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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.
DECEMBER 5
6 6—9 12
12 — 13 19
19 — 20 20
30 31
Q Chino, CA: Living History Event, Attack on Pear Harbor, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. 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 Event, Mitsubishi A6M5 Zero, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Tucson, AZ: Santa’s Landing, 10 a.m., Pima Air Museum, (520) 574-0462. Q Palm Springs, CA: Commemorative Series - Pearl Harbor: Attack on Battleship Row, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Las Vegas, NV: ICAS Convention, Rio All-Suite Hotel, www.airshows.aero. Q West Chester, PA: SantaFest, 11 a.m. to 2 p.m., American Helicopter Museum, (610) 436-9600, www.americanhelicopter.museum. Q Palm Springs, CA: Commemorative Series - Night of the Son Tay POW Raid, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Palm Springs, CA: Santa Fly-In, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. 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 Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Palm Springs, CA: Commemorative Series - The Forgotten War: Korea, 1 p.m., Palm Springs Air Museum, (760) 778-6262. 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 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 San Carlos, CA: The Perfect Paper Airplane Day, 11 a.m., Hiller Aviation Museum, San Carlos Airport, (650) 654-0200. Q San Carlos, CA: Celebrate Noon Year’s Eve, 10 a.m. to 1 p.m., Hiller Aviation Museum, San Carlos Airport, (650) 654-0200.
JANUARY 2
4—8 9 16
16 — 17 20 — 23 23 30
Q San Carlos, CA: Open Cockpit Day, 10 a.m. to 2 p.m., Hiller Aviation Museum, San Carlos Airport, (650) 654-0200. 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 Palm Springs, CA: Commemorative Series - For Love of Life & Country, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q San Diego, CA: SciTech 2016, Manchester Grand Hyatt, www.aiaa-scitech.org. Q Palm Springs, CA: Commemorative Series - F-104 Starfighter, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Palm Springs, CA: Commemorative Series - France 1940, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. 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 Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.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 Sebring, FL: Sport Aviation Expo, gates 8 a.m., Sebring Regional Airport, (863) 655-6444, ext. 117, www.sportaviationexpo.com. Q Palm Springs, CA: Commemorative Series - Pre-War Movies: Hollywood at War, 1 p.m., Palm Springs Air Museum, (760) 778-6262. Q Palm Springs, CA: Commemorative Series - Military Flight Training, 1 p.m., Palm Springs Air Museum, (760) 778-6262.
FEBRUARY 6 9 — 11 20
20 — 21
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 Anaheim, CA: AeroCon West 2016, Anaheim Convention Center, aerocon-anaheim.designnews.com. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. 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 Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.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.
Continued on Page 7
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4
In Flight USA Celebrating 30 Years
ON
THE
December 2015
COVER...
XTI’S TRIFAN 600 EARNS PRESTIGIOUS “BEST OF WHAT’S NEW” AWARD FROM POPULAR SCIENCE AMONG THE 100 GREATEST INNOVATIONS OF 2015 The TriFan 600 is a 2015 Popular Science “Best of What’s New” Award Winner in the aerospace category. Popular Science annually selects the 100 greatest innovations of the year, each representing a significant step forward in their respective categories. The TriFan 600 and other honorees are celebrated in the magazine’s December issue, on newsstands now. Developed by XTI Aircraft Company, the TriFan 600 is a six-seat fixed-wing airplane with the speed, range, and comfort of a business jet, and the ability to take off and land like a helicopter. It will be the first commercially certified high-speed, long-range vertical takeoff and landing (VTOL) airplane to provide true door-to-door travel. “The Best of What’s New” awards honor the innovations that surprise and – those that challenge our view of what’s possible in the future,” said Cliff Ransom, editor-in-chief of Popular Science. “The award is Popular Science’s top prize, and the 100 winners – chosen from among
thousands of nominee – are each a revolution in their respective fields.” “This is gratifying news and an honor for XTI and our supporters,” said David Brody, founder and chairman of XTI Aircraft Company. “After working on the engineering and analyzing the market for the TriFan for three years, this award is further validation that TriFan 600 will be a true game-changer.” XTI filed an application last week with the U.S. Securities and Exchange Commission (SEC) to qualify the company’s equity crowdfunding campaign. When approved, that campaign will allow the general public to buy shares in XTI. As of today, the campaign is approaching $15 million in expressed interest from people who want to invest in the company. XTI expects qualification from the SEC early next year to convert that interest into actual shares in the company. It’s still possible to secure an equity stake by signing up at www.startengine.com/startup/xti.
In addition to raising capital, the team is currently focused on finalizing diligence on its technology and talking with key vendors. XTI plans to produce and test fly its first prototype by mid-2018. Brody; Vice Chairman Jeffrey Pino, who is the former president and chief executive of Sikorsky Aircraft Corporation; and other industry experts and leaders from Cessna and Piper Aircraft companies lead XTI Aircraft Company. A new video features Pino discussing XTI’s vision to transform personal air transportation, and details about plans for the TriFan 600. The video is available for viewing at www.startengine .com/startup/xti.
About XTI XTI Aircraft Company is a privately owned aviation business based in Denver. A leadership team with decades of experience, a deep well of expertise, and success bringing new aircraft to mar-
The TriFan 600 has the speed, range, and comfort of a business jet, and the ability to take off and land like a helicopter. (XTI Aircraft Company) ket guides XTI. XTI is founded on a culture of customer-focused problem solving to meet the evolving needs of modern travelers. For information and updates about XTI Aircraft Company and the TriFan 600, visit www.xtiaircraft.com.
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TABLE Volume 32, Number 4
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
December 2015
ON THE COVER COVER STORY
PHOTO FINISH
Page 4
By David Brown Story begins on Page 10 Photo essay on Page 49
BEST OF WHAT’S NEW THE XTI TRIFAN 600
FLOATPLANE HEAVEN
Cover Courtesy XTI Aircraft Company and BDN Aerospace Marketing
NEWS GAMA on FAA Reauthorization Bill ..............................................8 AOPA Announces Launch Of Pro Pilot Membership ..................8 Senate Committee Passes Amendment To Medical Reform ......8 Pilot Alert: Vigilantes Harass Torrance Pilots............................11 Miracle Flights Named 2015 Top-Rated Nonprofit ....................19 Epic Salutes Five Rivers Aviation FBO As It Launches ..........26 GE Aviation Launches New Turboprop Engine..........................28 The Ladies For Liberty Celebrate American Patriotism ..........32 Rare WWII Nose Art Exhibit At AirVenture Museum ................38 State-of-the-Art Aeronautics Center, Library Opens ................39 HME Watches Offers The Perfect Airman’s Timepiece..............42 Efficient Use Of Space Through Creative Use Of Doors ..........43 AOPA Releases Video On Avoiding Power-On Stalls................44
FEATURES
COLUMNS
Editorial: Paris in the Spring, An Aviator’s Tribute By Ed Downs ..................................................................6
What’s Up!? Hear The Phone Ringing?
The Great Georgia Airshow
Flying With Faber: Plano, Texas
By Larry Shapiro ................24 By Stuart J. Faber ..............29
By Mike Heilman and Ed Wells ..........................................9
Adam Makos's Devotion, Inspiration For The Holidays By Mark Rhodes ............................................................12
Homebuilders Workshop: Life With the G3X Touch By Ed Wischmeyer ............35
No Second Chances: AFE Airmen Ensure Pilot Safety By Senior Airman Michael Cossaboom ............................16
The Pylon Place: Reno Air Races 2015, Recap – Part 3 By Marilyn Dash ................45
Super-Fly: Swift Engineering, The Road To The Skies By Donia Moore ............................................................21 An Interview With Wayne Handley By Michael J. Scully ......................................................31
DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48
Planes By Day, Cars By Night By Airman 1st Class Christian Clausen ............................34
Index of Advertisers ......................................................50
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6
In Flight USA Celebrating 30 Years
Editorial
PARIS
G
See us at Sun ‘n Fun • Booth N-75
December 2015
By Ed Downs
IN THE
iven the holiday season, one would certainly think that a holiday message or flying stories with a holiday theme would be in order, and indeed it would. But evil has the propensity of inserting itself into our lives in a way that cannot be ignored. This has been the case as 2015 winds up, and we head for yet another year of international uncertainty. So, is this editorial to be just another comment on the wickedness of ISIS and the recent tragedy of the Paris attacks? Well, maybe a little, but there is, at least for this writer, a strong aviation connection. Having owned a business in France and flown over the historic countryside of this great country, I take this attack personally, as should all people of reason and compassion. My affiliation with France and Paris has always been related to flying. As an employee of Lockheed, my time in France dealt with both pilot training and business affairs within the high tech computer and engineering industries. My involvement with recreational flying and kit plane sales in Europe included responsibilities for managing a division of my company, basically a sales and support outlet, in the South of France. The bottom line is that I spent a lot of time in France, Paris, and the villages of South France. I made friends, enjoyed the history and beauty of the region and, to this day, feel a personal relationship with France. This writer and the staff of In Flight USA extend our personal and heartfelt condolences to those caught up in the acts of barbarism that might finally wake a sleeping world to the horrific danger presented by a 12th century death cult that is attempting to drive humanity back into the dark ages. But let’s not concentrate on Paris as it enters a winter of both spirit and weather. Allow a moment for this writer to share just a few experiences that might give readers a view of France not previously held. First, let’s get one thing straight: While based upon anecdotal personal experiences, popular stories of the “rudeness” of Parisians are simply not true. The same is often said of New Yorkers, but this writer ended up being married to a New York native from a traditional Jewish neighborhood in Queens, and you will not hear me criticizing the hustle and bustle of New York (no, not out of fear!) or Paris. While living in New York and instructing for TWA, I frequently became lost while touring Manhattan and never, and I do mean never, found a “New
SPRING
Yorker” who was too busy to offer directions or help me find the right subway stations. This was the same experience I found in Paris, a great deal of hustle and bustle, but there was always a Parisian who would try to help. In many cases, a non-English speaking Parisian would hunt down an “English speaker” who would then translate. I must admit, my poor French was usually a subject of considerable humor. With help, the Paris Metro became my good friend! Then there was a dinner at my favorite sidewalk restaurant, a short distance from the hotel I frequented when in the City of Lights, located on Av. Victor Hugo, a short walk away from the Arc de Triomphe. While doing my best to order my favorite version of a French pizza, I requested that my salad be served as a “starter,” that is before the main course, not in the French tradition of being served as a vegetable with the meal. My French did not match that of the waiters, and I finally gave up, only to be interrupted by a Parisian seated next to me. This gent, a total stranger, began to argue, heatedly, with the waiter, nearly to the point of exchanging blows. The stranger politely explained that the waiter was not French (a darned foreigner) and was just being stubborn. The manager entered the picture, and all was corrected. I got my salad and made a friend. It turns out the Parisian recognized me as an American and wanted to make sure I got a good impression of the city he loved. I did. On another visit, while being entertained by a flying enthusiast and member of the old French aristocracy, our charming young host invited our entire business entourage to join him at a new “Nouveau French” restaurant that he had yet to try. By reputation, this restaurant apparently served the finest “strange” cuisine to be had in all of Paris. Even my aristocratic friend was confused by the menu, and when the main course was served in silver trays, covered by heat-retaining lids, he expressed the fear that the delicacy he had ordered might have been a monkey head … obviously a fan of the Indiana Jones movies! Fortunately, Indiana Jones was not in the house, and the food was terrific, although unidentifiable. Sometimes it is better to simply not know! Business meetings in Paris often ended with an evening at the Crazy Horse Saloon, where hangar flying and aviation topics abound… and if you believe that… I need to talk to you about that “roadable,” vertical take-off, 200 mph Continued on Page 20
December 2015
www.inflightusa.com
7
Calendar of Events Continued from Page 3
FEBRUARY contâ&#x20AC;&#x2122;d. 22 â&#x20AC;&#x201D; 24 24 â&#x20AC;&#x201D; 26 29 â&#x20AC;&#x201D; Mar. 3
Q San Antonio, TX: NBAA Leadership Conference, venue TBD, www.nbaa.org. Q Orlando, FL: Air Warfare Symposium & Technology Expo, Rosen Shingle Creek, www.afa.org. Q Louisville, KY: 2016 HAI Heli-Expo, Kentucky Exposition Center, heliexpo.rotor.org.
MARCH 5 8 â&#x20AC;&#x201D; 10 12 19
19 â&#x20AC;&#x201D; 20
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 Abu Dhabi, UAE: Abu Dhabi Air Expo, Al Bateen Executive Airport, abudhabiairexpo.com. Q Mesa, AZ: A Night in the 40s Big Band Dance, doors 5 p.m., CAF Airbase Arizona Museum, (480) 924-1940, www.BigBandDance.com. Q San Luis Obispo, CA: Vintage Aircraft Associateâ&#x20AC;&#x2122;s Airport Day, San Luis Obispo Airport, (805) 801-7641. 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 Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.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 Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236.
APRIL 2 5 â&#x20AC;&#x201D; 10 16
16 â&#x20AC;&#x201D; 17
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 Lakeland, FL: Sun â&#x20AC;&#x2122;n Fun Intâ&#x20AC;&#x2122;l. Fly-In Expo, (863) 644-2431. Q San Luis Obispo, CA: Vintage Aircraft Associateâ&#x20AC;&#x2122;s Airport Day, San Luis Obispo Airport, (805) 801-7641. 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 Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.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.
NEW TOUCH CDU IPAD APP FOR FMS TRAINER NOW AVAILABLE Universal Avionics new Touch CDU app for the Flight Management System Trainer (FMST) desktop software is now available for the iPad. The Touch CDU app acts as a virtual Control Display Unit (CDU), allowing the operator to interact with the FMST desktop software program. Supporting FMST v1.0 and later, the app includes 4-inch Flat Panel CDU (FPCDU), 5-inch FPCDU and Multi-functional (MCDU) display options. It provides all of the interactive functionality of a physical FPCDU including data entry, Line Select Key (LSK) selection, and Function Key selection â&#x20AC;&#x201C; without the expense of purchasing the physical unit. It's a perfect complement to any in-house training or familiarization program for Universal Avionics FMS. â&#x20AC;&#x153;Many Civil Aviation Agencies require certificate holders to have physical key touch for avionics training compliance, but using a real CDU may not be in the budget,â&#x20AC;? said Bob Bruce, Universal Avionics Pilot Instructor. â&#x20AC;&#x153;Although the FMST has an onscreen CDU which can be operated by mouse or touchscreen with compatible computers, those operators without computer touchscreen capability need an alternate
method,â&#x20AC;? he added. â&#x20AC;&#x153;The Touch CDU app meets that requirement. Also, many certificate holders issue iPads to their new hires and as part of the training package on this iPad, the Touch CDU app could easily be installed. Universal Avionics is here to provide guidance for training classroom setup with iPad interface.â&#x20AC;? The FMST Desktop Software Program provides interactive training for the Flight Management Systems (FMS). The Windows PC-based software loads right on your personal computer. It features a fully interactive FPCDU, and depicts Electronic Flight Instrument System (EFIS), Primary Flight Display (PFD) and Navigation Display (ND). Current FMST subscribers require an update to their license key in order to enable the Wi-Fi connection between the Touch CDU app and computer. Please contact your Universal Avionics Regional Sales Manager to upgrade your FMST license for Touch CDU. To learn more about the FMST and Touch CDU app, visit Universal Avionics at www.uasc.com/home/shop/avionics/ fms_trainer.
Letâ&#x20AC;&#x2122;s do it again When youâ&#x20AC;&#x2122;ve got a good thing going, you donâ&#x20AC;&#x2122;t want it to end, and thatâ&#x20AC;&#x2122;s how we feel about the AOPA Fly-Ins that weâ&#x20AC;&#x2122;ve been hosting since 0U Q\Z[ [^V Ă&#x2026;` U ZLHZVUZ weâ&#x20AC;&#x2122;ve parked more than 4,000 airplanes and seen more than 27,000 people at a dozen locations nationwide. Iâ&#x20AC;&#x2122;m still amazed at the warm reception weâ&#x20AC;&#x2122;re getting as we visit airports around the country. At every venue we visit, hundreds of AOPA members sign up for [OL ZVTL[PTLZ KPÉ&#x2030;J\S[ HUK KPY[` ^VYR VM OLSWPUN \Z ZL[ \W HUK JSLHU \W H Ă&#x2026;` PU (UK 0ÂťT PTWYLZZLK I` OV^ MHY V\Y TLTILYZ HYL ^PSSPUN [V [YH]LS [V [HRL WHY[ ([ V\Y SHZ[ Ă&#x2026;` PU VM PU ;\SSHOVTH ;LUULZZLL TLTILYZ MYVT Z[H[LZ HUK *HUHKH WYL YLNPZ[LYLK to attend. I even met one member who has been to every single (67( -S` 0U HUK THKL H NPHU[ WVZ[LY JOYVUPJSPUN OPZ JVHZ[ [V JVHZ[ QV\YUL`Z [V IL ^P[O (67( HUK KPZWSH`LK P[ UL_[ [V OPZ airplane. >P[O ZV THU` TLTILYZ HZRPUN ^OLU ^LÂťSS IL PU [OLPY ULPNOIVYOVVKZ HUK ZV THU` HPYWVY[Z ^PSSPUN [V OVZ[ HU (67( -S` 0U ^L JV\SKUÂť[ ^HP[ [V HUUV\UJL V\Y SVJH[PVUZ MVY :V OLYL they are: May 21
Michael J. Smith Field (MRH) in Beaufort, North Carolina
Aug. 20
Bremerton National Airport (PWT) in Bremerton, Washington
Sept. 17
WK Kellogg Airport (BTL) in Battle Creek, Michigan
Oct. 1
Earnest A. Love Field (PRC) in Prescott, Arizona
:VTL VM `V\ TH` IL Z\YWYPZLK [OH[ (67( OLHKX\HY[LYZ PU -YLKLYPJR 4HY`SHUK PZ UV[ VU [OL SPZ[ (Z T\JO HZ ^L SV]L welcoming all of our members home, we wanted to reach out to V[OLY MVSRZ PU [OL TPK ([SHU[PJ YLNPVU [VV )\[ KVUÂť[ ^VYY` ^L RUV^ V\Y TLTILYZ SV]L [OL (67( /VTLJVTPUN L]LU[Z HUK ^LÂťSS IYPUN [OLT IHJR PU [OL M\[\YL 0[ÂťZ UL]LY [VV ZVVU [V Z[HY[PUN THRPUN WSHUZ [V QVPU \Z @V\ JHU Ă&#x201E;UK TVYL VU (67( VYN Q\Z[ ZLHYJO ¸ (67( -S` 0UZš [V NL[ HSS [OL KL[HPSZ 7YL YLNPZ[YH[PVU ^PSS ILNPU LHYS` PU [OL UL^ `LHY ZV KVUÂť[ ^HP[ [V ZPNU \W 0 SVVR MVY^HYK [V ZLLPUN `V\ [OLYL
Mark R. Baker President & CEO, AOPA
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HÉ&#x2C6;LJ[ `V\Y Ă&#x2026;`PUN NV [V www.aopa.org today.
8
In Flight USA Celebrating 30 Years
December 2015
UNSUNG HEROES By Mark Baker President and CEO AOPA
B
eing a flight instructor is not a glamorous job. You’ll never get rich as a CFI. And, once in a while, it can be downright scary. But you can’t beat the view from your office window and you can’t beat the satisfaction that comes from knowing you’ve helped someone make their dreams come true. The very best flight instructors, and the very best flight schools, do more than simply teach people to safely handle an aircraft. They educate, inspire, and invite their students to cultivate a lifelong passion for flying and for the aviation community.
These are the unsung heroes of general aviation. Without them there would be no new pilots and no opportunity for licensed pilots to grow their skills or expand their ratings. At AOPA we believe that CFIs and flight schools should be recognized for all they do. That’s why we created the Flight Training Excellence Awards to celebrate the flight training professionals who do so much to sustain and nurture the GA community. And the Flight Training Excellence Awards serve another purpose, too–spotlighting best practices and encouraging schools to share their experiences of what really works. To discover how schools and instructors are doing, we invite students
to tell us about their training experiences – the good and the bad. For 2015, we received more than 7,100 responses to our flight training poll, and we used those responses to identify some of the very best schools and CFIs around. Based on the poll results, we selected Aeroventure Institute of Southbridge, Mass., as the 2015 Best Flight School and Todd Shellnutt of Atlanta as the 2015 Best Flight Instructor. Another 10 schools and 10 instructors were recognized as “Outstanding” and a further 23 flight schools and 45 flight instructors made it to our Honor Roll. The poll numbers tell an important story, but it’s not the only story worth telling. Each year I get to select a school
that has made significant, innovative contributions to the flight training community to receive the President’s Choice Award. For 2015, it went to Paragon Flight, in Fort Meyers, Fla. Enthusiasm counts for something, too. That’s why each year we also recognize the school that receives the highest number of positive nominations from its students – for the fourth year in a row, that distinction went to Aviation Adventures in Manassas, Va. All these award winners are making real contributions to the future of general aviation, and I’m glad that, at least for a moment, we can shine a light on the good work they do every single day.
GAMA URGES U.S. CONGRESSIONAL TRANSPORTATION LEADERS TO INTRODUCE FAA REAUTHORIZATION BILL The General Aviation Manufacturers Association (GAMA) recently sent a letter to transportation leaders in the U.S. House of Representatives and U.S. Senate urging them to introduce FAA reauthorization legislation soon. With the current authorization having expired Sept. 30 and extended until March 31, 2016, GAMA is concerned that further delays could create greater uncertainty in the marketplace and a loss of momentum in key areas such as certification reform and inconsistent inter-
pretation of FAA regulations. In the letter to U.S. House Transportation and Infrastructure Committee Chairman Bill Shuster (R-PA) and Ranking Member Peter DeFazio (DOR) and U.S. Senate Commerce, Science, and Transportation Committee Chairman John Thune (R-SD) and Ranking Member Bill Nelson (D-FL), GAMA President and CEO Pete Bunce notes that certification reform and regulatory improvements–which could help create jobs and
AOPA ANNOUNCES LAUNCH The Aircraft Owners and Pilots Association (AOPA) is announcing the launch of Pro Pilot, a new level of membership available exclusively to professional pilots. For $21.99 per month, Pro Pilot provides services and protections to professional pilots whose livelihood depends on maintaining their pilot certificate and medical certification. “AOPA’s Pro Pilot is specifically tailored to the needs of professional pilots,” said Mark Baker president and CEO of
AOPA. “We are happy to provide personalized services and protections to those who make a living flying.” Key Pro Pilot benefits include Pilot Protection Services, a bundled plan of legal services and medical certification assistance, as well as insurance coverage tailored to professional pilots that is portable from job to job and stackable with other coverage. In addition to all the benefits of regular AOPA membership, Pro Pilots also receive:
bring about continued safety improvements–could likely be passed quickly and with bipartisan support. The letter also asks the Congressional leaders to consider a number of factors in evaluating any changes to the current aviation and air traffic control system. These include whether potential changes would secure the future growth and health of general aviation, treat all airspace users equitably, and ensure that key FAA operational and safety oversight functions remain unified.
