liberty Bank........................46
USA Aircraft Brokers ........39
Mountain High Oxygen........3
Wicks ..................................20
Old School Aviation............45
Wisconsin Aviaiton ............29
Pacific Coast Avionics ........21
Zanette AC Insurance ..........5
Planes of Fame....................32
QREF ..................................18
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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