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SENATE COMMITTEE PASSES AMENDMENT The Senate Committee on Commerce, Science, and Transportation has passed an amendment offered by Sen. Joe Manchin (D-W.Va.) to S. 571, better known as the Pilot’s Bill of Rights 2 (PBR2). The move brings third-class medical reform, for which the Aircraft Owners and Pilots Association (AOPA) has been advocating for more than a
decade, one step closer to reality. A full committee vote on the amended legislation was temporarily deferred as a result of scheduling conflicts. “We are pleased that this vital legislation is still moving ahead, and we look forward to a full committee vote soon,” said AOPA President Mark Baker. “The legislation has strong bipartisan support
“Because the issues involved in FAA reauthorization require thoughtful review, GAMA hopes you will introduce legislation in the near term and allow constructive and collaborative discussions to begin on the way ahead. We look forward to working with you and all members of Congress in addressing these issues, and ensuring that we advance certification reform, aviation manufacturing, and the nation’s aviation system as a whole,” the letter states.
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from senators who understand that the third-class medical process is long overdue for reform and want to help hundreds of thousands of pilots fly safely without having to make repeated trips to an aviation medical examiner or submit reams of paperwork to the FAA year after year.” The committee considered several possible amendments to PBR2 at the
Nov. 18 markup, including two offered by Ranking Member Sen. Bill Nelson (D-Fla.), but ultimately passed only the Manchin amendment, which had strong support from the aviation community and medical professionals. One amendment offered by Nelson would have required a panel of aerospace medical experts to Continued on Page 19
December 2015
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9
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Blue Angel’s Lead Solo number five pilot Lt. Commander Mark Tedrow executes the “Dirty roll “ take-off. The roll is done at low level with the landing gear and tail hook down. (Mike Heilman)
By Mike Heilman and Ed Wells
I
t was a year of firsts for the organizers of the Great Georgia Air Show (GGAS). The United States Navy Demonstration Squadron, the Blue Angels, made their first ever appearance at the Atlanta area show. The 2015 GGAS was held at Falcon Field in Peachtree City. The Saturday show was the first time the event was completely sold out. The Saturday show drew a record 45,000 spectators, and organizers had to stop selling tickets because the show was at capacity. The air show was scheduled for two days, but a major weather system moved through the Atlanta area on Sunday, and organizers had to cancel the flying portion of the show. There were 10,000 presold tickets for Sunday’s show. The air show management team decided to hold a Blue Angel autograph session, so fans had a chance to meet the team. The show organizers made every effort to get the show off the ground, but the weather was too unsafe for any of the acts to fly. Headlining the 2015 show were the Blue Angels flying their F/A-18 Hornets and C-130T Fat Albert. The Great Georgia Air Show was the last travel show for the Blue Angels 2015 season, and C-130T Fat Albert pilot Marine Corps. Capt. Katie Higgins commented on the end of the season. “It’s kind of nostalgic for some of the guys that are leaving the team. They are going to miss being out on the road and miss being a Blue Angel.” Capt. Higgins is in her first year with the Blue Angels and says that her role with the team will change next season. “For those of us who are staying, its exciting because we are taking over leadership positions on the team. We are about to put a stamp on the team. I will be M-one next
The Blue Angels C-130 Fat Albert creates prop vapor during takeoff at Saturday’s Great Georgia Air Show. (Mike Heilman)
The Blue Angels diamond break at 2015 Great Georgia Air Show. The Georgia showwas the last travel show for the 2015 air show season for the team. (Mike Heilman)
An Atlanta home based Delta Airlines Boeing 767-400ER did a fly-by at the 2015 Great Georgia Air Show. The aircraft was painted with a pink ribbon on the fuselage to bring awareness to Breast Cancer research. (Mike Heilman) year, which is the lead Fat Albert pilot. I will be leading the shop and managing all the Marines. It will definitely be cool to put my stamp on that shop.” The Blue Angels had one more 2015 Continued on Page 17
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10
In Flight USA Celebrating 30 Years
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A Beaver takes off noisily from Lake Union, the pilot having to contend with sailboats and assorted water craft. The paddle steamer beyond the Beaver just adds to the atmosphere. (David Brown)
By David Brown
M
any years ago, I gained my seaplane ticket at the Salton Sea in California, flying a Piper Cub on floats. In two days, I learned the art of operating from water, coming ashore on beaches and ramps, reading the water, assessing the wind, sailing without the engine, and the ins and outs of operating from rivers and lakes. Fast forward through a number of years of landplane flying, interspersed with a couple of delightful flights in a Twin Otter on floats out of Ketchikan, landing on Lake Wilson, and a scenic tour of the Great Lakes with Chuck Greenhill in his twin-engine Mallard flying boat from his base at Kenosha. Recently, I was offered the chance of a right-seat ride in a floatplane TurboOtter from Lake Union to Victoria Inner Harbor in British Columbia, Canada. Victoria is a delightful vacation destination on Vancouver Island. The fun started when I arrived at the Kenmore Air Terminal at Lake Union in Seattle. As I waited for my plane to arrive, I was treated to the sight of a constant stream of Turbo Otters and Beavers taking off and landing. But here was the difference. My Cub flying had involved just a student and instructor on a deserted lake. There was no boat traffic. I must admit we had a couple of ducks paddle past one morning. But that was it. This Lake Union operation was a different kettle of fish. There was a constant flurry of floatplanes loading up, taxiing out, and taking off, or side-slipping down through an obstacle course of construction cranes and apartment buildings on the south side of the lake. Other traffic on the lake includes sailboats and powerboats.
Having a crane on final approach is all in the day’s work for a Kenmore Air Otter pilot. Here a Turbo-Otter is on a curving final approach past the construction cranes. (David Brown)
Our Turbo Otter N50KA sports a snazzy paint scheme. It has landed and is taxiing in towards the Kenmore Air jetty. (David Brown) The flying was all expertly done. The Beavers are six-seaters, the Otters are 10-seaters. While the 1950s vintage Beavers are still powered by the trusty 450HP radial engines, the bigger Otters have been upgraded to the PT6A34 turboprop with 750SHP, which was adopted by Kenmore Air, especially to enable operations from Lake Union, which has a none-too-large operating area. Here came my ride. In contrast to the Continued on Page 14
December 2015
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PILOT ALERT: VIGILANTES HARASS TORRANCE PILOTS Three of the most mystifying questions of the modern, educated world: • Why do a very small number of people decide to live next to an airport (which has been in operation for three quarters of a century) and then complain when airplanes operate from it? • Instead of taking responsibility for their own poorly researched decision, why do they expect someone else (the pilots and airport operators) to take added risk and/or adopt new policies to compensate for their mistake? • When they finally discover that they have made a regrettable decision, why don’t they then move on to somewhere else where they would be much happier? This pattern seems to have repeated itself at Torrance Airport over the years. A study was made of 352 airport complaints filed over a 14-month period. The result: • Only 12 individuals accounted for over half of the complaints, • the most prolific complainer (who made a quarter of the complaints) lived in Manhattan Beach – 7.5 miles from the Torrance Airport, and • less than 0.3 percent of Torrance
LAS
residents complain about airport operations. For most of these constant complainers, the airport is viewed as a “very serious problem” – until they put their property up for sale! Recently, some of these complainers have become vigilantes – sending letters to the home addresses of pilots, threatening to “escalate” if the pilots continue to fly over the vigilantes’ homes. They have also made public the names, home addresses, phone numbers, and email addresses of some Torrance pilots and have encouraged others to join in harassing them. One pilot has reported receiving eight “hang-up” phone calls at his home at 3 a.m.! One can only guess what “escalation” they plan against the pilots (who, by the way, are flying totally within the law) or their families. This illegal activity has been reported to the Torrance Police Department, the FBI, the FAA, and TSA. If you receive any such threatening communication, please contact Sergeant Kelly Yokoe, Intelligence Section, Special Investigations Division, Torrance Police Department, 3300 Civic Center Drive, Torrance, CA 90503. Phone: 310/618-
5746. Also advise the Torrance Airport Association. Do not take any action against these vigilantes yourself – let the authorities handle that. Torrance Airport Association has been providing information on its website to allow potential residents considering property near the airport to see which
areas generate complaints, to learn where typical flight paths are located, and to review the legal responsibilities of property sellers to report this information to potential buyers. We hope this will aid those few who do not like aircraft flying overhead to select homes elsewhere, where they will be happier.
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 ....................................Steve Weaver, 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 MOONEY M20K ROCKET 2575 TT, 143 SFRMN, Garmin 430W, stormscope, HSI, KFC200 AP/FD, speed brakes, fuel computer, oxygen, long range fuel, Bose interfaces, recent paint.
1977 A36 BONANZA 4445 TT, 862 SFRMN, Garmin 530 WAAS w/terrain awareness, HSI, moving map, GTX-330 mode S xpdr w/TIS, KFC-200 AP/FD w/YD, GAMI injectors, GEM, fuel computer, LED taxi & landing lights.
1999 B36TC BONANZA 2510 TT, 715 SMOH, 172 STOP, Garmin 430W, GDL-69A data downlink w/XM weather & music, stroboscope, GMX-200 MFD, KFC-225 AP/FD w/pre-select, air, standby horizon, standby generator, standby vacuum, ground clearance.
1980 A36TC BONANZA W/TKS ANTI-ICE 3904 TT, 716 SMOH, dual Garmin 430, HSI, GTX-330 mode S xpdr w/TIS, stormscope, KFC-200 AP/FD w/GPSS & YD, tip tanks, GEM, fuel flow, DVOR.
1996 SARATOGA II HP 1600 TT, 1600 SNEW, GTN-650 WAAS w/touch screen, Garmin 330 mode S transponder w/TIS, stormscope, Shadin fuel totalizer, GEM, air, ground clearance, standby vacuum.
1991 B36TC BONANZA 1490 TT, 1072 SFRMN, Aspen PFD, Garmin 530W, GTX-330 mode S transponder w/TIS, altitude alert & preselect, KFC-150 AP/FD w/vertical speed & altitude hold, GAMI, standby flight director, standby horizon, standby vacuum, standby alternator, EDM-700 GEM, LED beacon & landing lights, AmSafe seat belt airbag system.
1991 A36 BONANZA 3996 TT, 472 SNEW, King digital radios, Garmin GX-55 GPS, STec 55 AP, standby gyro, GEM, air, ground comm.
1972 V35B BONANZA 5835 TT, 526 SNEW, Garmin 530W w/terrain, HSI, moving map, GTX-330 mode S xpdr w/TIS, strikefinder, STec-50 w/altitude hold & GPSS, GEM, ground comm, cargo door.
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12
In Flight USA Celebrating 30 Years
December 2015
ADAM MAKOS'S DEVOTION IS AN INSPIRATIONAL WORK IDEAL FOR THE HOLIDAYS By Mark Rhodes evotion: An Epic Story of Heroism, Friendship and Sacrifice (Ballantine Books) is the riveting account of one of the most fascinating episodes of the Korean War; a war that is too often overlooked and is mostly known about from the popular film and subsequent television series M*A*S*H. The heart of the book is the relationships between Ensign Jesse Brown, the first African-American aviator in the U.S. Navy and the well-known Naval Aviator Captain Thomas Hudner Jr. who was assigned to the same Fighter Squadron as Ensign Brown and whose heroism in The Battle of Chosin Reservoir (particularly as it related to his bravery with regard to Ensign Brown) earned him The Medal of Honor. With Devotion, NY Times bestselling author Adam Makos (A Higher Call), has put together a meticulously researched work that is intimate and epic – poignant and rousing. Mr. Makos was nice enough to conduct an email interview with In Flight’s Mark Rhodes about his work, the relationship between Brown and Hudner as well as the dangers of having a “forgotten” war. (Editor’s note: Spoilers ahead)
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In Flight USA: How did you come upon this piece of Korean War history? Adam Makos: “It all began as a chance encounter in a hotel lobby. “I was a young magazine writer at the time, searching for my next big story, when I saw him at the history conference in Washington, D.C., just sitting across the hotel lobby. He was Captain Tom Hudner. His name is legendary in military circles, for what he did to try to save his wingman, Jesse Brown – an intentional crash landing, behind enemy lines.
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It was one of the most inspiring acts in military history. It hadn’t happened before, and it hasn’t happened since. It was so super-human that the captain of his aircraft carrier went on the record saying, ‘There has been no finer act of unselfish heroism in military history.’” “I just had to figure out how Tom became the kind of person who would take such a risk and why? What was it about Jesse Brown that would make Tom want to put his life on the line?” IF USA: At the time, how big of a deal was it that Jesse Brown became the Navy’s first African American aviator? AM: “While Jesse’s success was obviously noteworthy, the newspaper in Jesse’s hometown of Hattiesburg, Miss. refused to report that he had won his wings. The Navy, on the other hand, publically touted Jesse’s success, and even Tom Hudner had read about him prior to their first meeting in January 1950.” IF USA: Jesse Brown is hardly an obscure character in history but is probably overshadowed by some of the Tuskegee Airmen from WWII – is there a reason he is not better known as a pioneering figure in African American and even military history? AM: “I believe he’s little known because his life was cut short. He never came home to become the Navy’s first African American admiral or a congressman. He died on a North Korean mountainside at age 25. The Tuskegee Airmen were lucky to have one another in breaking the color barrier. Jesse, on the other hand, had to do it alone.” Continued on Page 13
December 2015
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Adam Makos's
Continued from Page 12 IF USA: Thomas Hudner Jr.’s background was wildly, almost comically opposed to Jesse Brown’s; having said that, were there some basic similarities between the two? AM: “Tom and Jesse came from different worlds but shared a common thread of patriotism. Both loved their country and wanted to serve it. Tom threw away his chance to go to Harvard, to inherit his family business, and to live a comfy, silver-spoon sort of life to go fly fighter planes for the Navy, and Jesse wanted to serve a nation that wouldn’t even serve him if he walked into the wrong restaurant or bar. They were both gentlemen and patriots and saw one another as men, not as a white or black.” IF USA: Thomas Hudner went on to have a distinguished career in the military until his retirement in 1973 and continued to be active with high profile veterans groups well after that. What do you think the impact of his relationship with Jesse Brown ultimately came down to? AM: “I think that snap decision he made to try to save Jesse actually altered his personality. The Tom Hudner of Dec. 3, 1950 was a rule follower, a man focused on his career, a man happy to follow orders and to follow others into battle. But the Tom Hudner who returned to the carrier Leyte on Dec. 7 was a different young man. He had stared death in the face and discovered that sometimes doing the right thing meant breaking the rules. He became a leader, and for the rest of his career, was a man who thought for himself.” IF USA: For you, what is the present day relevance of this story that took place 60 plus years ago? AM: “For one, we Americans should never have a ‘forgotten war.’ The very idea of neglecting our heroes runs contrary to the values that define us as Americans.
“Yes, the Korean War is an enigma. Maybe all we can envision is M.A.S.H. or Marilyn Monroe singing for the troops. There hasn’t been a good Korean War movie since Pork Chop Hill, and even that dates back to 1959. “With Devotion, I tried to encapsulate the war without losing the human drama. “We follow the aviators as they fly guns blazing into human waves of enemy troops, we follow the Marines on the ground, the men who were looking up as the flyboys strafed overhead, raining down sizzling shell cartridges. We put the reader into the Marines’ frozen foxholes at the Chosin Reservoir as they fight in temperatures so cold that their weapons freeze solid. And ultimately, we come home with the men, to show the cost of war – a young wife getting that dreaded telegram and how she finds the courage to go on.” So we see the war in the air, on the land, the sea, and the home front. “Weaving these stories together was like conducting an orchestra, trying to get 20 pieces to sound in unison. Fortunately, these young Americans shared a common spirit, the spirit of their great generation. When it comes to Korea, we often forget: the ‘Greatest Generation’ didn’t fight just one war. “In our culture today, we’re obsessed with heroes from the pages of comic books. We’re telling our kids, ‘be like Spiderman!” or ‘Be like Batman!’ We forget that real superheroes once walked among us – and still do. There’s one up in Massachusetts named Tom Hudner. And another named Jesse Brown rests on a North Korean mountainside, waiting for the day when his flag- draped coffin arrives at Arlington. These men are among our most forgotten heroes from the forgotten war – it’s time to make them household names.” For more on Author Makos, see his site www.adammakos.com.
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1980 PIPER DAKOTA
2007 CESSNA CITATION 680 ‘SOVEREIGN’
3714TT, 1659 SFRM, 1030 since new, 3 Blade Prop, Garmin GNS 430, COM/GPS w/GS, GTX 330 TXP, King KMD-150 MFD, KX-155 w/GS, Auto Control IIIB A/P, EDM 700 EGT/CHT, Dig FF, Gap Seals, E-Trim, Wing Trip Rec Lights + More. Very good, P+I, Recent Annual, ...................$89,500
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1976 CESSNA A185F
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4,986 TT, 711 SMOH. King Digital IFR w/KLN-94 GPS & DME. STOL, F. Float Kit, P-Punk gear, Extended Baggage + more. P+I - 8.5+, Fresh Annual upon Sale..................................$149,500
2553TT, 815 SMOH Eng & Prop. New Garmin GTN-750, Garmin 430W, KCS-55A HSI, GDL88, EI-CGR-30P, Color EGT/CHT/FF, 400B A/P. NDH, All logs, Fresh Annual w/Sal.....$159,500
1971 GRUMMAN AMERICAN TR-2 – 150 H.P 3350 TT, 215 SMOH (150 H.P.)! King IFR w/KNS80, KLN-898 GPS (IFR Cert), Dual NAV’s, Century 1 Autopilot, Aux fuel (42 gals Total), wheel pants and more. Fresh 10/15 annual.............$29,500
1947 PIPER PA-12 CUB ‘SUPER CRUISER’ 969 TTSN! 35 hours since complete airframe restoration. 35 hours since engine overhaul: Lycoming O-290-D2 140 H.P.! NARCO 120 COM, AT-50A TXP w/ AKC 30 Enc, Cleveland W&B. Optional Electrical System. Complete & Original Logs – Including original Test Flight on 1-27-1947. Fresh annual. An incredible value! Price Reduced! $53,500 OBO
1978 ‘KNOWN ICE’ PIPER SENECA II 6528 TT, 6/1863 SFRM. Garmin 530, Slaved HSI, Dual GS, Wx10A, Altimatic IIIC A/P, Merlyn wastegates, S-Brakes, T-Plus Intercoolers, Oxygen, great compressions both sides, fresh annual....$89,500
1981 BEECH F33A
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In Flight USA Celebrating 30 Years
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Continued from Page 10 regular yellow and white Kenmore paint schemes, this Turbine-powered Otter had a special and very distinctive paint scheme, registered N50KA, blue with yellow trim and “Evening” in script along the side. The passengers disembarked, and when it was time for us to board (passengers and baggage had already been weighed before boarding), we walked out along the jetty and climbed aboard up the external steps. All baggage was stowed aft of the cabin, and I was soon installed in the right seat and strapped in. The two-seat cockpit was as expected with standard controls for the PT6 on a center console, manual trim wheel, and big silver levers for seat rising and lowering. The avionics? Using Garmin G1000s for the past few years has obviously spoiled me. Here we had 1990s vintage radios and avionics, including a small GPS display on the pilot’s panel. By now, we were all on board, and the doors were closed. We started up with the PT 6 whining into life, then the prop started to turn. Our handlers pushed our nose away from the quay, and we taxied slowly out, aiming to take off to the north. We had to slot ourselves in with the stream of other Beavers and Otters coming and going. Pre-takeoff checks were quickly accomplished, flaps were lowered to takeoff setting, trims checked, and the water rudders retracted. When it was our turn, we went to full power, and the noise level went up dramatically. Takeoff was standard seaplane technique as I remembered it, accelerating slowly with water spraying out from the floats until we came up on the step, then the nose was eased down a touch to accelerate more quickly. Once off the water, we turned to the west, slowly climbing along the canal towards Puget Sound while the flaps were retracted. Once over Puget Sound, we turned northwest and headed for Victoria, slowly overtaking a cruise ship heading north from Seattle.
Specifications of Turbo Otter (DHC-3) Span: 58 feet 1 in Length: 45 feet, 1 in Height: 16 feet Engine: PWC PT6A-34 750 SHP Capacity: 10 passengers Wt Empty: 4,959lb TOGW: 8,000lb Cruise Speed: 105 knots Stall Speed: 50 knots
In the climb, our 750SHP PT6A turboprop was at 45 percent Torque, propeller turning lazily at 1,800 rpm and pulling us along at just over 100 knots. We were climbing at about 400 fpm. I’ve flown Embraer Tucanos, TBMs, and Caravans with the same basic engine (and higher speeds), but here we had a big, heavy airplane, 10 passengers, all their baggage, two big floats under us with a full suite of struts, and a profusion of handling ropes hanging from the airframe. From a load-carrying point of view, we were doing well, but the Otter on floats will never be regarded as a speedy airplane. Off to our right across Puget Sound was the main Boeing assembly plant at Everett, where I had an appointment later in the week. We continued climbing slowly, with the Hood Canal ahead and the rugged mountains of the Olympic Peninsula off our left wingtip. We were talking on the radio to Seattle Center and then Whidbey Island Approach. At the north end of the Hood Canal, we passed over the floating bridge and continued climbing to the north. Reaching our VFR cruise altitude, we leveled out at 4,500 feet. Power was reduced, and we settled into our cruise at 120 knots. Ahead and to the right, the snowy upper slopes of Mt. Baker came into view. During the next few days, we would find that it dominates the Eastern horizon during our visit to Victoria. Continued on Page 49
December 2015
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In Flight USA Celebrating 30 Years
December 2015
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ilots rush into the locker room, preparing for another day of flying. Laughing and joking, they throw on their gear and grab their helmets. To them, it is just another day, but the Airmen that serviced their equipment look on slightly anxiously as they see the pilots walk out the door to their aircraft. Confident yet tense, thoughts of the pilot’s safety linger in their heads as they continue to work. All they can do now is wait. Aircrew flight equipment Airmen assigned to the 20th Operations Support Squadron are responsible for the maintenance, inspections, and servicing of all equipment that aircrew personnel require while performing their duties. From maintaining helmets to sewing vests and repacking parachutes, AFE Airmen spend their days focused, ensuring they maintain the attention to detail that is required to not miss a single step. “We don’t get that second shot to save the pilot,” said Staff Sgt. Anthony Tyler, an AFE specialist with the 20th OSS. “If something goes sideways while they’re in the air, our equipment has to work just right the first time.” The gear the Airmen service is vital to a pilot’s safety. The oxygen mask has to pump oxygen to the pilot at high altitudes, a parachute has to deploy if there’s an emergency, and the pilot’s visor has to be clear to provide an unobstructed view. AFE Airmen are broken up into two locations on base. Some are assigned to the back shop where they inspect, pack, repair, and service all parachutes that will go into one of Shaw’s 76 F-16CM Fighting Falcons. “We’ll go through and do whatever needs to be done to that ‘chute,” Tyler said. “Whether it’s changing the canopy or just a simple repack, we’ll also go through the survival kit and make sure that everything is there, that nothing has expired, and that everything is tightly packed.” In the AFE career field, there are no second chances. If a pilot needs to eject during a sortie, the parachute has to deploy. If it doesn’t, the pilot’s life is at risk. AFE specialists who aren’t in the back shop could be assigned to one of the three fighter squadrons, where they will directly interact with their pilots. They tend to all the gear, ensuring the pilots have everything they need.
Airmen assigned to the 20th Operations Support Squadron mitigate a pilot during decontamination training at Shaw Air Force Base. (US Air Force Photo)
Senior Airman Kyle Burroughs, a 20th Operations Support Squadron aircrew flight equipment specialist, secures a backup firing lanyard. (US Air Force Photo)
Staff Sgt. Anthony Tyler, a 20th Operations Support Squadron aircrew flight equipment specialist, inspects the visor of a pilot’s helmet. (US Air Force Photo)
Airman 1st Class Jerry Salcido, a 20th Operations Support Squadron aircrew flight equipment specialist, sews a PCU15B/P torso harness. (US Air Force Photo) “One really cool thing about our job is that we are so close to our pilots,” Tyler said. “We know what their preferences are, we know how they like to wear their gear, and we know how they walk. We try to get to know everything we can about them, so they can be as comfortable as they can in flight.” Continued on Page 18
December 2015
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The Great Georgia Airshow
Continued from Page 9 show, which was at NAS Pensacola, the home base of the team. The 2015 season is winding down, but there is little break for team members coming back for the 2016 air show season according to Capt. Higgins “The first day back we have a safety stand down, and we do a bunch of admin work. Immediately, we start flying and working on next season. We have to get the new guys trained up. We have three new jet pilots and a new Fat Albert pilot, and we need to get them spun up so they are able to fly next year.” Blue Angels will do their winter training at NAS El Centro, Calif. but Capt. Higgins explains that training with the new crew will begin before that. “We start a couple of flights in Pensacola with nothing too dynamic. It’s basically finalization flights. Once we get to El Centro the on Jan. 2, that’s when we start the demonstration training.” The Blue Angels C-130T Fat Albert show demonstration is approximately 10 minutes long and is designed to demonstrate the capabilities of the C-130T. The team has the oldest aircraft in the Navy Fleet according Capt. Higgins “The C130T we fly joined the team in 1991. We demonstrate the full plethora of what the C-130 can do during our 10 minute show. The Hornets we fly are the legacy jets and are the oldest models in the fleet, but we have the most amazing maintainers
that you could possibly ask that keep the planes looking amazing.” Capt. Higgins has flown 400 hours of combat in the C-130J “Hercules” with the 2nd Aircraft Wing, based at MCAS Cherry Point, N.C. before joining the Blue Angels. Capt. Higgins plans to return to an operational unit after the 2016 show season. “I will stay with the C-130 for the rest of my career. I love it, she [C-130] is so versatile. In the fleet, I get to do anything from close air support, aerial weapons delivery, and aerial refueling. The Civilian portion of the 2015 show featured two of the biggest names in the air show industry, Mike Goulian and Sean Tucker. Mike Gouilan made his first appearance at the Great Georgia show in his high performance EXTRA 330SC aircraft. “I have not been here before, but it is an amazing looking venue. The nice thing is it is almost like an amphitheater where you are looking down on the airplanes, which is fantastic for the spectators.” It was the first time Goulian had flown at Falcon Field, and he explains it is no problem when performing “It didn’t bother us, but it is a little different when you come to a new venue and are looking at it from the air, trying to figure it out. It is important, especially if show center is not in the center of the runway. So you have to start picking out landmarks. We have to see where the center of the crowd
is and start to look for references at the center point of the crowd.” Air Show Legend, Sean Tucker, performed his high energy aerobatic routine in his one-of-a-kind Oracle Challenger III. In 2013, Tucker was elected Chairman of the Experimental Aircraft Association (EAA) of the Young Eagles program. The EAA program is used to give flights to children to spark their interest in aviation. Tucker gives one deserving student a ride at each air show site in his EXTRA 330 XL. Thirteenyear-old, Max Lyles of Newnan, Ga., was selected the Young Eagle for the Great Georgia Air Show. A very unique act at the the Great Georgia Air Show was the Jet WACO, also known as the Screamin Sasquatch. The Jet WACO looks like a 1929 Barnstorming biplane, but it has one major addition – a jet engine! Demonstration pilot, Jeff Boerboon, explains, “The Jet WACO is based on a 1929 Taperwing WACO because of the wing. The Taperwing was originally designed to make it more aerobatic, and that is why it makes a good platform for the Jet WACO.” The Jet WACO was designed for air shows and makes use of the available space to accommodate both a Pratt & Whitney 985 Radial Engine and a CJ610 Jet Engine. According to Boerboon, “There is no shock-absorbing system at all on the plane to allow for all the clearance we needed for the jet engine. It requires a great deal of concentration and effort to make the landing because there are no shock absorbers. It is one of the most challenging parts of flying this plane.” The Dixie Wing of the Commemorative Air Force is home based at Falcon Field and was a big participant in the Great Georgia Air Show. The P-51 Red Nose Mustang is part of the flying collection of the museum in Peachtree City, and it flew a demonstration during the show on Saturday. Red Nose has been a part of Dixie Wing since November of 2002. The Museum’s FG-1D “Corsair” also Continued on Page 20
Air show legend Sean Tucker getting ready to perform in his one-of-a-kind Oracle Challenger III at the 2015 Great Georgia Air Show. (Mike Heilman)
AH-1 “Cobra” ” helicopter from the Army Aviation Heritage Foundation Sky Soldiers provide air show spectators rides in the vintage helicopter at the air show. (Mike Heilman)
The Jet WACO flown by Pilot Jeff Boerboon races the world’s fastest jet car piloted by Bill Braack at the 2015 Great Georgia Air Show held at Falcon Field in Peachtree, GA. (Mike Heilman)
Tora Tora Tora of the Commemorative Air Force provide a Great Wall of Fire during the flight demonstration of the Jet WACO by pilot Jeff Boerboon. (Mike Heilman)
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Jet WACO pilot Jeff Boerboon enjoys flying the modified WACO but say the trickiest part of flying the air plane is the landing. (Mike Heilman)
An FG-1D “Corsair” of the Dixie Wing of the Commemorative Air Force show the aircrafts ability to fold it’s wings at the 2015 Great Georgia Air Show. The Dixie Wing is home based at Falcon Field site of the air show. (Mike Heilman)
Air show legend Sean Tucker cuts the ribbon in a low level pass at the 2015 Great Georgia Air Show. (Mike Heilman)
An P-51 “Mustang” of the Dixie Wing of the Commemorative Air Force was on static display and also flew a demonstration at the 2015 Great Georgia Air Show. (Mike Heilman)
The Blue Angel’s Flight Demonstration Team’s F/A-18 Hornets on the Great Georgia Air Show flight line as seen from a flight in a “Huey” Helicopter. (Mike Heilman)
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In Flight USA Celebrating 30 Years
BOB HOOVER FILM
December 2015
IN THE SPOTLIGHT FOR NBAA AND ARMSTRONG CENTER
NASA’S
National Aviation Hall of Fame Honors Kim Furst with 13th Annual Combs Gates Award NASA to Screen Bob Hoover Film With Presentation By Furst On Wednesday, Nov. 18, Kim Furst, Producer/Director of the award-winning documentary Flying the Feathered Edge: The Bob Hoover Project, which chronicles the history of aviation through Bob Hoover’s seven-decade career, will be
honored was the 13th annual Combs Gates Award at the NBAA’s Business Aviation Convention & Exhibition (NBAA 2015) in Las Vegas, Nev. Furst will received the $20,000 prize, which recognizes aviation history
research and preservation efforts, from representatives of the National Aviation Hall of Fame (NAHF) and several enshrines. Flying the Feathered Edge: The Bob Hoover Project was a passion project by
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Furst to document the history and impact of Hoover’s career. The result is “a wonderful film” according to Harrison Ford, “one that captures Bob’s powerful story.” Over the course of the film, Hoover reflects on his remarkable career as an Air Force fighter pilot, experimental test pilot, and airshow pilot. The film also includes appearances by Neil Armstrong, Clay Lacy, Dick and Burt Rutan, Carroll Shelby, and other experts in the aerospace field.
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Airman 1st Class Kyle Denzine, a 20th Operations Support Squadron aircrew flight equipment specialist, checks the seal of his gas mask. (US Air Force Photo) Continued from Page 16 AFE Airmen pride themselves in consistently giving products of the highest caliber, realizing that a sense of trust is integral in their relationship with the pilots. “After you’re done with a piece of equipment, if you wouldn’t give it to your mom, brother, or someone you love, you wouldn’t put it back in the locker for someone to use,” said Senior Master Sgt. Ellis Stokes, the 20th OSS AFE superintendent. “We don’t get any do-overs; you have to get it right the first time.” In the end, when the mighty war birds touch down and pull into their parking bays one by one, the pilots dismount and make their way to the locker room to stow away their gear until tomorrow. The pilots wave and smile at the AFE Airmen in the back. The Airmen return the wave, and with each sage green flight suit that walks through the door, their smiles grow bigger as they see each of the pilots they sent off that morning return home.
December 2015
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MIRACLE FLIGHTS NAMED 2015 TOP-RATED NONPROFIT Miracle Flights, the nation’s leading health and welfare flight organization, was recently added to Great Nonprofits 2015 Top-Rated Nonprofit list. The charity enables children with rare and lifethreatening medical conditions to gain access to specialized, out-of-state medical care through commercial flights.
Hoover Film Continued from Page 18 Charles C. Gates were partners in several business aviation ventures, including the Combs Gates FBO chain and aircraft manufacturer, Gates Learjet. “It’s a who’s who of the industry at NBAA,” said Ron Kaplan, NAHF enshrinement director, about why the award is presented at NBAA’s convention. “Many of our enshrines – Bob Hoover, Russ Meyer – are already there as participants through their business associations.” On Nov. 19 following the award, Kim Furst was a guest speaker at NASA’s Armstrong Flight Research Center at Edwards Air Force Base for an exclusive screening of her film.
Reform Continued from Page 8 create a checklist of conditions that could impair the individual’s ability to safely operate an aircraft and which pilots would have to sign along with the physician’s verification. Opponents argued that doctors are well equipped and in a better position to know what to look for in a standard physical exam as opposed to a federal agency. The other Nelson amendment would have limited certain liability protections to federal employees, whereas the Manchin amendment extends those protections to federal contractors, including pilot examiners, aviation medical examiners, and others. Both Nelson amendments were defeated 11-13. “We appreciate the leadership of Sen. Manchin, himself a general aviation pilot, and other committee members who recognize the significance of third-class medical reform to our community,” Baker said. “The fact that this legislation has come so far is also a testament to the engagement of AOPA’s members who have contacted their elected officials more than 94,000 times so far this year to seek their support for PBR2 and medical reform.”
The organization has made the list consecutively since 2010. “It’s a great honor to be named one of the country’s top nonprofits – it’s something we strive for every year,” said Miracle Flights’ CEO Mark E. Brown. “This acknowledgement should also be extended to our wonderful donors, as
well as the families who fight tirelessly to give their children a longer, healthier life. They are the real heroes.” With the approach of Giving Tuesday on Dec. 1, Miracle Flights would also like to encourage support through their matching gift challenge, with a goal of raising $5,000.
Miracle Flights has coordinated more than 96,000 flights and counting. For more information about Miracle Flights, to request flight assistance, or to make a donation, call 800-359-1711 or visit www.miracleflights.org
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In Flight USA Celebrating 30 Years
December 2015
The Great Georgia Airshow Continued from Page 17 flew during the 2015 show. The Dixie Wing’s Corsair was built by Goodyear and is why it carries the FG designation instead of the F4U. Atlanta is home to Delta Airlines, and the airline performed a fly-by in a Boeing 767-400ER. The 767-400ER was carrying a painted pink ribbon on the fuselage to bring awareness to Breast Cancer research. The U.S. Navy Parachute Team, the “Leap Frogs” performed a parachute demonstration at the 2015 show. The world’s fastest Smoke-n-
Thunder JetCar, made a couple of appearances at the show. During the show, the JetCar “raced” the Screamin Sasquatch down the runway. As they approached show center, a large wall of fire was ignited! The Great Georgia Air Show (GGAS) spectators had the chance to participate on the ground and in the air. The Army Aviation Heritage Foundation Sky Soldiers provided rides in the organization’s owned UH-1 “Huey” and AH-1 “Cobra” helicopters. Precision Exotics provided high speed rides in high-per-
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formance cars down the runway after the show on Saturday. There were also monster truck rides available during the show. There were static aircraft for spectators to view up close, which included an A-10, C-130, and T-45. The Great Georgia show was founded in 1998 as a local fundraiser to help fund local nonprofit and civic organizations. The show has given back more than two million dollars to the community since 1998. The Saturday show was the largest in show history and was on pace for another big day on Sunday, but the weather cancelled the flying. All in all, this is a very good spectator show. The Blue Angels parking location was closer to the general public than most
The Blue Angel’s F/A-18 Hornets made their first appearance at the 2015 Great Georgia Air Show. (Mike Heilman) shows. Some of the viewing areas are slightly higher than the runway, and as show performer, Mike Goulian, pointed out, this makes for a unique viewing area. The 2015 Great Georgia Air Show really provided something for everyone!
Editorial: Spring in Paris Continued from Page 6 flying wonder that you can buy for only $40,000! Parisian humor comes in many forms, highlighted one night after a walk down the greatest shopping boulevard on earth, the Av. des Champs-Elysee. Upon navigating the hazardous round-about of the Arc de Triomphe, I witnessed an erratically driven Lamborghini crash into a light pole, possibly the most expensive car crash I had ever seen. The well lubricated driver emerged unhurt and began screaming at the light pole, gathering a crowd that applauded the fever of his tirade. You just have to love it! Mind you, all of these experiences were within a long walk of the tragic shootings. It is stunning how quickly frivolity can turn to tragedy. Flying in France is a joy but very different than in the U.S. Basically, you do not really go anywhere but enjoy a club environment, where the shear act of flight is the object of joy, not the American tradition of “getting there quickly.” Friends, family, and enthusiasts meet to enjoy delicious snacks, wine, and fellowship, followed by a flight over the historic countryside. Yes, in that order! My business was located in a small village about 20 miles north of Toulouse. Upon my first visit, I was honored to meet the Mayor of the village, an old man who graciously thanked me for rescuing his village from the terror of the Nazis in 1944. Of course, it was not I, but the gallant troops of General George Patton. But that made no difference to the citizens of this village. I was an honored guest. Later trips to Toulouse and south toward Lourdes saw my team and me driving through the historic town of miracles, waving our credit cards out of the car window, hoping for a miracle that would
wipe them clean. Oh well, good try! Driving even farther south towards the border of Spain and the Pyrenees Mountains brought me into contact with an incredible dog breed I would later employ to protect the critters on my ranch, the Pyrenees Mountain Dog, known in America as the Great Pyrenees. As a headquarters of European sales, this small office in France accounted for nearly 25 percent of total company revenues. France and Paris are more than just geographic locations to this writer. Early aviation technology flourished in France, and flying in this region is a joy to behold. Aerospace activities continue to flourish in France, as evidenced by Daher-Socata, Airbus, Dassault, and major sub-contract services, plus the headquarters for the European Space agency (ESA), Europe’s equivalent of NASA. Remember, the recent landing on a comet was achieved by ESA. Traveling in France is an adventure of food, sights, and pastry shops that will ruin the best planned diet. Fortunately, the rich red wines of France seem to counter caloric intake … at least that is my story … and I am going to stick to it. Paris, the Metro, and historic sights and people became my friends. To this writer, it is always spring time in Paris, no matter what the season or circumstances. While the winter season is closing in, it will pass, as the brave airmen of America, France, and other nations join forces in combating the ISIS sickness that is spreading far too fast. So, as we celebrate the Holiday season, let’s think of the lights of Paris, the Eiffel Tower, Notre Dame, Le Louvre, and other markers of a city full of life. To Paris and France, know that the aviators of America have you in our minds and hearts. God bless and stay strong.
December 2015
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SUPER-FLY Swift Engineering: The Road to the Skies By Donia Moore
S
wift Engineering started out building racecars in the small, laid back Southern California surfing town of San Clemente for drivers like Mario Andretti and his son Michael. They were so successful that Swift’s strategy expanded to include the newest entries into another kind of race – the race for military superiority – UAVs. In a word – drones.
Elipse concept jet.
(Don Kindred)
It’s not your brother’s RC Contrary to popular thinking, drones are not new. Unmanned aerial vehicles have been around for a while. In fact, you may know them as RCs or remote control vehicles. Many kids have received “drones” as presents in the form of a battery powered remote control helicopter or airplane. It’s the popular usage and increased sophistication of these UAVs that’s new. Swift Engineering was in the forefront of developing UAVs such as the runway-independent Killer Bee blended wing UAV and its mobile launch/retrieval system designed and built in 2002, long before “drone” became a household word. The drone concept began with the possibilities of military usage. Originally, Boeing had a lock on small portable Marine and Navy UAVs used for reconnaissance missions. In the past, the company’s ScanEagle found its way into Marine hands when the Pentagon decided they were vital for combat in Afghanistan and Iraq. A year later, the Navy dove in and purchased more to provide over-thehorizon monitoring of oil platforms and suspicious ships. To cover these purchases, the Pentagon crafted a non-competitive orde permitted when an item is designated as an “urgent operational requirement” – with Boeing’s aerospace design firm in 2004.
Bats and Killer Bees In 2008, Raytheon and Swift Engineering teamed up to showcase their own battle-ready contender, the Killer Bee, a week before its unveiling at the Navy League’s 2008 Sea-Air-Space Exposition. New details included the five-foot curved wings that became a trademark. Eventually, Swift designed and manufactured a series of unmanned aerial vehicles, producing eight versions in nine years. Northrup Grumman purchased the Killer Bee’s product line, which ultimately became the Bat UAS.
Swift Engineering BAT UAS (Don Kindred) The company retained Swift to continue working on the project, refining design and performance, flight testing and manufacturing. It was great for the small engineering firm to have a big benefactor, but there were challenges too. Swift had been producing four to five vehicles a month. Grumman needed them to increase their manufacturing capacity to 30 a month. Another challenge was that there were a number of contractors all over the U.S. involved in manufacturing various components, but the Bat wouldn’t fly until it left the San Clemente floor. The Bat became Northrop Grumman’s UAV of choice. It could be configured with differently sized fuel tanks and different sensor payloads to meet changing tactical missions. These might include intelligence, surveillance, reconnaissance, target acquisition, and communications relay. Additionally, the Bat was created with a blended body design, enabling a much larger payload volume (3.2 cubic feet) that allowed it to carry more payload than other UAVs of its size. More books from Amazon, maybe? The Bat, like its parent product, the Killer Bee, doesn’t need a pilot or a runway to take off or land. It’s fully autonomous. It has a flexible, self-contained expeditionary system, designed to launch from a pneumatic/hydraulic rail launcher and recover into a net system, sort of a point-and-launch system. It incorporates both an electronic fuel-injection engine and heavy fuel-variant, which runs on a variant of JP-8, the most widely used fuel variant within the U.S. military. Continued on Page 22
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In Flight USA Celebrating 30 Years
December 2015
Super-Fly Continued from Page 21 Rick notes that the Bat is a little larger than the Killer Bee. “The Bat family product line currently features either a 10-foot- or 12-foot-wingspan variant, with a 20-foot wingspan design under development.” Under the command and control of its scalable, IP-based Ground Control Station, Northrop Grumman has successfully flown multiple payloads on multiple flights with both the 10- and 12foot Bats. Ideally suited to an irregular warfare environment, the Bat offers realtime ISR (intelligence, surveillance, and reconnaissance), communications and strike capabilities in a system that is affordable and persistent. It can be autonomously launched and retrieved on land, in the air, or on the water.
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There were more than Bats and Bees in the works for Swift. In 2007, Swift Engineering was commissioned to design and build a single engine business jet in 200 days to first flight. This included conceptual design, sizing, vehicle creation, analysis (CFD, FEA), detailed design, and wind tunnel testing. All of the design, including interiors, was completed at Swift’s state of the art design studio in San Clemente. All the composite tooling and parts were also fabricated and assembled in San Clemente at Swift’s Advanced Composite Manufacturing Center. From blank page to flight test took just 23 weeks for the sleek V-tailed Eclipse Concept Jet. Swift’s most recent foray into the aeronautical drone world is the “X Blade.” This drone is one of the most maneuverable of the UAVs built so far. It has the capacity for vertical takeoff and landings, and horizontal flight. It boasts more than two hours of continuous flight capability, with wireless charging and an interchangeable payload bay. It is also completely collapsible for transport to any place a commercial airline can fly.
Blowing in the Wind Let Gibson Aviation return to Service your Cylinders in Overhauled, Yellow Tagged Condition for $365.00. Cylinders must be crack free and the bore must be in manufacturer’s specifications for return to service. The price is inclusive of all parts stationary in the cylinder. (Valve Guides, Seats, Studs, Bushings, etc) Any moving parts, (Valves, Pistons, Rings, etc) constitute an additional charge which varies from each different make & model. For additional charges we can supply rings, gaskets and any other related parts you might need.
1-800-992-4880 • 1-405-262-4880 • Email: gibsonaviation@msn.com
Part of what makes all of Swift’s aerospace and racing development possible is the company’s virtual wind tunnel. Swift’s primary business was designing race cars at its facility on the hill overlooking Avenida Pico, back in the 1990s. The company plant housed a 15,000-
Killer Bee drone – Swift Engineering (Don Kindred) square-foot wind tunnel with a 500-watt motor. Designed to test parts and vehicles at speeds up to 140 mph, the machine was massively expensive to run and maintain. The old wind tunnel – now dismantled to make space for new autoclaves and rooms to manufacture and cure composites for military planes – required tens of thousands of dollars to manufacture each individual part of a racecar. In an earlier interview, Mark Paige, then Chief Scientist for the company recalled the original testing process. “Basically, we start the test with a bucket of parts,” he said. “The flow is so complicated around race cars, we try everything we can think of.” Only about one in 50 of those parts made it into the car’s design. Now, thanks to a new computer system, Swift can eliminate the expense of fabricating every test part. Engineers instead load the hypothetical part’s dimensions into their virtual wind tunnel. Using Computational Fluid Dynamics or CFD software, the program measures aerodynamics with virtual “air” in a fourdimensional grid divided into tens of millions of tiny cubes, some as small as the head of a pin. It’s accurate, whehter its for military tech or racecars, and it has revolutionized the process for Swift. And if there’s a need for actual wind testing, there are still working wind tunnels that can be contracted out.
And the Winner is… Swift Engineering has received many accolades for its unique innovative design work. In 2012, the company received the prestigious JEC Americas Award for its autoclave process. Also in 2012, Northrup Grumman named Swift as the “Small Business of the Year,” out of 1,500 suppliers. In 2013, Aviation Week Magazine marked them as the “Best In Class” A & D Company to Watch. Michael Andretti would understand.
Have an event coming up? Submit it for publication in the online events calendar at
www.inflightusa.com
Fax: 415-898-5155 www.tjair.com Email: tjair@tjair.com
351 Airport Road #3 Novato, CA 94945 415-898-5151
The The Trinidad Trinidad Center Center 1990 SOCATA TB-20 TRINIDAD
1995 SOCATA TB-20 TRINIDAD
Beautiful, well equipped, 2400 hours TTE and AF (available as 0 time engine). King HSI, KAP 150 autopilot, Argus 5000 moving map, BFG 900 Stormscope, dual Nav/Com, KMA 24 Audio Panel. Useful load 1164 lbs. Executive leather interior
Total Restoration!!! 225 hours since complete refurbishment, 2283 AFTT, Loaded with Factory A/C, King Autopilot w/flight director, Full Co-pilot instruments and much more!!!!
78 BELLANCA 17-30A SUPER VIKING
1994 TB-21 TC TRINIDAD
1986 SOCATA TB-21 TC TRINIDAD
Sleek airplane with lots of extras. 2130 TT & AF (available as 0 time engine). Full TKS Ice Protection, Garmin GNS 530W GPS, XM Weather Avidyne TAS600 Active Traffic Advisory System, WX-950 Stormscope, King KFC150 Flight Director/Autopilot. Always hangared. NDH, Complete logs. BEST value on a Turbo TB21 anywhere.
Great high-altitude flyer. Cruise at 185 kts, 11,000 nm range, go from sea level to 15,000 feet in 15 minutes, land in a 25 kt crosswind. Enjoy the feel and comfort of a fine European sports car, two entry doors, fabulous visibility and superior cockpit ergonomics. 2670 AFTT, Always Hangared.
1964 PIPER CHEROKEE 180
1972 PIPER CHEROKEE 180
1980 BEECHCRAFT A36TC BONANZA
2087 hrs TT, 640 hrs SMOH, Garmin 530W!! Also Collins 350 Audio Panel, Century II B autopilot, and lots of extras!
LOW TIME AIRFRAME HOURS, 582 SMOH, Digital IFR radios. A very nice, 180 HP Cherokee with low total and engine times, GPS coupled to S-Tec 50 Autopilot w/ Alt Hld and much more. MUST SEE!!!!
3776.62 hours AFTT. 1554 SMOH. Factory remanufactured by Western Skyways to factory new tolerances. All accessories overhauled or new. Exceptionally Clean. Nicely equipped. Great paint, glass, and interior. Well rigged. Flies straight. EVERYTHING works (even the old autopilot).
N11RL was the featured Bonanza in the American Bonanza Society Magazine October 2014. No expense was spared to make this an incredible A36 TC. 3362.4 hours TT, 987.2 hours SMOH, McCauley Hot prop. Beautiful inside and out with too many special details to list.
1970 AMERICAN CHAMPION 7GCAA CITABRIA
1948 CESSNA 170
1972 GRUMMAN AA5 TRAVELER
1952 CESSNA 170B
A beautiful example of a C-170! 5398 AFTT, 58 STOH, 942 lbs. useful load, KX 125 Nav/Comm, PS PM1000 Intercom and spin-on oil filter. 2013 Paint and interior.
Great first time family 150 hp airplane. Perfect for learning to fly. 2582 hours TT. 845 SMOH by Textron Lycoming.
4465 AFTT, 745.01 SMOH. An absolutely beautiful example of the classic Cessna 170B. Incredibly complete logs and records from day 1. Possibly the best-equipped Cessna 170B available. Beautiful exterior paint and knockout interior.
Cute, fun, aerobatic ready. Recent Major overhaul. Icom ICA22 radio, Narco AT150 XPDR with Mode C. Accelerometer, Oil temp gauge and EGT.
GREAT PARTNERSHIPS AVAILABLE 1991 SOCATA TB-20 TRINIDAD
1980 PIPER DAKOTA
1969 BEECHCRAFT 36 BONANZA
1/3 INTEREST in this GREAT plane located in Northern California, Gnoss Field (KDVO), 2400 TT, 200 SMOH, Garmin 430W and more.
1/3 OWNERSHIP, clean, beautifully maintained in No. California, Petaluma (KO69). 3711 TT, 1784.9 SNEW. Collins Micro Line, HSI, Stormscope, GPS, DME, ADF, Auto Control 111B, Xspdr, Hangared. *OWNER FINANCING AVAILABLE*
1/7 INTEREST ONLY!! Price includes 1/7 INTEREST in airplane, hangar, bank assets, etc. 8639 TT as of 09/29/14, 1439 hrs SMOH, 3 Blade McCauley Black Mac 409. Lots of additional equipment! Beautiful airplane with recent paint and interior!!
All specifications and representations are believed to be accurate to the best knowledge of the seller. However, it is the buyerâ&#x20AC;&#x2122;s responsibility to verify all information prior to purchase.
T. J. Neff
Phone: 415-898-5151
www.tjair.com
Email: tjair@tjair.com
24
In Flight USA Celebrating 31 Years
December 2015
W h a t’ s U p ! ?
HEAR THE PHONE RINGING?
W
ell, this is how this all started. My phone rang. Okay, Okay, I know, my phone rings a lot, but this was different and very involved. First, it was early, second it was orange, and third, the beginning of a new and amazing relationship with not one but hundreds of new friends, One of my Hindi friends wanted and needed a ride south. There was nothing unusual about that, except that my oldest son was with me ... and he was created 50-plus years ago, and this was his first visit to PAO. The rest of the story is personal, so you’ll have to ask me. This was his first experience with the Santos, my friends in orange (robes). It was fun showing off my first baby. I digress. Anyway, the Santos were about to enjoy their first airplane ride... and my son got to witness a very unusual experience and meet some very special men. It was then that I learned how much he liked aviation. I’m not sure why, but it was then that he also informed me he was baptized in the Jordon River...I was speechless...and life went on. So, the first flight of my friends in orange began and off we went. It was the first of many, many flights that were made from then until now. We flew coast-to-coast and village-to-village. We were always greeted by hundreds of fellow Hindis and lots of flowers...more than lots. Some of the aircraft used were many light six-seaters and a lot of 182s, 206s, and some really nice T-210s. I think they liked the Pilatius the most and was always their first choice. I don’t blame them...it was high on my list too. Based on their eating habits, they all added up to very small numbers on our scales, so our pay loads were never a concern. The best part, and certainly my favorite, were the questions asked as they stared out the windows. By the way, aside from the fact that they were all wearing the same orange, they also each had their cell phones...that always tickled me. I liked their questions because they made me think about things I took for granted, and I came to love our country even more. They have many customs and habits, and I don’t always understand, but I love and respect how they put everyone else first and always before their own needs. Do you want to know their relationship with women? Sorry, I’m limited as to what I can share with you. I will be indebted to them forever because they changed my life, and I now
Larry (center) with Troy “Curly” Myers of the Patriots Jet Team who flew this flight for the Santos in 2013. (Courtesy Larry Shapiro)
The Santos enjoy the flight. (Courtesy Larry Shapiro) live my life with no anger...I know, I know...ask me personally or send me a note. I love my life, and getting rid of anger got rid of a lot of dead weight with no redeeming value. I offer my help in learning more about this if you wish. Finally, the comfort of traveling with them was increased by the knowledge of knowing they also live with no anger and are as close to G-d as I ever got. I think I’ll stop now...unless you ask for more. I can also arrange for you to visit one of their many Temples, which are all works of art.
Memories and Musings Before I forget, happy holiday season, everyone! It’s that time of year when I hope all will take a moment to reflect on some past years and the one we’re about to enter. It’s hard not to think about the hits and misses in our industry and what’s to come. It’s also hard not to think about our men and women in uniform, both at home and overseas. As you share the holidays with your families, please think about them. And while we have memories on our mind, looking back, here’s a PS memory about some of the long distance delivery flights I shared with you previously. One of my pilots set a record for the longest
single leg in a Mooney. Departing OAK in a 1995 Ovation that belonged to the Republic of Korea. His logs read like this: OAK to Honolulu 2,200 NM; Honolulu to Pohnpei, Micronesia 2,710 NM (16 + 35 hours). The final part of the flight was a short leg of 800 NM, Pohnpei to Guam via Turk, ending with Guam to Seoul, ROK, and a mere 1,800 NM. I can just imagine what some of you might be thinking… want to share your thoughts? By the way, the folks at Mooney had told us they knew of no one ever flying longer legs than these… gee, I wonder why? With all the drinking parties over, the emails to us are usually, “Hey Lar, what do you think of this and that?” That’s usually followed by, “Do you think I should buy this or that?” The calls I love most are from the spouses who ask me what would be a good Christmas/Hanukkah gift for the pilot in their life. Of course, often they have more information about the price of eggs in China than they have about the pilot or the aircraft in question. When that dust settles, the questions about airshow performers we’ve lost begin. I’m flattered but confused that so many think I know the answers. What they don’t know is that I too am mourning the loss of friends that were great pilots or great human beings, and the world will not be a better place with their demise. It really doesn’t matter “why,” what really matters is that we learn something from their loss and remember the “good times.” My dear readers, I say this again, as I have hundreds of times before, and I promise you it won’t be the last time: There are no short cuts for experience, and while flying will get you “there” in a hurry, you can’t be in a hurry to fly. There, I said it again, and I hope one new person heard me. Airshow wise, our family industry is really looking different: More Major sponsors have jumped into the arena, performers are hiring professional marketing companies to package and promote them, and the competition is fierce. I am amazed at the changes over the past 10 years. We had enjoyed a new venue while performing for the folks at Embry-Riddle University in Prescott, Ariz. The frosting on this cake was being able to attend the P-40 Reunion. We heard enough stories there to fill our column for a year. Most of the pilots were older than me. The highlight of our season 10 years ago was unquestionably the big weekend
Larry Shapiro at Vandenberg Air Force Base. Two things made this one of the most special weekends. Aside from the all-star list of performers we were surrounded with: Julie Clark, Bill Cornick, Rob Harrison, Bill Stein, Tim Weber, and of course the “Maestro,” the late Eddie Andreini. It was also our first time with the New Jet Team in town, the Patriots. Fry’s Electronics really jumped into the fray with a bunch of $$$ to sponsor their three-plane L-39 Formation Jet Team. There were some other amazing stars that I enjoyed for the first time; we had a P-40 and a Zero that actually staged a dogfight. What a thrill to see and hear these two airplanes fly! That was rounded out with a B-17 and what is believed to be the most authentically restored Tuskegee T-6 flown in from Denver by Owner Steve Cowell. I think he’s gone on to wearing a suit and tie every day ... there goes his image.
Flyboys and Cowboys I have to admit that I’ve saved the best for last. I’ve wanted to write this for years, and now is the time for all good people to come to the aid of this column and read it. I’m not sure why I’ve waited so long, but I hope you’ll sit back and enjoy it. Please make sure your sense of humor is plugged in. Let me go back to when this idea first hit the brain cells in the writing part of my head. I think it was at the big rodeo in Salinas, Calif., many years back. I started noticing the similarities in rodeos and airshows. Once bitten by the rodeo bug, we started checking out some smaller rodeos and then some bigger ones – you’re going to love this – while we were attending the Annual ICAS Convention in Las Vegas (10 years ago), we were lucky enough to be given tickets to the PRCA Finals. Okay, PRCA equals Professional Rodeo Cowboys Association. Now we were really hooked. Turned out I knew the livestock contractor, that’s the dude who supplies all the livestock used in a rodeo. What I went on to learn was that he was a pilot, owned an airplane, and so did a lot of the other big guys in the rodeo world. In order to get from event to event, GA was one of the Continued on Page 27
December 2015
www.inflightusa.com
25
Steve Weaver Aiircraft Sales
Purveyor of Quality Aircraft Since 1968 Route 3, Box 696, Philippi, WV 26416
Phone: 843.475.6868 Fax: 803.753.9761
Website: www.steveweaver.com • e-mail: airplanes@steveweaver.com
1959 COMANCHE 180
1998 SARATOGA SP
1973 BEECH A-36
N5800P. 3,900 TT, 1,420 SFNEW, G430, C-II, HSI, pristine original
N242CC. 1126 TT, 530W, Skywatch, weather, preselect. Immaculate airplane.
N777PB. 3,485 TT, 1240 SMOH by Victor, G530, HSI, Strikefinder, all logs, no damage. Very nice.
$34,900
Actual Photo
1940 FAIRCHILD 24-R40 N25329. 15 hours on a complete restoration.
$47,500
Actual Photo
$239,500
Actual Photo
$119,500
Actual Photo
1973 RILEY TURBOSTREAM
1977 CESSNA 340A
N100EL. 4400 TT, 400/400 SMOH 350 Lycs, G480 WAAS, radar, ice, VG’s, hangared, great logs.
N314MG. 3690 TT, 1480/534 RAM I, G330, G530W, G-330 traffic, MX-20 MFD, Known Ice, air, American intercoolers VG's 1730# useful. Nice
$169,500
Actual Photo
$149,500
Actual Photo
2008 COMPAIR 7 400 LYCOMING
2002 SYMPHONY
2007 PITTS MODEL 12
N417RJ. 130 TT. This is truly a must see aircraft. Amazing performance, immaculate build.
N314MF. 400 hours TT, no damage, all logs, one owner, hangared.
N144BD. 186TTSN. MTV 9 prop, Kimball HP wings,fuselage pro- welded. Parachutes, The latest design, most all the Kimball kits.
$117,000
Actual Photo
2006 RV-6A N999BU. 580 TT, for sale by builder. Sliding canopy, 580 SMOH with new cylinders, hangared. Actual Photo
$67,500
Actual Photo
$59,500
“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver
Let our 45 years of experience go to work for you.
FOR DETAILED SPECS AND ADDITIONAL PICTURES OF THESE AIRCRAFT, GO TO
$140,000
Actual Photo
1966 CESSNA 182 N3046F. 5675 TT, 627 SFRM, IFR, good P&I, complete logs, same owner last 25 years. Hangared. Actual Photo
$46,500
STEVEWEAVER.COM
26
In Flight USA Celebrating 31 Years
December 2015
EPIC SALUTES FIVE RIVERS AVIATION FBO AS IT LAUNCHES FIRST PHASE AT LIVERMORE MUNICIPAL AIRPORT Five Rivers Aviation, Partnering With EPIC Aviation, Assumes Responsibility for the Fuel Concession From the City of Livermore
DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
Contact: Lawyers For Men’s Rights 213-384-8886 or visit us at www.mensrightslawyers.com LAW OFFICES OF STUART J. FABER
Five Rivers Aviation, a premier, fullservice FBO at Livermore Municipal Airport (KLVK) in northern California formally opened its operations on Nov. 20, at the general aviation airport. The first phase of this five-million-dollar project includes 25,000 square feet of hangar space and a 6,000-square-foot FBO complete with pilot and chartersupport amenities, which will be completed this month. The new FBO will carry both full and self-serve EPIC branded fuel and accept the EPIC Card for fuel and ancillary purchases. Dubbed the “New Gateway to Silicon Valley,” Five Rivers Aviation FBO is just minutes from business centers in San Jose, San Francisco, and the East Bay. In addition, there are no flight restrictions at Livermore Municipal, an important consideration during limited visibility operations or for large events such as the 2016 Big Game in Levi stadium. “We provide efficient, superior-quality service and do more than just offer custom hangars and support facilities,” said Pete Sandhu, president and CEO of Five Rivers Aviation. We are constructing facilities suitable for a variety of aircraft, including Global Express, BBJ, and G650-
sized aircraft. In addition, we offer all the amenities that are expected of a high-end FBO but with the convenience of a general aviation airport.” “Five Rivers chose EPIC as its fuel partner after an extensive review revealed an outstanding reputation in the industry, especially in terms of safety record, excellent customer service, and a long-standing history of providing innovative programs to help FBOs succeed,” said Sandhu. EPIC's Steve McCullough, EPIC senior vice president of general aviation, believes this is a unique opportunity for EPIC to be part of a new facility that is being built from the ground up. “We're looking forward to helping Five Rivers grow their business to become a premier destination for general aviation flying into the San Francisco Bay Area,” said McCullough. Five Rivers Aviation will complement the new terminal building and full service restaurant opening next door and another hangar complex being built on the field, all slated to open in 2016. To learn more about Five Rivers Aviation FBO, visit their website at www.fly5rivers.com
AOPA AV8RS PROGRAM AWARDS FOUR FLIGHT TRAINING SCHOLARSHIPS The Aircraft Owners and Pilots Association’s (AOPA) AV8RS youth membership program has awarded four scholarships totaling more than $22,000 to teens who are pursuing flight training in high school and college. This year’s scholarship program was funded through the AOPA Foundation, a nonprofit organization, and made possible by the Emil Buehler Perpetual Trust. “We are proud to recognize these four inspirational young AV8RS and help them build the skills they need to become leaders in aviation,” said Mark Baker, AOPA president and CEO. The winners are: • Allison M. Adams of Kentucky – Allison is in her first year at Eastern Kentucky University pursuing an Aviation/Pro-Flight degree. She was
awarded $8,150, which she will put toward her college tuition. Over the past four years, she has volunteered more than 100 hours performing aircraft maintenance at the Capitol City Airport on Saturday mornings. • Dylan J. Kuchan of Arizona – Dylan is a high school senior at the East Valley Institute of Technology’s aviation program. He received $5,000 to complete his primary training and hopes to attend the University of North Dakota to pursue his dream of becoming an international airline pilot. • Jason M. Preston of Pennsylvania – Jason is a junior at Avon Grove High School who soloed last November. He received $3,000 to complete his primary training. As founder of his high school’s Continued on Page 27
December 2015
www.inflightusa.com
27
What’s Up Continued from Page 24 best ways to go. With all that said, I invited this amazing, colorful, and true rodeo celebrity to drop by our convention booth and have a look around. So my new friend and true cowboy, Cotton Rosser, showed up with his family, and I might mention that his wife, Karen, is also a pilot. Even though I had tickets for him, he insisted on buying his own. Now you’ve gotta love this, his company is called Flying “U” Rodeo Company. Now we were definitely hooked on learning more about this similar and yet different world. A few more rodeos later, we realized we shared similar opening ceremonies, where again the flag was the star. Costumes were important, sponsors and narration were more than half the act, and the script was really close. The more I watched, the more I realized how similar they are, that the cowboy drawl is replaced by our airshow announcer with techno stuff and calling maneuvers. Cowboy hats are replaced with baseball caps, and cowboy boots are replaced with flying boots (except for one dude mentioned earlier in this column – he still wears cowboys boots). Back in the early 2000s, while planning the South West Airshow Networking Conference (SWAN), I went out looking for a new and entertaining luncheon speaker. Right down the road from our conference being held in Marysville, Calif., was the Flying “U” Rodeo Company. I hit the phone running and asked Cotton Rosser to be our speaker. I’ll keep it simple. He was a huge hit, and we let him speak way past the allotted time because the airshow folks wanted more. Two U-2 pilots followed him. As good as they were, they wanted Cotton back, and by then, he was truly one of us. Rumors have it that a few airshow folks have actually flown some rodeos. There are airshow groupies, and there sure as heck are rodeo groupies. The vendors representing both worlds are also
Cotton Rosser there. The beverages are similar, maybe a little more beer at the rodeo and less Red Bull, funny, you’d think that anything with the word “Bull” in it would be there. The airshows push their programs to the audience, and the rodeo does the same. Autographs have the same priority. By now, I’ve made my point. I look forward to the time I get invited into the pit with the other rodeo announcers. I was asked once to join them, but I didn’t take them seriously . . . I should have, that could have been my big moment. Let me end this wonderful comparison of two worlds with this final observation; the rodeo season parallels the airshow season.
On Final Many of you know how much I love November: Food, my birthday, and party, party, and more parties. Maybe it’s the pumpkin pies, but I love December too, and for all the same reasons plus left overs. It’s wall-to-wall family time, and while my life is a little different this year, I’ll survive, press on, and borrow some family. I do wish those I love a happy holiday season and send them my love forever.
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About the writer: Larry Shapiro is an Aircraft Broker, Aviation Humorist, and grandfather of three – still the semi best Event Announcer coming to an Airshow near you soon, he hopes. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 916/804-1618 or Larry@LarryShapiro.com
AOPA AV8RS Program Continued from Page 26 aviation club, he “hopes to provoke positive social interaction and impact the demographic of the average age of aviators.” • Nicholas J. Remele of Arizona – Nicholas is a sophomore at Arizona State University where he is pursuing a degree in Aerospace Engineering. He received $6,000 to apply toward his college tuition. He is an Eagle Scout and active in the Civil Air Patrol. He hopes to work at Lockheed Martin designing the next generation of military aircraft.
Name You’ve The The Company You’ve Relied on for on overfor 25 22 Years Relied Years Now has a New Name
AV8RS is AOPA’s program to introduce teens aged 13 to 18 to the world of aviation and flight. Membership in AV8RS is free and includes a digital subscription to Flight Training magazine; access to member-only content on www.aopa.org and flightraining.aopa.org; opportunities to connect with other AOPA AV8RS across the country through dedicated online social communities, including Facebook, Twitter, Tumblr, and YouTube; a special e-newsletter with stories about young pilots; scholarship opportunities, and more.
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Fly In & Drop It Off! Located Corona Airport, California Located atatCorona Airport, California 1965 Aviation Drive • Hangar A • Corona,CA 92880 with a new 7,000 Square Foot Facility Certified FAA #09VR726Y 1631 JenksRepair DriveStation • Corona, CA • 92880
(951) 736-6452 FAX (951) 736-6801 WWW.CORONAENGINES.COM WWW.CORONACYLINDER.COM email: coronaengine@aol.com email: ben@coronaengines.com
28
In Flight USA Celebrating 31 Years
1974 Piper Super Cub
1977 Beechcraft King Air 200
14,588 TTAF. Fully Paid on JSSI. Both Engines Last Overhauled 1997. N767WF, recently upgraded beautiful interior, completely redone and powder coated instrument panel, avionics upgrade with -42 engines fully paid on JSSI......................$1,100,000
TTAF 3602. 1108 SMOH. Beautifully restored 180hp Super Cub. Clean, well maintained, and always hangared. Complete logs. True backcountry beauty. Aircraft located in Ashland, OR. Call Steve Crafa at (206) 321-4886......................................... $114,900
1977 Piper Cherokee 160
1999 Socata TB-21
4060 TTAF. 920 SMOH. One of the cleanest and well cared for Cherokees that we have ever represented. This California aircraft has had exemplary care by a meticulous owner. Truly a turn key time builder, instrument trainer or run-around flyer. . ........$35,900
559 SNEW. Cruise in style, speed, and comfort. Fully IFR capable and ready for fast fun flights. Capable airframe is complimented by fabulous avionics and instrumentation. Always hangared, complete logs, and no known damage history...................$194,900
NEW OFFICE IN SAN CARLOS NOW OPEN!
Steve Feldman • Sales Manager (650) 394-7610 • steve@airplanesusa.com
San Carlos Airport • 795 Skyway Road • San Carlos, California 94070
www.airplanesusa.com
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GE AVIATION LAUNCHES NEW TURBOPROP ENGINE Textron Aviation Selects GE to Power its New Single Engine Turboprop Aircraft GE Aviation recently unveiled its allnew turboprop engine, which has been selected by Textron Aviation Inc., a Textron, Inc. company, to power its single engine turboprop (SETP). Textron Aviation and GE announced the aircraftengine pairing at the National Business Aviation Association’s annual tradeshow. The 1,300-shaft horsepower (SHP)rated turboprop engine is the first entry in GE’s new family of turboprop engines aimed at Business and General Aviation aircraft in the 850-1,600 SHP range. This new engine features an industry-best 16:1 overall pressure ratio (OPR), enabling the engine to achieve up to 20 percent lower fuel burn and 10 percent higher cruise power compared to competitor offerings in the same size class with 4,000-6,000hour MTBO and class-leading performance retention. “Our single engine turboprop will combine the best of both clean-sheet aircraft and new engine designs. Selecting GE as our engine partner reflects the best fit for the mission of the aircraft and our commitment to reliably deliver best-inclass performance capabilities to our customers,” said Christi Tannahill, senior vice president, Turboprops and Interior Design at Textron Aviation. “By leveraging the newest technologies, we expect our SETP to outperform the competition in critical areas ranging from cabin size and acquisition cost to performance capability and fuel savings.” New design and manufacturing technologies leveraged from GE’s latest military and commercial engines––such as 3D aero compressor designs derived from its newest commercial engines and additive manufacturing capabilities pioneered by the best-selling CFM LEAP turbofan––help GE’s advanced turboprop to extend time between maintenance overhauls up to 30 percent more than existing engines. “For the past five years, GE conducted design studies and actively researched the turboprop market to identify and integrate the best of our next-gen commercial and military technologies at the lowest cost and risk to our business aviation customers,” said Brad Mottier, Vice President and General Manager of GE Aviation’s Business & General Aviation and Integrated Systems division. “We’re honored to be selected by Textron Aviation for its newest turboprop pro-
gram and look forward to growing aircraft applications in the coming years with our new turboprop engine.” Textron Aviation’s GE-powered SETP is expected to have a range of more than 1,500 nautical miles and speeds higher than 280 knots. Key features of GE’s new turboprop engine include: • Ruggedized, modular architecture based on the T700/CT7 turbo shaft for better performance at lower operating costs. • All-titanium, 3D aero compressor designed for lightweight and efficient power generation. • Cooled turbine blades enabling higher thrust and fuel efficiency… leveraging the T700/CT7’s 100 million flight hours and more than five million flight hours in hot/harsh environments. • Additive manufactured structural components for reduced weight, improved performance, and durability. • Integrated electronic propulsion control for optimized single-lever engine and propeller control. GE expects to conduct the detailed design review (DDR) for the new turboprop in 2017 followed by the first full engine test in 2018. Development, testing, and production of new turboprop engine will occur at GE Aviation’s new turboprop Center of Excellence in Europe, announced this past September. The new facility will represent an investment exceeding $400 million and ultimately support 500 – 1,000 new jobs. GE Aviation is combining the valuable expertise in its turboprop facility in the Czech Republic, along with groundbreaking technologies in its military and commercial jet engines, to pursue additional turboprop engines. GE research continues on a new 5,000-SHP turboprop engine for the regional market that will leverage GE’s new GE38 turboshaft military helicopter engine (for the U.S. Marines’ CH53-K heavy lift helicopter), as well as technologies across GE’s broad military and commercial jet engine portfolio. GE Aviation has the largest development engine portfolio in the jet propulsion industry and invests more than two billion dollars annually in research and development. For more information, visit www.ge.com.
December 2015
www.inflightusa.com
29
Flying With Faber PLANO, TEXAS-DALLAS'S BEST LOOKING SIBLING
B
ig cities in America are sprawling. Many have devoured acres of bucolic farmland, forests and plains. Some have obliterated general aviation airports – that’s the last straw. For example, the San Fernando Valley in Los Angeles County was once a series of ranches and the subject of a country western song. Today this Los Angeles tentacle is acres of concrete. Dallas has grown from a midsize city to an expansive metropolis – mission accomplished in a relatively aesthetically restrained manner. The new satellite cities such as Plano and Los Colinas have erected architecturally attractive buildings and carefully spaced them between gorgeous carpets of lakes, trees and lawns. New walking areas, such as Legacy TownCenter, are the modern versions of yesterday’s downtowns. These venues are dotted with interesting shops, fabulous restaurants and real live pedestrians strolling along the tree-lined streets.
A Very Short History Plano, 20 miles from central Dallas, was not always a home to 270,000 happy residents dashing to work at Fortune 500 companies such as Frito-Lay, Toyota, JC Penny and Capital One. Back in the 1840s, the first settlers saw only a prairie. Family farming flourished until 1872 when the Houston and Central Railway linked new markets in Dallas and Houston. Soon gigantic cattle ranches and cotton fields replaced the small farms. A fire destroyed many of the business in 1881, but reconstruction began and new growth developed. In the 1970s, national corporations began to see the advantages of this growing community. Factories were built, but not at the expense of judicious urban planning. Today, the city is home to nationally recognized schools, 4,000 acres of parks, an historic downtown and impressive public safety.
Airports Unless you are flying some very heavy iron, my suggestion is to touch down at Dallas Love Field (KDAL). At an elevation of 487 feet, the field has two parallel runways; 13L-31R is 7700 feet long and 13R-31L is 8800 feet in length. Operated 24-7, the field and has every type of lighting and approach you will ever
need. Landmark Aviation, 214/351-1872, my FBO of choice, offers rental cars. Another convenient airport, Dallas Executive (KRBD), previously known as Redbird Airport, is six miles southwest of Dallas. Runway 13-31 is 6541 feet long and runway 17-35 is 3800 feet long. Jet Center Dallas (214/339-3992) is open 24 hours and also offers rental cars.
Plaza, one of the newer additions to this development, includes the Trails in Legacy Sculptures, which were created by Texas native Robert Summers. It depicts a cattle drive along the Shawnee Trail, a principal route on which Texas longhorn cattle were driven before and just after the Civil War.
Stuart J. Faber and Aunt Bea
Hotels Things to Do If you’re in Plano in September, the Plano Balloon Festival is not to be missed. Majestic hot-air balloons fill the skies over Plano at sunrise and sunset during this three-day event. The festival also features sky divers, fireworks, concerts, food and more. The 2016 festival – the 37th annual – will be held Sept. 2325. Visit www.planoballoonfest.org. The Interurban Railway Museum in downtown Plano is very interesting. Once a vital part of the Texas Electric Railway that stretched from Denison to Waco, the Interurban is one of the original electric cars that ran on the tracks through Plano. Visit www.planoconservancy.com. Known as the “world’s most famous ranch,” Southfork Ranch is best known from the television series Dallas, offering visitors the opportunity to relive memorable moments from the fictional Ewing clan. The Dallas Legends: Fact to Fantasy exhibit features the gun that shot J.R., Lucy’s wedding dress, video clips from the series and other memorabilia. Visit www.southfork.com Much more authentic, Heritage Farmstead is a four-acre museum which preserves the agrarian way of life that existed in the early 1900s. The beautiful Victorian home and 12 outbuildings were the hub of a 360-acre farm operated by a colorful local resident, Ammie Wilson. Visit www.heritagefarmstead.org. Legacy TownCenter, my favorite venue, is a 150-acre mélange of urban style homes, businesses, retail establishments, hotels, restaurants and open spaces. The Shops at Legacy comprise a wide variety of upscale shopping from clothing and jewelry to home furnishings and specialty items. The center is also home to the Angelika Film Center & Café, a stylish five-screen boutique cinema devoted to independent specialty films. The Marriott Dallas/Plano at Legacy Town Center anchors as the the center’s premier hotel property. Baccus
Dallas Plano Marriot Town Center (Courtesy Marriott) Dallas Plano Marriott at Legacy Town Center, 7121 Bishop Road, Plano, TX, 972/473-6444, www.marriott.com. What I loved about this hotel was its residential ambiance. Surrounded by scenic parks and ponds, the hotel is steps away from upscale shopping, fine dining, and entertainment. Features include a beautiful outdoor heated pool and fitness center. At the foot of the shopping are, the hotel felt like a small town home to which I could retreat. The rooms are large and tastefully furnished. Plush feather beds and fluffy down comforters were a welcome sight after a long day of running around and sampling food. The accommodations include a sitting area, spacious desk with an executive chair and plenty of outlets for your computers and toys. Of course, they offer high-speed internet, a coffee maker and a 42-inch HD flat screen. A total of 31 meetings of every size and description fill up 35, 000 square feet. They can accommodate everything from a small pilot’s get-together to a secret board meeting or a fancy wedding. Hilton Plano Granite Park, 5805 Granite Pkwy, Plano, TX, 469/353-500, www.hilton.com. This sparkling new hotel is state-ofthe-art. The lobby is gigantic, but with many intimate little alcoves for pre-dinner meet-ups or just hanging out. They have a large lobby area with a complimentary 24-hour biz center filled with a bunch of computers or outlets to hook up
Brand New Hilton
(Courtesy Hilton)
your own for work or play. A fitness center, 3-meal restaurant and a marketplace the size of a small mini-mart add to a complete hotel experience. Each 450 square-foot guest room offers either one king-sized or two queensized Hilton Serenity beds with a pillowtop mattress to provide plenty of support and comfort, a 47-inch flat-screen television, easy-to-set alarm clock with MP3 connectivity, personalized in-room listening available for iPods, CD players and other portable devices, two robes, inroom safe, coffeemaker, mini-fridge, ergonomic work space, and a desk chairplus shower stalls huge enough for a group of very close acquaintances.
Quirky, beautiful NYLO Hotel. (Courtesy NYLO Hotel) NYLO Plano at Legacy, 8201 Preston Rd, Plano, TX, 972/624-6990, www.nylohotels.com/plano. The NYLO Hotel is not your cookiecutter place to stay. This groundbreaking new concept that redefines urban-style lodging, features guest lofts, two lifestyle Continued on Page 30
30
In Flight USA Celebrating 31 Years
December 2015
Flying With Faber Continued from Page 29 suites with a terrace and 45 allergy-free friendly rooms. The brick building is residential in appearance Luxury guest rooms and suites feature vibrant design details, exposed brick walls and polished concrete floors, contemporary custom furnishings, high ceilings, oversized windows, original art-
work from local artists, complimentary wired and wireless internet, and NYLO’s signature NYLO NYTE bed. Designed to appeal to both business and leisure travelers, NYLO combines the dynamic qualities of urban loft-style living with best-in-industry services and amenities in a boutique setting. It’s quirky, cool and fantastic!
Fabulous Restaurants In past decades, superb cuisine was essentially limited to great cities – New York, Paris, Rome or San Francisco to name a few. Today, many young chefs have elected to settle their families and careers in new semi-urban centers-even small towns. Plano is an example. Within
its confines are some of the most vibrant, innovative restaurants I have experienced this year. Here are a few examples.
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Mexican Sugar, 7501 Lone Star Drive, Plano, TX, 972/943-0984, www.mexicansugarcocina.com. They call themselves “sultry Mexican comfort.” I call them a bustling sexy cocina with congenial, knowledgeable, down-to-earth waiters and sumptuous modernized Mexican cuisine served in an atmosphere of intoxicating Latin rhythms. They serve lunch, Sunday brunch and dinner. I must confess that I entered the establishment with a closed mind. I heard that they added “modern and fusion” touches to Mexican cuisine and I don’t countenance messing with my traditional enchiladas. After my first bite, I abandoned my principles and was completely enamored. Local ingredients, a wood fired grill, fresh fish and just-picked veggies set the stage for what was to be a memorable meal. I started off with a grilled romaine salad with a skirt steak. Little did I realize that this was a meal in itself. Served with mesquite grilled steak, queso fresco, chile bacon, green onions and slightly dressed with a Latin green goddess, it imparted flavors that were undoubtedly Latin but with exquisite contemporary flavors and textures the likes of which I had never experienced. I pressed on with lump crab enchiladas filled with huge chunks of crab, roasted corn, black beans and cilantro-lime rice. These folks can mess with my traditional enchiladas any time they desire. Taco choices include varieties with roast chicken, spicy habanero chicken, Continued on Page 31
December 2015
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31
AN INTERVIEW WITH WAYNE HANDLEY By Michael J. Scully
T
o say Wayne Handley has a high adventure quotient is an understatement. In and out of the cockpit, this pilot has consistently chosen the boldest routes throughout his career. Even now, in his post-airshow career, he spends much of his time in unusual attitudes. Wayne grew up in the Salinas Valley in the 1940s and idolized the famous WWII fighter pilots of that time. The young Wayne, ever looking skyward at the local ag planes, was frequently reminded by his father to keep his eyes down and focused on his chores. Aviation would have to wait awhile since his father dictated, “No motorcycles or airplanes while you’re under my roof.” At last, while attending Hartnell College, Wayne started his flight training. An Aeronca Champ rental set him back two dollars and fifty cents an hour. The additional five dollars for an instructor motivated him to solo quickly. After this humble beginning, Wayne set his sights on flying Navy jets, and so it would be. In 1959, Wayne was off to Pensacola, Fla., where he earned his commission and wings. The Navy fed Wayne’s appetite for
jets. His early logbooks are filled with FJ3 Fury, F-11F Tiger, and F-8 Cougar (including more than a dozen carrier traps in the Cougar). On one mission, his F-4D Skyray came apart in flight and surrendered to gravity. LTJG Handley was left floating in the Pacific. More accurately, he swam for his life since his “Mae West” flotation vest malfunctioned. Fortuitously landing among three nearby Navy ships, he was pulled from the sea before hypothermia and exhaustion won. In 1963, Wayne was considering reupping for three more years in the Navy. However, he was now also a husband and father. Making a living closer to home seemed to be the smart move. He interviewed with United Airlines, but the forthright interviewer predicted six to eight years as a flight engineer just to get into the co-pilot’s seat. This did not sit well with a guy who was coming from an exciting environment where he was in command. Instead, Wayne concluded his Navy commitment, settled in the Salinas Valley, and entered the agricultural spraying business. The flying was stimulating, and he was home every night for his growing family. During these years,
some of Wayne’s peers, who were airshow pilots, encouraged him to join their ranks. Through some clever bartering, Wayne was able to turn some spare helicopter parts into a Pitts Special. He promised his wife he would keep the new plane for just six months. Wayne entered his first International Aerobatic Club competition where he placed 19th out of 21 competitors. It was a rough start, but he was hooked and determined. He did keep his promise to his wife to keep that plane for only six months. However, he replaced it with a better Pitts. Through the ensuing years, Wayne Handley became a prolific aerobatic competitor and airshow performer. He set a world record––twice––for inverted flat spins and received countless industry awards. In his journey, he negotiated directly with Larry Ellison to establish Team Oracle. In the public’s eye, he may be most remembered for his performances in his favorite plane, the Oracle Turbo Raven. The Raven, Wayne’s brainchild, was so powerful it could climb straight up, stop in the vertical line, and then accelerate straight up again. In 2000, Wayne received the Crystal
Eagle Award from the Aero Club of Northern California. Its inscription may best salute Wayne’s career. It reads, “In acknowledgment of sustained leadership in the field of agricultural aviation and concurrent record setting activities as a professional acrobatic pilot who added new dimensions to the domain of precision airshow flight.” He has been a naval aviator, ag pilot, aerobatic competitor, and an airshow performer. Wayne Handley has charted his own course, and it has been a far cry from accepting that flight engineer’s job in 1964. Wayne Handley and his wife, Karen, now reside in the community of Pine Mountain Lake in the Sierra Foothills, where he teaches pilots how to hone their skills in his Extra 300.
Flying With Faber Continued from Page 30 veggie ceviche or wood grilled carne asada, aka skirt steak. Entrees of bone-in pork chop, mesquite grilled salmon, a pan roasted whole snapper or steak enchiladas defy Mexican tradition. I walked into this joint with suspicion. I emerged a believer and a convert. Absolutely the best Mexican cuisine I have ever had! Urban Crust, 1006 E. 15th Street, Plano, TX, 972/509-1400, www.urban crust.com. This place could not be more Italian. The owners partnered with a World Master Chef and native of Sardinia, Italy. The result is a large, hand-crafted wood burning oven which turns out some of the finest pizza, steaks and seafood in the Dallas area. We launched with an antipasto Toscana with cold cuts, artisan cheeses and marinated veggies. Next came oven roasted mussels in a green tomato sauce – outstanding. I never pass up a pizza and I opted for the standard Margherita with fresh buffalo mozzarella flown in from Italy and fresh local tomatoes. The crust was thin and crisp. Other choices come with basil pesto and grilled eggplant or fire roasted chicken and caramelized onions; or fig preserves with prosciutto de Parma. I also rarely pass up a rib eye steak,
especially if it is prepared in a wood fired oven. This one-pound Angus critter was roasted to perfection and topped with garlic gorgonzola balsamic butter and delivered with red skinned mashed potatoes. Don’t miss the fire roasted chicken stuffed with spinach, goat cheese, sun dried tomatoes and topped with a rich lemon butter sauce.
Hickoy Restaurant’s Plano Burger. (Courtesy Hickory Restaurant) Hickory, 8100 Dallas Parkway, Plano, TX, 972/712-7077. www.hickory plano.com. One can’t leave Texas without BBQ ribs. The St. Louis cut spare ribs with an ancho chili sauce were remarkable. Carved meat selections include a smoked pepper crusted USDA prime brisket or thinly shaved pork shoulder with a mustard-brown sugar glaze.
Texas-size burgers are served as a main course at Hickory. I heartily recommend the Hickory classic on a griddled brioche bun or the Texas Roadhouse with smoked cheddar cheese and caramelized onions. For a respite from beef, try the lamb sirloin burger on pita bread or the buffalo burger with cast iron-seared onions and a blackstrap molasses BBQ. Still hungry? The skillet fruit cobbler or the Texas size chocolate cupcake should fill you up. Seasons 52, 7300 Lone Star Drive, Plano, TX, 972/312-8852, www.seasons 52, com. At the foot of the Legacy shopping area, this restaurant endowed with outstanding food and energy. Appetizers include a scampi skillet of plump shrimp, roasted tomatoes and garlic butter, Asianglazed grilled chicken skewers with a kale salad or duck wing lollipops with a delightful Korean red chili glaze. One of the best entrees was a Maine lobster served over fresh pasta with fresh veggies and a sherry-lobster sauce. The cedar-plank roasted salmon, served with roasted veggies and crushed potatoes along with a dill-mustard sauce, is earthy and very tasty. I also tried a plate of grilled sea scallops the size of golf balls. About a dozen of them were lined up on
Tomato flatbread at Seasons 52. (Courtesy Seasons 52) a plate served with a butternut squash risotto and freshly harvested broccolini. Meat lovers will go crazy, (as did I), over the wood-grilled pork tenderloin with sweet potato mash and French green beans or the oak-grilled rack of lamb with Yukon mashed potatoes. I also purloined a sample of roasted chicken with a maple glaze. Save room for a decadent mini pecan pie or a ganache brownie. From now on, when business or pleasure takes me to Dallas, I will strongly consider Plano. It has everything you want in a big city all compacted into a easy-to-get-around intimate area. Plus, it’s without the big-city disadvantages. For more information on the City of Plano, check out the Visit Plano website at www.visitplano.com.
32
In Flight USA Celebrating 31 Years
Anna Serbinenko
December 2015
THE LADIES FOR LIBERTY CELEBRATE AMERICAN PATRIOTISM
â&#x20AC;&#x153;I love both teaching and flying. . . I know of nothing more rewarding than sharing your greatest passion with others.â&#x20AC;?
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In todayâ&#x20AC;&#x2122;s world, patriotism seems to be something that America is hungry for as we fight to keep our freedom and protect our families. The Ladies for Liberty see and feel this almost everywhere they go these days. Through their performances, they strive to bring these feelings to the surface and encourage audiences around the country to celebrate and honor our Veterans and active duty service men and women who fight and have fought for our liberties. The Ladies for Liberty are thankful they live in a free society and hope that all Americans will join them in proclaiming their pride for the United Statesâ&#x20AC;Ś the greatest nation on earth! During the Opening Reception at the 2015 International Council of Air Shows Convention, held in Las Vegas, the Ladies for Liberty expanded their message of courage and remembrance with an opening performance of the French national anthem, â&#x20AC;&#x153;La Marseillaiseâ&#x20AC;? that brought attendees to their feet. The Ladies for Liberty was formed in 2009 from a desire to revive the great music of the 1940s and WWII Era Andrews Sisters Style. Wanda Martin of Louisville, KY is the current owner and manager of the group. The LfL has 12 members at the present time, which allows (four) trios to perform at key times of the year. Each troupeâ&#x20AC;&#x2122;s program is dedicated to raising the level of patriotism in America and flavoring their performance with the Andrews Sisterâ&#x20AC;&#x2122;s style of music. Through their own rendition of
vocals, costumes, hairstyles, and the spirit of patriotism reminiscent of the 1940s, that period is remembered and celebrated as â&#x20AC;&#x153;When America was at its finest.â&#x20AC;? This is a real â&#x20AC;&#x153;eye openerâ&#x20AC;? for many younger fans who have little first-hand knowledge of Americas â&#x20AC;&#x153;greatest generationâ&#x20AC;? as history is re-written for political correctness. A more modern patriotic salute is also part of their performance programs to broaden their audience to military functions, patriotic events, and corporate interests. Past performances include: National/ Int/l Air Shows, WWII Reunions, Symphony Orchestras, Dinner Theaters, Themed Variety Shows, Tradeshows, Hangar Parties, Museums (Vintage Aircraft to modern), Military Functions and Ceremonies, Parades, TV Appearances, Radio Broadcasts, and any other events having a patriotic flavor. The Ladies for Liberty are very popular for singing a precisely timed U. S. A. National Anthem acapella to open air shows across the country. The members enjoy their participation in promoting the especially wonderful music of the 1940s that honor our WWII Veterans. Their â&#x20AC;&#x153;Patriotic Salutesâ&#x20AC;? program provides a great avenue to honor all veterans and active duty service men and women in the United States Military. For more information about the Ladies for Liberty, visit www.ladiesforliberty.com
December 2015
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33
GREEN NEWS
NASA AND DLR TESTS SHOW ALTERNATIVE FUELS CAN CUT DANGEROUS SOOT EMISSIONS FROM JET ENGINES IN HALF Ongoing research by NASA and the German Aerospace Center (DLR) indicates that burning blended alternative fuels in jet engines results in a 50 percent reduction in soot emissions as opposed to traditional jet fuel alone. Soot has both an adverse impact on human health and, as it absorbs heat, has a climatic warming effect when emitted at high altitudes. In their latest collaboration, NASA has supplied several instruments for DLR’s Emissions and Climate Impacts of Alternative Aviation Fuels (ECLIF) experiments. These involve measuring the exhaust from a parked DLR Airbus A320, as it burns eight different types of standard and alternative fuels that contain varying amounts of aromatic compounds
and sulphur impurities. NASA says the ECLIF data will help confirm and supplement its own alternative aviation fuel research that it has been carrying out since 2009. In the ECLIF work, the NASA instruments are placed around 100 feet (30 meters) behind the A320 jet engine exhaust, and the emissions from a total of around nine hours of ground-based operation will now be sampled, data recorded, and analyzed. NASA has conducted two programs, the Alternative Aviation Fuel Experiment (AAFEX) in 2009 and 2011, and the Alternative Fuel Effects on Contrails and Cruise Emissions (ACCESS) in 2013 and 2014. AAFEX was similar to DLR’s
ECLIF activities in that instruments were used to measure exhaust coming from a combination of fuels being burned by a jet engine attached to NASA’s DC-8 test aircraft. The first ACCESS program involved instrumented research aircraft trailing behind the DC-8 in flight, which not only measured the exhaust chemical content from various mixtures of alternative fuels but also studied the emissions’ effects on the formation of contrails. During ACCESS II in 2014, other aircraft, including DLR’s Falcon jet and a CT-133 from the National Research Council of Canada, participated in the airborne data gathering. The same Falcon was used for DLR’s ECLIF project in
three weeks of airborne testing that was completed Oct. 9. “The ground test data is being used to help interpret the flight data,” said Bruce Anderson of NASA’s Langley Research Center in Virginia, which is joined by NASA’s other research facilities in Cleveland and Edwards, Calif. in the alternative fuel studies. “On the ground, we are able to use a more extensive sensor suite to characterize exhaust composition over a much broader range of thrust settings and for greater lengths of time, which yields much better statistics for delineating differences in emissions between the fuels,” said Anerson.
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In Flight USA Celebrating 31 Years
December 2015
PLANES BY DAY, CARS BY NIGHT; AIRMAN'S PASSION BRINGS BALANCE By Airman 1st Class Christian Clausen 432nd Wing/432nd Air Expeditionary Wing Public Affairs (This feature is part of the “Through Airmen’s Eyes” series. These stories focus on individual Airmen, highlighting their Air Force story.) By day, Tech. Sgt. Gabriel, a 432nd Wing/432nd Air Expeditionary Wing sensor operator and junior executive officer, helps support global operations by flying eight-hour MQ-9 Reaper sorties from the comfort of a cushy, thick seat inside a ground control station. But by night, he finds himself strapped into a thin, lightweight-racing seat inside a raw, stripped-out track monster. Gabriel, a soft-spoken Texas native, enlisted into the Air Force in 2004 as a C130 Hercules crew chief until 2011 when he made the decision to cross-train and become a Reaper sensor operator. He would also find his voice through his love of cars, racing, and the raucous roar of his heavily modified Mitsubishi Lancer Evolution VI. “I was still a first-term Airman, and the sensor operator career field was in high demand and was very different than what I was doing,” he said. “Just the idea of seeing a different aspect of the Air Force and giving myself a broader spectrum of what it does made me decide to open my eyes to another field.” As a sensor operator, he controls the remotely piloted aircraft’s multi-targeting system ball and camera to conduct intelligence, surveillance, and reconnaissance, as well as weapons guidance in support of U.S. and joint operations around the world.
“I love my job, even though it can be highly stressful,” he said. “We’re flying three to four times as many hours compared to manned aircraft and we’re also flying combat lines on rotating shifts continuously for years sometimes.” The RPA enterprise is at war everyday, fighting long hours on changing schedules, sometimes causing missed time with the family. The Airmen are charged with bringing a combat mindset to work and then leaving that mindset at the base gates when they return home. “Despite the many stressors, I’ve enjoyed the sensor operator career field so far. I go to work and see things many others don’t ever get to and knowing I have that experience is something special to me,” he said. “What I appreciate most about my job is being able to support the military members on the ground and make sure they can go home to their families.” To help cope with the stress, Gabriel has his passion waiting for him when he pulls in his driveway. No matter what he may have seen that day, he said it all fades away when he opens the hood of his Evo and cracks open the toolbox to tackle the next upgrade or repair. “I feel like the racing and working on the car centers me,” he said. “I’ve done most of the work myself except for the motor and assembling it, every other part was me, suspension, brakes, safety, and interior. The whole car and track scene is a great release for me.” His Evo represents a culmination of five years spent pouring himself into his car and preparing for his love of racing. Each night his garage is home to the sound of the clicking socket tools, metal clinking together as he trades one tool for another, and the occasional dropped bolt hitting the concrete.
“When I got the car, it was mostly stock, it just had a few minor upgrades such as the brake lines. Since then, there’s not a part of it that I haven’t touched other than the body,” he said. “I started off with brakes, pads, two-piece rotors, full coilover suspension setup, fully built motor with a bigger turbo, which puts down about 430 horsepower to the wheels, and the last thing I did was get the car fully caged and upgraded all the safety equipment to be fully ready to go as a track car.” Gabriel has set his Evo up for a style of racing called time attack, which involves multiple sessions of different classes of drivers racing against the clock to see who gets the best time. In preparation for his first competition, he attended a track day in California in September to test the new setup on his car. “Last month was my first event, and it was mostly a shakedown, getting used to the car since this is a completely new setup,” he said. “It was a great time, so hopefully I can adapt and get on the podium for the street class within the next year, even though I’m at a bit of a disadvantage compared to some of the drivers who have been competing and have known the tracks for years.” When the day for his first competition arrived over Halloween weekend, Gabriel was ready to attack the track. He pushed his car and himself to the limits, shaving seconds off of his times with every session. The only thing on his mind was going faster than the last time. Slowed only by traffic, Gabriel adapted not to, but with the car, appearing to be at home on the track. “There’s nothing else that can bother you when you’re on the track and have the throttle pinned,” Gabriel said. “For that time, you’re one with the car and
Tech. Sgt. Gabriel, a 432nd Wing/432nd Air Expeditionary Wing MQ-9 Reaper sensor operator, takes his helmet off after racing at the Spring Mountain Raceway Nov. 1, 2015, in Pahrump, Nev. Gabriel participated in the race as part of the Redline Time Attack series, which puts races in different class against the clock to see who can get the fastest time. Gabriel placed second in second highest class. (U.S. Air Force photo/Airman 1st Class Christian Clausen) moment and untouchable to any other worries. You’re free for that time; at least that’s what it does for me.” He competed in the high intermediate class claiming second place at the end of the weekend. Starting with a lap time in the 2:20s he whittled his time down to 2:08 around the 2.8-mile course, a time that rivaled those in the next and highest class. “Overall, I’m happy with my time and the event was a blast,” he said. “I could have made up some more time, but I’m getting more familiar with the car, and I look forward to the next event.” In the end, Gabriel exceeded his goal, claiming a podium spot in his firstever competition. Although he was satisfied with his performance, he said he is eager for his next taste of competition.
WORLD’S MOST PRESTIGIOUS AIR & SPACE HALL OF FAME INDUCTED DISTINGUISHED CLASS OF 2015 ON NOVEMBER 19 Boeing, General Atomics Aeronautical Systems Inc., PSA Founders, EAA and Other Aviation and Space Legends Rendezvousing at San Diego’s Air & Space Museum for Annual Celebration. Alan Mulally, former executive vice president of Boeing and CEO of Boeing Commercial Airplanes, and Tom Cassidy, RADM, USN (Ret.) and Frank Pace from San Diego-based General Atomics Aeronautical Systems, Inc. (GA-ASI) were among the honorees being enshrined during this year’s International Air & Space Hall of Fame
Induction Celebration. The San Diego Air & Space Museum celebrated the honorees on Thursday, Nov. 19, 2015, in the Museum’s Pavilion of Flight. Guests from around the world are assembling for a spectacular evening of fun and extraordinary recognition, as each attendee is offered an experiential peek into the lives of these air and space legends.
Since 1963, the International Air & Space Hall of Fame has honored more than 200 of the world’s most significant pilots, crewmembers, visionaries, inventors, aerospace engineers, business leaders, preservationists, designers and space pioneers. The Distinguished Class of 2015 includes: Alan Mulally, contributor on every Boeing commercial aircraft from
the 727 through the 787; Bill Chana, flight test engineer for Convair and developer of “the world’s smallest plane,” the Wee Bee; Tom Cassidy, RADM, USN (Ret.) and Frank Pace, leaders of San Diego-based General Atomics Aeronautical Systems, Inc. (GA-ASI), a defense industry leader in Continued on Page 37
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Homebuilder’s Workshop
LIFE
T
he avionics in the RV-9A are finally done, mostly, that is, and it’s now time to reflect on what’s there, what I wish it had, and all that. I bought the RV-9A as my “last” airplane right after I sold the Cessna 175 Bumblebee, a real sweetheart of an airplane but slow-ish and in need of a bunch of expensive avionics upgrades, like a WAAS GPS and ADS-B. It just didn’t make sense to put any more money into the old sweetheart. So why did I choose an RV-9A? It is great because it’s an RV and supposedly the best of the series for cross-country and the most suitable for instrument practice and occasional real IFR. And with age and the spinal fusion surgery having had their predictable effect, an aerial hot rod is no longer my passion. Garmin G3X Touch intrigued me, although I wasn’t sold on touch screens, having been underwhelmed by the Garmin Aera touch screen portable GPS in the RV-8, but when Garmin announced that round dials were available on the G3X, I got interested. I emailed a friend at Garmin all these magnificent opinions, and within a week, he emailed back about an RV-9A for sale that had a single-screen G3X touch and a GTN-650 for WAAS/IFR. With my wallet’s concurrence, the plane has been upgraded with a second G3X touch screen, a PS Engineering audio panel, a Dynon D2 standby “pocket panel,” a Garmin autopilot control panel (the newer one came out a month after I installed mine, doggone it), a pair of Light Speed headsets, and a GDL-39 portable atop the panel for dual band ADS-B in plus weather.
WITH THE
G3X TOUCH
But what about the G3X? Awesome capability. Awesome. In my two-seater, I can do all these things that 10 years ago were the province of the turboprops and above, if at all: • Primary Flight Displays (PFDs) on both sides, so you can fly IFR from either side with your own set of flight instruments; • Horizontal situation indicator, RMI, wind readout, both single and double cue flight directors, and, best of all, round dials (or tapes for the faddists) so you can read the information at a glance without having to read the digits that overlay the tapes; • WAAS/GPS and ILS, so you can have vertical guidance to all kinds of runways, all over the place; • Only one comm, but having a monitor capability means that you can listen to a second frequency when the primary frequency is idle. This is great for getting ASOS or ATIS, or for listening to tower while taxiing out and tuned to ground. But I would like another comm radio; • ADS-B traffic, which so far appears more of a novelty than all that useful; • ADS-B weather (it wasn’t working today, and not just when I was low because of clouds and needed it the most) but as discussed in a previous column, the ADS-B radar uplink is poorly designed and lots less useful than it should be; • A power plug on each side of the panel; • And a two-axis autopilot, even though I still haven’t been able to get that sucker adjusted right. There’s lots of tradition that’s not
there: • A directional gyro that has to be reset all the time; • ADF. Don’t miss it a bit, especially since I only flew them with an unslaved directional gyro; • Marker beacon. They’re being phased out; • An avionics master switch. In fact, the GTN650 GPS/ILS/comm doesn’t have an on/off switch. So what’s the transition been like? In a word, distracting. It’s too easy when you’re new to the system to spend all your time heads down, looking for reassurance that the systems are doing what you want. It’s also distracting in that you can fool with the avionics, setting things that really don’t need to be set, when you should be flying the airplane. “Aviate, navigate, communicate.” Ever heard that before? Given the awesome capabilities of the system, and the frequent manifestations of excellent design, there are a few not yet addressed areas that are as frustrating as a Ferrari stuck in first gear: • On the HSI, the fixed heading reference mark is black on a dark gray background, absolutely invisible in bright sunlight when you wear sunglasses. On the G1000, it is white, but on the G3X, it is useless; • When ATC gives you a turn to a heading, they expect you to turn at standard rate, three degrees per second, and in a conventional panel, the turn coordinator gives you an easy-to-read indication of turn rate so that you can estimate the correct bank angle. On a glass cockpit, the obvious best solution is to indicate on the attitude indicator the bank
angle for standard rate. Instead, the G3X has a colored Ed stripe that flicks in Wischmeyer and out around the HSI’s heading reference mark like a snake’s tongue. Frankly, it is useless; • Many mechanical instruments are heavily damped and are slow to display changed values. The G3X has carefully and faithfully recreated this annoying limitation; • The pilot’s manuals are industry standard quality, which is to say, mediocre. They tell the what, but not the so what, nor the principles behind the design; • The installation manual requires you to be fluent in Garmin-speak. It tells you how to do things but not what or why. When I mentioned these comments to a very well known avionics dealer, his comments were substantially more forceful than mine. Substantially. On the other hand, the installation manual tells how to interface to a wide range of devices and indicates the enormous amount of effort that has gone into the system. But of course, it’s easier to sell functionality than usability or manuals. Would I buy the G3X Touch again? Absolutely. Would I buy an RV-9 again? Maybe. As my body stiffens, it wants something easier to get in and out of, and roomier, and it does not like reaching for things on the floor of the baggage compartment. An RV-14 is less expensive than an RV-10, but an RV-10 is what my body wants. My wallet has reservations, though. But then my mind chimes in with other possibilities, like a Pipistrel Virus SW, or a Citation Hemisphere, or…
NASA SELECTS NEW TECHNOLOGIES FOR PARABOLIC FLIGHTS SUBORBITAL LAUNCHES NASA’s Flight Opportunities Program has selected eight space technology payloads for reduced gravity flights on board specialized aircraft and commercial suborbital reusable launch vehicles (sRLVs). These flights provide a valuable platform to mature cutting-edge technologies, validating feasibility and reducing technical risks and costs before infusion into future space missions. Five of the newly selected proposals requested parabolic flights, which involve a flight maneuver that uses a dramatic half-minute drop of the aircraft
through the sky to simulate weightlessness. Two proposed projects will fly on sRLVs for testing during longer periods of weightlessness. An additional payload will fly on both platforms. Selected for parabolic flights on aircraft are: • “Zero Gravity Mass Measurement Device Parabolic Flight Test” – John Wetzel, principal investigator, Orbital Technologies Corporation, Madison, Wisc. • “Evaluation of the Biosleeve Gesture Control Interface for Telerobotics in Microgravity” – Christopher Assad,
principal investigator, Jet Propulsion Laboratory, Pasadena, Calif. ·”Flight Demonstration of a GravityInsensitive, Microchannel Membrane Phase Separator” – Weibo Chen, principal investigator, Creare Inc., Hanover, N.H. ·”PRIME-4.0: Miniaturized and Reusable Asteroid Regolith Microgravity Experiment for Suborbital and Orbital Use” – Josh Colwell, principal investigator, University of Central Florida, Orlando, Fla. ·”Testing of a Novel IVA (IntraVehicular Activity) Space Suit” – Ted Southern, principal investigator, Final
AND
Frontier Design, LLC, Brooklyn, N.Y. • “Evolved Medical Microgravity Suction Device” – Charles Cuttino, principal investigator, Orbital Medicine, Inc., Midlothian, Va. Selected for flights on sRLVs are: • “Suborbital Evaluation of an Aqueous Immersion Surgical System for Reduced Gravity” -– George Pantalos, principal investigator, University of Louisville, Louisville, Kent. • “Suborbital Particle Aggregation and Collision Experiment-2 (SPACE-2)” Continued on Page 37
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UNIVERSAL AVIONICS UNVEILS UNILINK DESKTOP TRAINING SOFTWARE FOR FANS Universal Avionics unveiled the UniLink Desktop Training Software for Future Air Navigation System (FANS) environment familiarization at NBAA 2015 – Business Aviation Convention and Exhibition. The new software, allowing operators to walk through a series of scenarios simulating two-way messaging using FANS technology, was demonstrated in during NBAA2015. A drop-down menu in the software’s Tutorial Control Panel provides nine different training scenarios: • ATC Log On: The basics of logging on to Air Traffic Control (ATC). • Oceanic Clearance: Requesting
and receiving an oceanic clearance from CYQX. • North Atlantic Crossing: Normal North Atlantic crossing from KFFL to EGGW. • North Pacific Crossing: North Pacific crossing from KOAK to RJTT with reroutes. • Weather Deviation: Weather Deviation enroute from PHNL to KLAX. • SatCom Loss: Loss of SatCom function enroute from KVNY to PHTO. • ATC Voice Request: ATC voice communication request enroute from KLAS to PHTO. • Emergency Operations: Declaring an emergency enroute from PHOG to
KTUS. • Free Flight: Allows undirected exploration of UniLink FANS messaging. Allowing for operator preference, the UniLink Trainer simulates both the UniLink CMU, and a 4-inch or 5-inch Flight Management System (FMS) Control Display Unit (CDU) or Multifunctional CDU (MCDU). “This tool provides a great way for an operator to familiarize themselves with the operational aspects of FANS using Universal Avionics equipment, and without having to leave the comforts of their own home,” said Carey Miller, Universal Avionics Manager of Business Development. “The UniLink Trainer can
also be used for required ‘operational use training’ as described in the FAAAdvisory Circular (AC) 120-70C as a means to receive operational approval when part of an FAA-approved course,” he added. For more information, contact Universal Avionics at www.uase.com
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Air & Space Hall of Fame Inducted Continued from Page 34 UAVs; Bob Ferry, Lt. Col., USAF (Ret.), a profound contributor to helicopter flight testing, including the Apache AH-64; Fred Trapnell, Vice Adm., USN (Ret.); the first U.S. Navy pilot to fly jet aircraft and considered the most experience naval test aviator of his generation; the Experimental Aircraft Association (EAA) & The EAA Young Eagles, an international organization that has provided first flights for more than 1.9 million children; Kenneth Friedkin, founder of iconic San Diego Airline, Pacific Southwest; and Texas Congressman Sam Johnson, Col., USAF (Ret.), a decorated war hero and 29-year veteran of the U.S. Air Force. The honorees are selected for their qualitative achievements and historic contributions to aviation, space and aerospace innovation, or expanding the public’s aviation and space awareness to the world. Their contributions are prime examples of endurance and the adventurous exploring spirit in the pursuit of knowledge and scientific advancement. “We’re especially pleased to honor this exemplary Class of 2015 because these pioneers have not only made significant contributions in air and space exploration, they’ve also become strong, positive role models for today’s youth,” said Jim Kidrick, President & CEO of the San Diego Air & Space Museum. “Aviation and space exploration, as embodied by the honorees in the International Air & Space Hall of Fame, is a metaphor for the human pioneering spirit. Nov. 19 was THE evening of the year every guest will remember for the rest of his or her life.
We honor these legends on behalf of San Diegans and really everyone in the world. People come from all over the globe to be at this celebration.” The International Air & Space Hall of Fame is the most prestigious induction in the world and is composed of hundreds of air and space pioneers, engineers, inventors and innovators, along with adventurers, scientists, and industry leaders. NASA Mercury, Gemini, and Apollo astronauts and Russian cosmonauts are honored in the Hall of Fame, plus famous legends such as the Wright brothers, Charles Lindbergh and Chuck Yeager. Notable inductees include Igor Sikorsky, Wernher von Braun, Jack Northrop, William Boeing, Sr., Reuben H. Fleet, Glenn Curtiss, Walter Zable Sr., Fran Bera, Wally Schirra, Bill Anders, Jim Lovell, T. Claude Ryan, Jimmy Doolittle, Frederick Rohr, Waldo Waterman, Bob Hoover, Harrison Ford, Patty Wagstaff, the NBAA, and many others. See the following link: sandiegoairandspace.org /exhibits/online-exhibit-page/inter national-air-space-hall-of-fame. “Inspiring kids to undertake tough science and engineering challenges is only the first step,” Kidrick said. “We must also give them the resources they need to complete science education degrees.” Proceeds from the evening benefited the Museum’s youth education programs.
The Class of 2015: Alan Mulally: Alan R. Mulally joined Boeing in 1969 and progressed through a number of significant engineer-
ing and program-management assignments, including contributions on every Boeing commercial airplane from the 727 through the 787. Bill Chana: William F. Chana was involved with many key aeronautical projects during his lifetime, including during World War II when he worked as a flight test engineer on numerous Convair aircraft. He later gained fame as the developer and test pilot of “the world’s smallest plane,” the Wee Bee. Tom Cassidy, RADM, USN (Ret.) & Frank Pace: Under the leadership of Thomas J. Cassidy, Jr. RADM, USN (Ret.) and Frank S. Pace, San Diegobased General Atomics Aeronautical Systems, Inc. (GA-ASI) took bold steps in the field of Unmanned Aerial Vehicles and is now in the top tier of a short list of contractors building defense industry remotely piloted vehicles. Bob Ferry, Lt. Col., USAF (Ret.): Although Robert G. Ferry, Lt. Col., USAF (Ret.), began his career as a fighter pilot, he became an expert in helicopters, where he made profound contributions in 24 years of flight testing, including on the still widely used Apache AH64 helicopter. Fred Trapnell, Vice Adm., USN (Ret.): Frederick M. Trapnell, Vice Adm., USN (Ret.) was the first U.S. Navy pilot to fly a jet aircraft. He was considered the best, most experienced naval test aviator of his generation and co-founded the Navy’s first test pilot school. Experimental Aircraft Association (EAA) & The EAA Young Eagles: Founded in 1953, the EAA has grown
from a handful of home-built aviation enthusiasts to an international aviation organization. The Young Eagles program has provided first flights for more than 1.9 million children. Accepting of behalf of the EAA is Chairman of the Board Jack Pelton and on behalf of the Young Eagles is Honorary Chairman Sean D. Tucker. Kenneth Friedkin, PSA Founder: Kenneth (Kenny) Giles Friedkin was an American aviator and businessman. He obtained his pilot license at the age of 17. As a pilot and instructor, Friedkin opened a flight school in 1945, called the PlosserFriedkin School (later named the Friedkin School of Aeronautics). Kenneth and his wife, Jean, created Pacific Southwest Airlines in 1949. Their experience and background led to PSA’s success. Texas Congressman Sam Johnson, Col., USAF (Ret.): A decorated war hero and native Texan, Sam Johnson, Col., USAF, (Ret.) ranks among the few Members of Congress to fight in combat. During his 29-year career in the U.S. Air Force, Representative Johnson flew combat missions in both Korea and Vietnam. He endured nearly seven years as a Prisoner of War in Hanoi. More than 500 regional, national, and international business, air, and space leaders are anticipated to attend the 2015 International Air & Space Hall of Fame Gala, including prominent representatives from the Boeing, Ford, General Atomics, former employees from PSA, the Experimental Aircraft Association & The Young Eagles, as well as numerous living honorees.
Program. The Flight Opportunities Program seeks to advance space technology to meet future mission needs through flight activities that foster the growth of the U.S. commercial spaceflight industry and workforce. NASA will pay for the integration and flight costs for the selected payloads, and limited funds will be provided for other costs to facilitate the flight readiness of these payloads. The next REDDI Flight Opportunities call for proposals will be released in early 2016.
The Flight Opportunities Program, part of NASA’s Space Technology Mission Directorate, is managed at NASA’s Armstrong Flight Research Center at Edwards, Calif. NASA’s Ames Research Center at Moffett Field, Calif., manages the solicitation and selection of technologies to be tested and demonstrated on commercial flight vehicles. For more information on NASA’s Flight Opportunities Program, visit: www.nasa.gov/directorates/spacetech/fli ght_opportunities/index.html
NASA Selects New Technologies Continued from Page 35 – Julie Brisset, principal investigator, University of Central Florida, Orlando, Fla. • ”Evolved Medical Microgravity Suction Device” – Charles Cuttino, principal investigator, Orbital Medicine, Inc., Midlothian, Va. The selectees’ experiments are expected to take to the skies in 2016 and 2017 on flights with U.S. commercial providers arranged by the proposers. The selected proposals requested parabolic
flights from Integrated Spaceflight Services, Inc. and ZeroG Corporation. Suborbital reusable launch vehicle flights were requested from Blue Origin, EXOS Aerospace Systems & Technologies, and Virgin Galactic. This selection was made through the agency’s Space Technology Mission Directorate Research, Development, Demonstration, and Infusion (REDDI) announcement, adding to more than 160 payloads that NASA has chosen for test flights through the Flight Opportunities
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In Flight USA Celebrating 31 Years
December 2015
RARE WWII NOSE ART EXHIBIT Commemorative Air Force Collection Never Before on Loan to Another Museum Exhibit runs from November 11 – December 2016 More than 30 pieces of nose art from actual World War II combat aircraft are making their first-ever trip outside their home museum, with the EAA AirVenture Museum in Oshkosh chosen as the first public display location for this rare collection. The collection from the Commemorative Air Force (CAF) headquarters in Dallas, Tex., made its debut on Veterans Day after a month of preparation in the EAA museum’s Eagle Hangar, which honors the people and aircraft of World War II. The National Trust for Historical Preservation has designated the artifacts as an official project of Save America’s Treasures, which seeks to preserve historic structures, art, and published works throughout the nation. It will be on display at EAA throughout 2016. EAA also offered free admission to all visitors on Veterans Day, Nov. 11, for the official unveiling of this one-of-akind collection. After Nov. 11, exhibit is included in regular museum admission cost. The museum also offers special veteran and current military admission rates throughout the year.
“This collection is simply incredible; there’s no other way to put it,” said Bob Campbell, director of the EAA AirVenture Museum. “We’re honored to be the first museum chosen by the CAF to receive this priceless collection on loan. It tells a unique story of the common soldier and airman during World War II, how this artwork was created, what it meant to these young men mostly between 18 and 25 years old, and the individual tales of these aircraft that returned along with those that didn’t.” The nose art was common on the bombers and fighter aircraft of the era, and displayed the creativity of crews at
air bases around the world. As was the custom during World War II, some of the nose art depicts slogans or places, but many of them included drawings of young women in poses from chaste to extremely provocative. Some of the most risqué art has been moved to the Eagle Hangar’s “Top Secret” area, which also includes a surplus atomic bomb casing from the end of the war. Each piece of artwork in the collection, which arrived in six semi-trailers in late September, includes an interpretive panel that describes the aircraft from which the artwork came, its history, and any back-story details to further enrich
the visitor experience. “It’s difficult to put into total context today what pressure and danger the Allied crews faced during the war, but this nose art was deemed by commanders as an important part of the morale for these units,” said Keegan Chetwynd, CAF museum curator. “When we began the plan to move our museum from Midland, Tex., to the Dallas area, we didn’t want these artifacts simply stored away in a warehouse, because it’s important that their stories be told. EAA and its museum was the first place that we believed would display this art with the respect and context that it truly deserves.” EAA plans several events throughout the coming year that feature the nose art collection and tell more of the background behind each piece. For more information, visit www.eaa.org. Parental notice: This gallery contains historical images of aviation nose art that parents may find unsuitable for younger children.
GAMA PUBLISHES 2015 THIRD QUARTER AIRCRAFT SHIPMENT DATA The General Aviation Manufacturers Association (GAMA) recently published the third quarter shipment and billing data for the general aviation manufacturing industry. The industry shipped a total of 2,243 airplanes and rotorcraft in the first nine months of 2015 for a combined value of $18.5 billion. “Although the industry’s performance among sectors in the third quarter remained mixed, new and recently certified business jet models helped raise overall billings,” GAMA President and CEO Pete Bunce said. “In the turboprop market, our agricultural aircraft sector has been particularly hard hit by the U.S. Export-Import Bank’s inability to make new financing guarantees since July 1. Therefore, we are very encouraged by the strong bipartisan support in the U.S. House of Representatives this month that complements U.S. Senate support in late summer to renew the Ex-Im Bank. We
First Nine Months’ Shipments of Airplanes Manufactured Worldwide 2014 2015 CHANGE Piston 806 719 -10.8% Turboprops 413 374 -9.4% Business Jets 446 465 +4.3% Total Shipments 1,665 1,558 -6.5% Total Billings $15.5B $15.7B
First Nine Months’ Shipments of Rotorcraft Manufactured Worldwide 2014 2015 CHANGE Piston 203 205 +1.0% Turbine 525 480 -8.6% Total Shipments 728 685 -5.9% Total Billings $3.6B $2.8B -21.5%
are hopeful that the Surface Transportation bill to which Ex-Im re-
authorization is attached will be conferenced quickly and sent to the President's
desk for his signature. We also hope Congress will move quickly to extend critical tax policies, providing greater certainty to the market going forward.” Business jet deliveries were stronger in the first nine months of 2015 at 465 units compared to 446 units in 2014, a 4.3 percent increase. Piston rotorcraft matched last year's shipment rate at 205 aircraft year-to-date. However, piston airplane shipments declined from 806 units to 719 units, a 10.8 percent reduction, and turboprops declined from 413 units to 374 units, a 9.4 percent reduction. The industry shipped 480 turbine rotorcraft, down 8.6 percent compared to last year. Note: Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures. The summary table data does not include 2014 third quarter Dassault deliveries to allow for a year-to-year comparison.
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ENSIGN ENGINEERING AND JOHN CIARDULLO ASSOCIATES COMPLETE THE AERONAUTICAL AND ACADEMIC LIBRARY AND TEACHING AND LEARNING CENTER AT VAUGHN COLLEGE OF AERONAUTICS AND TECHNOLOGY FAA- and PANYNJ-Financed Noise Abatement Project Paved the Way to an Extensive Renovation and Expansion of College Established in 1932 Construction manager, Ensign Engineering, and architect, John Ciardullo Associates, have completed the new Aeronautical and Academic Library and Teaching and Learning Center at the Vaughn College of Aeronautics and Technology located at 86-01 23rd Avenue in Flushing, NY. “The new two-story, $2.6-million library and learning center was the final phase of the $40-million multi-phased expansion, renovation, and sound mitigation construction program at the college’s main campus,” said Ensign Engineering President Regina Gallagher Marengo, P.E. “The renovation equipped Vaughn College with expanded and upgraded educational facilities, including the new library, and the robust sound insulation necessary for a college located only 200 feet from one of LaGuardia Airport’s runways.” The 83-year-old private college is a cutting edge engineering and technology education hub for more than 1,700 students. It offers master’s, bachelor’s, and associate degree programs in engineering, technology, aviation, and management. The College was originally established in 1932 in Newark, N.J. and moved to its current location in 1941. The Queens, NY, site provided easy access to LaGuardia Airport, which is situated across the Grand Central Parkway. Continued expansion of the airport resulted in one of its new runways terminating just 200 feet from the school, which along with low-flying airplanes, increased the noise level to the point of interfering with educational activities. The initial work focused on providing aircraft noise abatement through augmentation of the college’s exterior envelope, including the roofs, walls, and windows. Due to the extent of the roof construction, the project also had to include replacement of the HVAC infrastructure, as well as related interior construction work beneath the roofs. This provided the college with the opportunity to perform extensive upgrades to the majority of its interiors. Creating the new “learning commons” that house the library and learning center was a key part of the interior redevelopment program. The library is located in a section that previously housed classrooms and offices. “The new 11,000-sq.-ft. library
The reading and quiet study room is located adjacent to the main reading room. (Tom Sibley/Wilk Marketing Communications) The $40 million expansion and renovation equipped the Vaughn College of Aeronautics and Technology with expanded and upgraded educational facilities, including the new library, and the robust sound insulation necessary for a college located only 200 feet from one of LaGuardia Airport’s runways. (Tom Sibley/Wilk Marketing Communications) replaced the outdated and insufficient library previously located in a different section of the main building,” explained Richard M. Piacentini, R.A., Senior Project Architect at John Ciardullo Associates. “During the predesign phase, the library leadership expressed the need for more space, additional stacks for the expanding collection, and a large meeting and study area to accommodate students between classes.” The new library houses the main reading room with stacks and a reference and check-out desk on the ground floor, accessible from the main hallway; an architectural stair with glass and steel handrails, which leads to the second floor; an additional reading and study room with stacks; a periodicals section; and a second floor area with three offices, four enclosed classrooms with 70 computer stations, and a flexible seating area with seven large tables that seat up to 42 patrons. The second floor features a large skylight above the central stair, allowing natural light to reach the main floor. “The new library is nearly three times larger than the old one, which was only 4,300 sq. ft.,” said John Ciardullo Associates Architect Alyson Dunn, R.A., LEED AP BD+C. “It now accommodates not only a traditional library function but also a collaborative student learning and team project work space, software-based flight simulators, interactive multi-media section for small group learning, and mobile lounge-type seating that allows for casual social interactions.”
“Many students commute to the school daily. Until the new library opened, the campus lacked sufficient study areas with power outlets and Internet connectivity necessary for nonresident students without access to the dormitory facilities,” Dunn added. The library is designed to hold a collection of 26,300 items. It houses 2,654 linear feet of shelving and filing space. The construction cost was $242.11 per square foot and the FFE cost was $653,000. The library’s internal entrance is located at the end of the main hallway of the campus’ main building. The design of the entrance, with an expansive glazed wall and glass door, creates a welcoming, open environment for students walking through to nearby classrooms. The angled, 30-ft.-long, 9’6” high glazing also visually opens up the long hallway. Large graphic signage installed on the glass identifies the function of the space from a distance. The skylight, fabricated by Linel, was custom designed and engineered for sound isolation. It is tilted away from the airport in order to reduce direct exposure to the sound sources. The skylight is constructed of two layers of one-inch thick laminated glass with an air space between the layers, a solid aluminum frame, and connectors separated from the building’s structure with rubber sound insulators. A semitranslucent “Arctic White” interlayer in the lower lite diffuses the direct sunlight and spreads an even light to the central stair and the surrounding seating areas. The library features the highest level of
The new library features a central stair overlooking the main reading room and the periodicals section. (Tom Sibley/Wilk Marketing Communications) finishes within the campus and numerous innovative fixtures, such as the iLight Technologies Plexineon White 1X 6500 LED lighting strips embedded in the ceiling. Eighty-six linear feet of Plexineon’s thin, continuous line of light defines the boundary between two spaces: the central reading area and an outer perimeter that houses tall Biblomodel double-faced steel book shelves with finished wood end panels. Specialized LED stack lighting, Staq by Fraqtir, bi-asymmetrically illuminates books on both sides of the aisle. Matching Biblomodel lower shelving defines casual reading areas equipped with seating by Coalesse and Steelcase, and separates concentrated study tables and chairs by Worden. Large cylindrical LED fixtures by Delray Lighting highlights the additional study and lecture space behind the central staircase. Library Interiors fabricated the custom circulation desk. The location of the Continued on Page 41
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In Flight USA Celebrating 31 Years
December 2015
BUSINESS & ROTOR NEWS
CORPORATE CONFIGURED AIRCRAFT ATTRACT TWO BELL HELICOPTER CUSTOMERS Purchase agreements signed with two customers for the Bell 407GX and Bell 429 in corporate configuratio Bell Helicopter, a Textron Inc. company, announced it secured commitments from two customers for a Bell 429 and Bell 407GX in corporate configuration while at the National Business Aviation Association (NBAA) Convention and Exhibition in Las Vegas, Nev. The Palmaz family will operate the Bell 429 for personal use throughout the state of California, and the Bell 407GX will be operated by Murphy Investments for corporate use. “The Bell 429 is quickly growing in popularity worldwide among our corporate and VIP customers,” said Patrick Moulay, vice president of Global Sales and Marketing. “Customers consistently comment on the aircraft performance and quiet ride, and we look forward to engaging our global corporate customers from around the world at the conference and showcasing not only the Bell 429, but our entire line of modern helicopters designed to serve this demanding market.” “The Bell 429 is unmatched in its category,” said Christian Gastón Palmaz.
“I was extremely pleased with the comfort and flexibility provided by the cabin. From people to cargo, the aircraft can really become what you need it to be in a matter of minutes.” There are more than 2,300 Bell aircraft in corporate configuration worldwide. The Bell 429 continues to draw attention with a number of recent successes (here and here) and the Bell 407
platform remains one of the most popular aircraft among Bell Helicopter’s corporate customers worldwide. “We are very excited for Murphy Investments to take delivery of the Bell 407GX and know the proven capabilities of this aircraft will continue to attract operators,” added Moulay. The Bell 429 is one of the most advanced light twin helicopters ever
SANDEL AVIONICS MAKES GENEROUS DONATION ANGEL NETWORK
developed, offering a fully integrated glass cockpit with advanced drive system and best-in-class WAAS navigation and IFR capability. Additional safety features include a collective mounted throttle, damage tolerant hub and rotor system, and energy attenuating seats. It is the first helicopter certified through the MSG-3 process, resulting in reduced maintenance costs for operation. The Bell 407GX delivers power and speed with a smooth, quiet ride and a spacious cabin that accommodates six passengers. The aircraft also features the fully integrated Garmin G1000H™ flight deck, providing critical flight information at a glance for greater situational awareness and increased safety. The Bell 407GX flight deck’s high resolution LCD screens host primary flight and multifunction display information, including Helicopter Terrain Awareness Warning System, Helicopter Synthetic Vision Technology™, Traffic Information Systems and more. The Bell 407GX also features a tail rotor camera, allowing the pilot a clear view of the tail during takeoffs and landings.
TO
CORPORATE
Comes on Heels of Major Announcement at NBAA The impressive array of donated auction items for the annual NBAA/CAN Soiree – An Evening With Angels – has received another boost, as Sandel Avionics has announced that they are donating their very first Sandel Avilon – a retrofit flight deck serving King Air 200 owners –which was included in the Live Auction at the NBAA/CAN Soiree at the National Business Aviation Association’s Annual Meeting & Convention (NBAA2015). The event took place on Wednesday, Nov. 18, at the Venetian Hotel in Las Vegas, Nev. and is considered “ the place
to be.” Adding to the long line of NBAA member companies that have been extremely generous with extraordinary and unique donations for the event this year, Sandel is excited to play a major part of this special occasion, as the company has just introduced the Avilon and announced their plans to the transform the King Air 200 Flight Deck at a NBAA15 press conference. “Sandel is proud to do our share to support Corporate Angel Network and its mission, which touches the lives of so many deserving families,” said Gerry
Block, President and CEO of Sandel Avionics. Sandel’s Avilon is intended to redefine how modern cockpit avionics are designed, built, sold, and installed. Avilon offers commercial, corporate fleet, and owner-operated King Airs a highly advanced solution at a guaranteed fly-away price of $175,000. Designed from the ground up to enhance safety, affordability, and installation efficiency, Avilon arrives assembled from the factory as an integrated panel replacement. “ The NBAA/CAN Soiree is a major source of fundraising and industry expo-
sure for Corporate Angel Network” said Peter H. Fleiss, Corporate Angel Network’s Executive Director Emeritus. “It seems like the entire business aviation community is supporting the Soiree this year, helping to bring cancer patients closer to their cure. Generous product donations like those from Sandel make this event even more exciting and rewarding.” For more information, visit www.corpangelnetwork.org.
Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
December 2015
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CESSNA PREPARES TO DELIVER THE 100TH CESSNA CITATION M2 ONLY TWO YEARS AFTER CERTIFICATION Cessna Aircraft Company, a subsidiary of Textron Aviation Inc., announced at NBAA’s Business Aviation Convention and Exhibition in Las Vegas that it recently rolled out its 100th Cessna Citation M2 business jet from its factory less than two years after gaining Federal Aviation Administration (FAA) certification and is preparing for its delivery next month. “Since entering the market in Dec. 2013, the Citation M2 has quickly become the best-selling business jet in its class,” said Kriya Shortt, senior vice president, Sales and Marketing. “No comparable light jet can offer the M2’s combination of speed, range and payload, making it a great fit for customers in a wide variety of missions around the world.” The milestone aircraft is scheduled to be delivered in December to Aviation Unmanned, a Dallas-based business providing unmanned aircraft systems (UAS) consultation, training, and commercial services.
minutes. The Citation M2 is designed for single-pilot operation and features two Williams FJ44 engines, Garmin G3000 avionics and seating for seven. The main passenger cabin of the Citation M2 is 58 inches wide and 11 feet long with a fiveinch dropped aisle providing a cabin height of 57 inches. Eight large windows, roomy adjustable seats, and intuitive controls highlight the cabin.
Leading the Light Jet Segment The Cessna Citation M2
(Cessna Aircraft Company)
“Our team is thrilled to take delivery of this special aircraft,” said Blake Stovall, CEO, Aviation Unmanned. “The M2 is a perfect platform to support our company’s dynamic operations. As a business with years of experience operating the world’s most technologically advanced systems, we appreciate what goes into these aircraft. Safety, reliability, and unrivaled technology are critical elements to our business––all determining
factors in our decision to select the Citation M2.”
About the Cessna Citation M2 The Citation M2 has a maximum cruise speed of 404 knots true airspeed (464 miles per hour) and a range of 1,540 nautical miles. The aircraft can operate at airports with runways as short as 3,250 feet and will climb to 41,000 feet in 24
Cessna created and continues to lead the light jet segment, with more than 4,900 light jets delivered, giving customers the widest product range on the market. From the popular entry-level Citation Mustang and M2 jets, to the efficiency and comfort of the CJ3+ and the top-performing CJ4, Cessna’s light business jets have evolved to offer a range of capabilities, systems, and options unmatched in its class.
Aeronautical and Academic Library Continued from Page 39 circulation desk provides unobstructed views to the stacks, study areas, and the glass entrance door, an important layout solution that allows the librarians to easily oversee the entire space and manage the multiple functions of the library. The subtle pattern and warm color of the carpet by Tandus visually unify the two floors of the library and the learning resource center. The design team installed a new elevator within the library space, which previously didn’t provide access to the second floor to people with disabilities. The elevator shaft wall is covered with blue handmade tiles by Heath Ceramics. The deep Opal Pacific color of the glaze is enhanced and highlighted by the EcoSpec Liner continuous lighting soffit above. “The exterior renovation of the brick building, where the new library is located, aimed at both sound mitigation and unifying the architecture of the campus built over the period of 65 years,” said Gallagher Marengo. “The redesign included removal of the pre-existing roof and construction of new heavy concrete roof with an air space to insulate against vibration. The construction crews replaced the roof above the library while work was continuing inside the space. In order to protect the interior from the elements while a large section of the roof was removed and replaced, Ensign developed a temporary water protection
system that incorporated water catchers and drains directing precipitation away from the building.” The lightweight gypsum material of the original roof was replaced with normal weight concrete and four-inch composite concrete slabs. In order to increase
the bearing capacity of the existing steel frame, the Ciardullo team added Nelson shear studs to the original steel. In addition, supplementary steel plating increased the strength of some columns and beams. The composite structural slab provides the support for an additional
four-inch normal weight acoustic concrete slab system constructed on a halfinch plywood and a two-inch rubber EAFM isolators placed on two-foot centers. This two-slab design allows the upper slab to absorb the airplane engine Continued on Page 42
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In Flight USA Celebrating 31 Years
December 2015
HME WATCHES OFFERS THE PERFECT AIRMAN’S TIMEPIECE: A PILOT REVIEW By Ed Downs
P
roduct reports are fun. This hands-on (or is that wrist-on?) review of HME’s latest custom offering, the “Aviators Timepiece-Chronograph” (ATC), gave this writer both a good look at a terrific new watch and brought back some great memories. I met my first true aviation “hero” at the age of only seven, famed Lockheed test pilot, Tony LeVier. What stuck with me were Tony’s “hero glasses” and an impressive chronograph timepiece. Tony became a friend and mentor, setting an example for test flying that I followed throughout my career. My father bought me my first true pilots chronograph, a Longine-Wittnauer, when I started flying at the age of 14. I proudly wore that watch for the next 15 years, until it was damaged beyond repair in a car crash and fire, unfortunately on my wrist at the time. I kept the old watch for the purpose of remembrance but did not replace it with another chronograph until a few years ago when my wife gifted me a Citizen Blue Angel timepiece. Part analog and part digital, I was thrilled, but some shortcomings became apparent. Important functions (modes)
must be selected with the winding stem before use, and the buttons are difficult to use with flying gloves on. The cloisonné finish quickly showed wear, meaning this expensive timepiece needed to be used gently. So, what is the answer to style, function, and ruggedness? Enter HME Watches, with 25 years’ experience in offering pilots high-end aviation timepieces. But HME has stepped up their efforts to deliver top-end products by designing and manufacturing their own line of watches, the digital ATP, and the new ATC chronograph. This writer recently tested HME’s new digital ATP watch, with many chronograph-like features plus barometric pressure and weather. It has become my mainstay due to its ruggedness and large buttons. But
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“real pilots” wear a true chronograph. The new ATC Chronograph by HME Watch is that “true chronograph,” and it carries some formidable claims of performance and an extraordinarily low introductory price, with 11 models ranging from $225 to $325, a 50 percent discount (retail $450 to $650) while initial supplies last. The initial impression is of a robust design with control buttons that logically operate needed functions without demanding the skills of a computer programmer. The crown actually has a lock-down feature, preventing inadvertent operation and insuring protection from contamination, including water to 100 meters, not something this reviewer plans to test. The date window is handy and easy to set. You can view two time
zones simultaneously, without the need to select anything. A 24-hour “sub-dial” can be set to GMT, and “third” hand (in a contrasting color) on the main face will show that second time zone in a local format. This is pretty handy for those of us who need to quickly convert between a 24-hour clock and a 12-hour clock. The E6B bezel is large and easy to move, with numbers that are considerably larger than on my Citizen. Two straps designs are offered, both stylish and easy to adjust to wrist size. My favorite feature is the stopwatch function that can be started with a single button push and reset to “0” with another single push. No mode selections needed. This is a real tool for IFR flying. With a variety of colors and band designs to choose from (the solid color models, all Blue, all Black, and all Rose-Gold ION Plated are stunning), one ends up with a terrific looking, highly functional chronograph that works very well in the real world of flying. For more information, contact HME at 323/464-6660 or go to www.HME watch.com
Aeronautical Library Continued from Paage 41 noise without transmitting the vibrations to the structure below. The new exterior perimeter wall system for the older section of the campus structure features metal paneling, which matches the look of the 1997 expansion. This paneling conceals a new acoustically isolated exterior wall behind it. New face brick was added outside the original masonry in selected areas to visually reflect the history of the building. The size and number of windows were reduced. The crews filled the openings were with masonry blocks and installed smaller windows to reduce noise penetration. The new interior wall system features an isolated acoustical gypsum wall assembly that consists of rubber isolation clips attached to the original brick wall. The gypsum sections have a mass that is twice that of a regular gypsum sheet wall. The exterior of the gypsum sheet walls feature two layers of 5/8-inch-thick exterior gypsum board sheeting installed on three and 5/8-inch isolated steel studs. Steel studs were attached to the structure with acoustical rubber clips. The exterior walls feature three
kinds of metal panels: quarter-inch composite aluminum panels around the windows; 3.5-inch-thick horizontal Centria MRI 36 metal panels; and two-inch-thick Centria Slab Metal Panel with an architectural accent around the west end of the building, which is visible from the nearby highway and the airport. The renovations were financed from two sources. Vaughn received grant funds totaling approximately $32 million from the Federal Aviation Administration (FAA) and The Port Authority of New York and New Jersey (PANYNJ) to soundproof the building. In addition to grant financing, Vaughn invested seven million dollars from its own funds. The design and construction team included Ensign Engineering, which served as construction manager; architect, structural engineer, and soundproofing designer John Ciardullo Associates; library furniture design consultant Library Interiors, Inc.; civil engineer Langan Engineering and Environmental Services; mechanical, electrical and plumbing (MEP) engineer DVL Consulting Engineers; and acoustical consultant Peter George Associates.
December 2015
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EFFICIENT USE
OF
SPACE POSSIBLE THROUGH CREATIVE USE
OF
DOORS
Residential Hangar Stores Two Planes, Cars, Boats, Snowmobiles, and More! Making the best use of space in a hangar is a challenge. Tom Green of Marcelona, Mich., found the best solution for his two-plane hangar at his Lakes of the North Airport home. “The whole hangar part of the house has no walls more than a foot,” Green said. “In between are seven doors. Starting out from one side of the house there’s a garage door. Then I have a threefoot pass door for people to walk in. That’s followed by a 42-foot Schweiss Doors hydraulic door, another garage door, and then a second Schweiss hydraulic door. Then there’s another pass door and a third garage door.” From the air, Green’s hangar home is star-shaped, featuring the two 42x12-foot hydraulic doors from Schweiss. His planes enter the hangar and are housed on elevated tracks, three feet above the ground to allow more usable floor space in the hangar. The hangar and hydraulic doors, both at a 45degree angle from the elevated taxiway, blend magnificently into the home. Green said he was able to find a general contractor who was up to the creative challenge, but he had to explain his idea 50 times to subcontractors who worked on the building. The area behind the hydraulic doors and the garage doors houses two airplanes, four snowmobiles, four cars, two 24-foot boats, as well as a 39x13-foot workroom. Green, who has experience in a variety of cockpits in 45 years of flying, currently flies a Cessna T337 Skymaster and a Lake 240 Renegade six-seat amphibious hulled aircraft. When he was 15, he bought a 65-horsepower Aeronca Champ with no electrical system… Green’s parents had no knowledge of the purchase until it was completed. “It’s one of those things, it’s in your blood somehow or another,” he said. “I played ball as a kid and then afterward I would look at the flying books. I’d lay in my backyard and look up at the Air Force planes going by and try to identify them, trying to guess when the sound barrier would break. After a while, I got to know just about every airplane there was.” Green went with hydraulic doors over bifold doors because he needed the clearance and didn’t want the hangar any taller than needed. “Some manufacturers’ doors moved in a way that wasn’t particularly attractive to what I wanted to do,” Green said. “There were others that were heavy and were hard to modify using sheeting on the outside in addition to the bump-outs (for the nose of the planes). I needed a very
With the two 42 x 12 foot Schweiss Doors hydraulic doors and the conventional garage door open you can see how Tom Green is able to hangar his Cessna T337 Skymaster, a Lake 250 Renegade and other cars and toys into his hangar home in Marcelona, Mich. strong door to do that. I went to Oshkosh, (Wisc. for the EAA AirVenture fly-in convention) and looked at every single door operator. Sometimes I would sit there for a half-hour and watch a door operate. Eventually, I came to the conclusion that the Schweiss door had the greatest structural integrity to make this work. I’d seen Schweiss doors and others at a number of places. Before I could continue with building the home, I had to be absolutely convinced it was the right door.” Green said the Schweiss Doors hydraulic doors operate smoothly and open to about 90 degrees, allowing his planes easy entrance, while being able to
allow the entry of larger planes. “What I did was take a 2,450-square foot hangar with 16-foot walls and hid it behind a 1,500-square-foot home with standard 8-foot walls,” Green said. “You might think it’s impossible, but I’ve totally hidden that hangar by using Schweiss hydraulic doors and modifying the front of the doors with little bump-outs. No one has any clue this is a hangar house.” With the added weight of cladding and bump-outs on each hydraulic door, Schweiss Doors supplied a beefed-up cylinder lift system that handles the heavy doors smoothly. And with some creative planning and building, the hangar may be
as space efficient as any other. “I started looking at a hangar and how much wasted space there is when you try to put something in that is T-shaped,” Green said. “Everything in front of the wings is wasted space no matter what kind of plane you have. Anything behind the wings, whatever you put there, you have to move the plane to get it out. So I started thinking, ‘What if my goal was to make everything move in the hangar independent of everything else, what would it look like?’ The thought of moving things and having them come in at different levels kind of worked. I started testing by building ramps, and I would inch my plane up on ramps at the commercial airport where I was hangaring my plane at the time. The further I got the plane in the air, the more I could see how it opened everything up.” “I realized that if I could move the plane forward, the space in front of the wing would be minimal. The whole nose of the plane sits outside the hangar, and I built around it. The reason I used hydraulic doors is because they swing straight out. With this alcove, the door closes around it.” Schweiss Doors is the premier manufacturer of hydraulic and bi-fold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. For more information, visit www.bifold.com.
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In Flight USA Celebrating 30 Years
December 2015
SCHWEISS DOORS ENGINEERS EASY-TO-GREASE WRAP-AROUND HINGE Industry Leader Also Introduces “Spherical” Bearings, Better Door Insulation
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The engineering team at Schweiss Doors has developed an easy-to-grease hinge for its hydraulic doors. The new hinge design with grease zerks on every hinge allows users to easily grease hinges from the underside of the doorframe without having to remove the top rubber weather seal. The wraparound hinge brackets connect directly to the vertical push tubes for added strength. Schweiss Doors doorframes are designed with double push tubes–– unique to the industry––directly to the header tube. The advantage of double push tubes is that forces of the hydraulic cylinders are evenly distributed to the doorframe and the new wrap-around hinges. The double push tubes provide extra support against forces imposed by hydraulic cylinders used to open and close the door. Schweiss Doors also has incorporated “spherical” bearings in all of its hydraulic one-piece doors. Spherical bearings are located at each end of the door’s power cylinders. Spherical bearing are critical to the safe and smooth operation of a hydraulic door, extending the life of the door. The industry-leading bifold and hydraulic door manufacturer also intro-
duced a better way to insulate its doors with new insulated panels. Cost-efficient and aesthetically appealing, these lightweight interior panels feature interlocking edges that fasten to the exterior of the doorframe, reducing installation time, while adding R-value and providing a fully insulated thermal barrier. Schweiss Doors is the premier manufacturer of hydraulic and bi-fold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. For more information, visit www.bifold.com.
AOPA AIR SAFETY INSTITUTE RELEASES VIDEO ON AVOIDING POWER-ON STALLS In a continuing effort to achieve reductions in loss of control accidents, the Aircraft Owners and Pilots Association (AOPA) Air Safety Institute (ASI) is releasing the latest in a series of videos that specifically target issues that data has shown to be areas of elevated risk. “Margins of Safety: Avoiding Power-On Stalls” explains the differences in power-on stall training versus real-world scenarios, the aerodynamics of how stalls occur during takeoffs and go-arounds, and techniques pilots can use to prevent them. This latest ASI video is provided
free to the flying community through support from the Tom Davis Fund and brought to you by BendixKing by Honeywell. Since 1950, ASI has served all pilots and aviation enthusiasts – not just AOPA – by providing free safety education, research, and data analysis. ASI offers award-winning online courses, nearly 200 live seminars annually throughout the U.S., flight instructor refresher courses, safety videos, accident case studies, and other materials to keep pilots safe and well informed. To learn more, visit ASI at www.airsafetyinstitute.org.
December 2015
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The Pylon Place
Marilyn Dash’s
RENO AIR RACES 2015 RECAP – PART 3 Sport Class A cast of thousands brought their brightly colored Sport Class Racers to Stead this year – or so it seemed. There were enough aircraft to produce four races – Gold, Silver, Bronze, and Medallion. And each heat produced great racing, which really helped keep the fans engaged. More than 40 racers registered, 37 showed up, and 36 actually qualified. Bob Mills had a Mayday during a practice flight in the Thunder Mustang, Clas Thunder, which ended his week early, at least in the Sport Class. But, as he is Sport Class President and was also racing in the Jet Class this year, he was quite busy all week. Go Bob! Let’s review some of the highlights from the Sport Class week. The fastest RV or Rocket driver was Bill Beaton, a Canadian in his second year at Reno. He gained 10 mph over his Rookie year and flew a great line. He ended up fourth in the Silver. Nicely done, Bill! One-off designs this year included the NXT Relentless flown by Kevin Eldredge. While it was not his fastest year, it was a beautiful platform. Now they just need to figure out the right power plant, and they will be back in the hunt. His top speed this year around 310 mph doesn’t come close to his best year – 2009 – at just over 393 mph. Klaus Savier brought his Canard Savier EZ back this year, topping out at around 265 mph. It was the only “ pusher” in the field, and it definitely caught our attention. Klaus uses this aircraft as a test bed for his Light Speed Engineering Company. He has made so many changes to his Long-EZ, his speed has increased from 183 to that 265 mph he saw this year. Bravo, Klaus! And another crowd favorite this year was Beautiful Doll flown by Air Racing veteran, Dave Morss. Doll is a Stewart S51 using a 454 big block geared down Chevy engine. It is approximately 70 per-
Dave Morss in Bill Hudgens’ Beautiful Doll. (Anthony Taylor)
the Sport Gold. Behind John Parker, there were a host of talented and fast racers taking aim at the prize. Lynn Farnsworth, David Sterling, Gary Mead, Andrew Findley, and Vince Walker were all so competitive. The final sequence was John, Lynn, Andrew, Gary, Kevin Eldredge (who found power over the week), and Vince taking the top six slots with Vicky Benzing and Colleen Keller placing seventh and eighth in a tight race. David Sterling DNF’d the flight, but I’ll bet he’ll be back. Speaking of fast…
The Jets Champion at last - Blue Thunder II – John Parker cent of all metal replica of the iconic P-51 Mustang. This one is painted in the same scheme as Big Beautiful Doll. While she was slow... she was adorable and had an awesome sound. I hope the owner, Bill Hudgens, enjoyed himself enough to bring her back – and maybe even race her himself. Or, let Dave Morss fly her again! Either way, it was a win/win for the fans!
Now for the Winner John Parker WON! John is a racer, through and through, with a long history at the Reno Air Races. After being placed on reserve status from the Air Force in 1965, he began helping friends build their F1 racing engines and quickly developed a passion for the sport of Air Racing. He started American Air Racing in 1967 to further progress that passion. John is an Aeronautical Engineer, a retired Airline Captain, a test pilot, air race pilot, experimental aircraft builder, A&P, and IA. He won the F1 class in 1977, 1978, and 1980 with his custom built racer, American Air Racing Special. This aircraft currently lives in Oshkosh at the EAA Museum. In 1988, he became the third person to enter a custom-built racer in the Unlimited Class. In 2007, he saw his beautiful Blue Thunder engulfed in flames after a brake fire. This happened only a week or so before the races that year. Most people would have thrown in the towel but not John. He started building Blue Thunder II immediately.
(Anthony Taylor)
He is a fixture at Stead Field and hosts the annual Thunder Mustang fly-in at his hangar during race week. On the exterior, you’d think he was a bit of a curmudgeon, but John is a sweetheart. He is always available to help another racer out. Congrats, John! I should also mention that the racing was unbelievably competitive this year in
The fastest racing aircraft on the field are the Jets. The class still consists of mostly L-39 Albatros, but throw in a few L-29 Delfins, one TS-11 Iskra, a one of a kind L-139, and a super-fast DH-115 Vampire, and you have one heck of a group of racers. Several years ago, the Jets were moved down to the far side of the ramp. At Continued on Page 46
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
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In Flight USA Celebrating 30 Years
December 2015
The Pylon Place Continued from Page 45 the time, we had limited room on the field, and there was room on that side, so it made sense. The class could have taken this as banishment, but they didn’t. They ended up relishing in the extra room and really made a fun, competitive environment. Seriously, if you haven’t been down there, you’re missing heaps of fun. The crews and the pilots all seem to get along great and have more fun than any other class – maybe. This year, the fun in the pits was matched the speed on the course. Rick Vandam in American Spirit, Sean Cushing in Fast Company, and Pete Zaccagnino in the Vampire traded places at the top of the rankings, with Pete and that wild Vampire taking it all and going over 500 mph in the final race. Pete is a well-known pilot and TV star. A member of the Dangerous Flights cast from Discovery Channel, Pete has earned quite a fan club. He has flown more than 240 different types of aircraft and has crossed the North Atlantic over 600 times and the Pacific over 200 times – all in light aircraft. He is definitely hanging with a different crowd, being stopped in his hometown at the Sundance
internal team and the Board and the Volunteers for doing such a great job. You kept your eye on the prize and did what had to be done through much adversity. Congrats to all the pilots and crews in all six classes. You/we are what people come from all over the world to see. Keep up the great work. And to the fans, thanks for coming back, spending money, and supporting your favorites.
Ruby Calendars Pete Zaccagnino in the Vampire. Film Festival for an autograph. Joe Gano added a seventh lap to the six-lap race. The announcers and fans enjoyed it more than anyone else. They had a bit of fun with it – comments like “ not a lot of wake turbulence on this lap” and “ plenty of room to pass now” made it so much fun. He’s not the first to add a lap or two, and he likely won’t be the last. David “ Killer” Culler was named Rookie of the Year, and his crew was named Crew of the Year. In Jets, the Rookie of the Year is honored with a scepter, tiara, and tutu. Don’t ask me.
Let Your Dreams Soar!
(Anthony Taylor) However, “Killer” looked great. Close racing and a fun group of people!? What more could you ask for in a Race Class? Congrats to the entire Jet Class – to Rick Vandam, the new Class President, and to Pete for having another great year!
Other News The Reno Air Racing Association has had some difficult years, especially since the crash of 2011. The budget cuts this year were not popular with many people, but they worked. RARA has made a profit for the first time in my memory. What does this mean? For one thing, it means there will be a 2016. And 2016 brings the USN Blue Angels and their crowd-pleasing, spectacular flying. This also means the crowds in 2016 will be larger than 2015. Congrats to everyone at RARA, the
We have another great calendar available for our racing fans. Head on over to the website: www.cafepress.com/ aviation_calendar to order yours. Get one for a favorite pilot, maybe one for the hangar, or one for the office. Plenty to go around!
Gone West Hep Porter was an integral part of the IF1 Class for many years. While he stopped racing a few years back, he was always there to help out the teams and to lend a hand. We lost Hep in November. We are grateful for his friendship and knowledge throughout the years. In August, we lost John Parker’s wife, Jan, after a long illness. She was a shining light in the American Air Racing hangar with a dazzling smile and a kind word for all who entered. John kept up his stoic exterior during the Races in 2015, but we all knew Jan was watching from the best seat in the house. I’m glad to have known you, Mrs. Parker.
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The number of Piper Cherokee 140s in the United States flying with a tuned exhaust system from Power Flow has reached 800. That is nearly 17 percent of the 4,883 PA-28s registered in the United States. The tuned exhaust, which usually replaces the original factory system, enhances the 140’s performance in a number of ways. With a tuned exhaust, the Cherokee’s engine operates more efficiently, burning less fuel at the same cruise settings. Savings of 1.2 – 2.2 gph have been documented in test flights. Pilots will see an increase of 30 – 130 rpm, a shorter takeoff roll and an increase in climb between 30 and 50 percent. One pilot, based at a field in Arizona at 4,500 feet MSL, wrote: “Prior to installing the system, I’d feel lucky with a 50 – 100 FPM climb out. Now I’m getting 600 –
1,000 fpm, depending on load.” Power Flow reports that the service ceiling for the Piper 140 increases by 2,000 – 5,000 feet, and engines generally run cooler and smoother with their after-market system. Tuned exhausts allow the engine to run more efficiently by evacuating more of the exhaust gases from each cylinder, thereby delivering virtually the full rated horsepower of the engine. Power Flow tuned exhaust kits for the Cherokee 140 are priced at $4,075. They include everything needed for installation and take five to seven hours to bolt on. They come with a two-year/500-hour warranty. For more information, visit PFExhaust.com.
December 2015
www.inflightusa.com
EAA BOARD OF DIRECTORS NAMES CHAIRMAN JACK PELTON AS CEO OF ORGANIZATION
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American Aircraft Sales Co. WE HAVE MOVED! 50 YEARS IN BUSINESS–NEW LOCATION
Precourt Elected Vice Chairman of EAA Board The Experimental Aircraft Association (EAA) Board of Directors has named EAA Chairman Jack Pelton as Chief Executive Officer, adding the CEO title and responsibilities to the position Pelton has held with the organization since Oct. 2012. The action was taken during EAA’s annual fall board meeting in Oshkosh on Nov. 6. In addition to this move, the EAA Board also elected Charlie Precourt as Vice Chairman of the Board. “Jack has done a marvelous job as Chairman and association leader on a volunteer basis after stepping into a challenging position three years ago,” said Dan Schwinn, Chairman of the EAA Board’s Human Resources and Governance Committee. “As his inaugural threeyear term as Chairman was ending and we were searching for a CEO for the organization, we realized that the qualities we were seeking in a CEO were exactly the qualities and background that Jack possesses. He has a passion for EAA and a long background in recreational aviation, plus successful experience in business and government relations. We approached Jack with the idea and were very pleased when he and his wife, Rose, accepted our offer.” The EAA CEO position will be a paid position, although Pelton will continue as EAA’s volunteer Chairman of the Board while he is CEO. He will maintain residences in Oshkosh and his hometown of Wichita, Kans. “I was flattered when the board approached me with this offer, not out of a professional desire but as a person who believes deeply in EAA’s mission, organization, and members,” Pelton said. “Aviation and EAA have been irreplaceable parts of my life. Our organization – its mission – creates a community unmatched anywhere in aviation. I’m eager to see all of us work together to see EAA grow and thrive.”
Pelton has an extensive, renowned career in aviation, including as Chairman, President, and Chief Executive Officer of Cessna Aircraft. He also worked with Douglas Aircraft and Dornier Aircraft, and was an acknowledged leader in the aviation community through his work with the General Aviation Manufacturers Association, the National Business Aviation Association, and the National Air and Space Museum. Pelton’s EAA history also has deep roots, as he was introduced to the organization when attending EAA Chapter 1 meetings in Riverside, Calif., as a teenager with his father. He continues his passion for recreational aviation today, restoring, maintaining, and flying several vintage aircraft. Precourt was elected as the EAA Board’s Vice Chairman, a newly created position that will provide additional independent leadership for the Board and provide a central point of Board contact for Pelton as CEO. Precourt is Vice President and General Manager of Orbital ATK’s Propulsion Systems Division, a four-time space shuttle mission participant (including two as Commander), and former U.S. Air Force pilot. He is also an experienced aircraft builder who leads EAA’s safety committee that is spearheading research and activities to continue enhancing aviation safety, and he writes a monthly column for EAA’s flagship Sport Aviation magazine.
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In Flight USA Celebrating 30 Years
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Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero. 7/15
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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
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December 2015
AVIATION TRAVEL 14900:TFN
Protect your assets. Legally avoid California Aircraft Sales and Use taxes. Call for free consultation. Associated 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 Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, wwww.susanbiegelmd.com, (909) 985-1908. 8/14
HELP WANTED 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
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FLOATPLANE HEAVEN Continued from Page 14 We headed out to sea over the Strait of Juan de Fuca. Protection Island, with its Nature Reserve famed for seabirds and seals, slid slowly past under the right wing. We started our descent, keeping a sharp lookout for pods of whales. Orcas are common in these waters, and pilots will circle to point them out to passengers. But we saw no Orcas this day. We actually did see the Orcas from a whalewatching boat the following day. Ahead of us, drawing an arrow-straight wake across the sea, we saw the “Victoria Clipper,” the ferry nearing the end of its four-hour trip from Seattle to Victoria. Scorning its plodding pace, we overtook the ferry and continued descending, aiming for the breakwater at Victoria Harbor. We turned base over the breakwater and set up for a landing in the inner harbor, flaps coming down, and speed reducing to 75 knots. It was a strange feeling to be over land, with floats under us, and trees and houses looming ever larger, until in the final few seconds, the Otter was over the water again. With speed around 55 knots, we leveled out, splashed down, and once down to taxi speed, dropped the water rudders and taxied into the jetty. Victoria Inner Harbor is a busy seaplane base, with Otters and Twin Otters constantly flying in and out from dawn until dusk. Destinations are split between Vancouver and Seattle, with the odd charter flight thrown in. In our three days in Victoria, we generally had five or six floatplanes in view at any time. The floatplane pilots have to contend with water taxis, sailboats, flocks of Canadian Geese, and kayakers. The jetty is so crowded that the bigger Twin Otters have to be manhandled by their handling ropes around to the backside of the jetty to enable the crowd of single-engine Turbo Otters to come in and out on the seaward side. Despite that, it’s definitely floatplane heaven.
Our Otter is heading west from Lake Union. Just beyond the right hand stack of the PT6 is Chittenden Locks and the railway bridge at the end of the canal. Bainbridge Island is in front of us. We are about to turn northwest over Puget Sound. (David Brown)
The rugged mountains of the Olympic Peninsula lie off to our left as we continue our climb, slowly passing 3,000 feet to our cruise at 4,500 feet. (David Brown)
Here the afternoon Twin Otter from Vancouver disembarks its load of passengers. (David Brown)
On track over Protection Island, a notable nature reserve in the Strait of Juan de Fuca. At this point, we enter a slow descent towards Victoria some 50 miles ahead and enter Canadian airspace. (David Brown) A Canadian Otter getting airborne from Victoria Inner Harbour on this misty autumn day. Flaps are down and vortices are trailing back from the three-blade propeller in the moist air. (David Brown)
Kayaking is another pastime, which is accomplished in the Inner Harbour. The long nose of the Turbo-Otter hides much of the water ahead, so taxiing is a time to be cautious for a floatplane pilot. (David Brown)
An ever-changing cast of Otters and Twin Otters from Harbour Air, West Coast Air, and Kenmore Air at the seaplane base at Victoria Inner Harbour. Victoria is at the south end of Vancouver Island. The Kenmore Otter moored behind the Twin Otter has a whimsical black and white “Orca” paint scheme. (David Brown)
One of the ubiquitous water taxis, which criss-crosses Inner Victoria Harbour and makes seaplane operations interesting. (David Brown)
50
In Flight USA Celebrating 30 Years
December 2015
AD INDEX Aerozona Parts ....................44
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Divorce For Men ................26
Ladies For Liberty ..............51
Schweiss Doors ..................44
Airplane USA......................28
Dr. Susan Biegel..................14
Lafferty Aircraft Sales ........11
Sky Dancer ..........................32
Airtronics ..............................2
Durachart ..............................6
Liberty Bank........................46
Sterling Air ..........................13
Alliance Intl. Aviation ........12
Gibson..................................22
Max-G Aviation ..................16
Steve Weaver Aircraft Sales25
American Aircraft Sales ....47
Giottos..................................10
Mountain High Oxygen........3
Tiffin Air..............................43
Arizona Soaring ..................41
Hartwig ..................................3
Old School Aviation............45
TJs Aircraft Sales ................23
Assoc Sales Tax Consutants52
HME Watches ....................30
Pacific Coast Avionics ........21
Zanette Aircraft Insurance ....5
Aviation Insur. Resources ..22
Horizontal Rain ..................32
Pacific Oil Cooler ..............16
Bert Botta, Fast Lane to Faith42
iCloth ....................................9
Pilot House ..........................32
“Still Specializing In First Time Buyers And Student Pilots Needs" We are the only broker in N. California with three 400 series and two 210s for sale!
1982 T-210, “Rare Find” and Recent Annual.
1969 172
One owner for over 15 years and a showpiece ...make offer.
1978 182, Flown Regularly, Great Panel.
1972 Aztec, Fresh Paint!
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT
Voted Best “After the Sale Customer Service” for the 18th Straight Year
Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.
Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com
ASSOCIATED SALES TAX CONSULTANTS, INC. 9700 Business Park Drive, Suite 300 • Sacramento, CA 95827 916.369.1200 • info@aircraftexemption.com • www.aircraftexemption.com
Legally Avoid California Sales or Use Tax on Your Aircraft Purchases.