In Flight USA May 2017

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May 2017

www.inflightusa.com

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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.

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Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Shreveport-Bossier City, LA: Defenders of Liberty Air Show/Open House, gates 9 a.m., Barksdale AFB, (318) 456-1015. Q Fairfield, CA: Travis AFB Open House & Air Show, (707) 424-1110. Q Fort Lauderdale, FL: Fort Lauderdale Air Show, open 9 a.m., (321) 395-3110, fortlauderdaleairshow.com. Q Chino, CA: Planes of Fame Air Show, 8 a.m. to 4 p.m., Chino Airport, (909) 597-3722, planesoffame.org. Q Anchorage, AK: Great Alaska Aviation Gathering, FedEx Hangar, Ted Stevens Anchorage Int’l. Airport, www.greatalaskaaviationgathering.org. Q Eastover, SC: South Carolina Guard Air & Ground Expo, gates 8 a.m., McEntire JNGB, (803) 299-4200, www.scguard.com/expo. Q Troy, OH: Aviation Lecture Series “Antique Aircraft Restorations,� 6:30 p.m., WACO Air Museum, (937) 335-9226, www.wacoairmuseum.org. Q Compton, CA: Tomorrow’s Aeronautical Museum Youth Air Fair, 10 a.m. to 4 p.m., Compton Airport, (310) 618-1155, info@tamuseum.org. Q Paris, TX: Wings over Paris Fly-In, 9 a.m. to 4 p.m., Cox Field, (800) 727-4789, www.paristexas.com. Q Paso Robles, CA: Estrella Warbirds, Wings & Wheels, Paso Robles Municipal Airport, ewarbirds.org. Q Valdez, AK: Valdez Fly-In & Air Show, registration 7 a.m., Valdez Pioneer Field, (907) 835-8244, www.valdezflyin.com. Q Millington, TN: Memphis Air Show, gates 8 a.m., Millington Regional Jetport, (805) 687-0158, www.memphisairshow.org. Q Chino, CA: Mom’s Free Mother’s Day, 9 a.m. to 4 p.m., Yanks Air Museum, (909) 597-1735. Q Rochester, NY: Rochester Canadian Snowbirds Display, 6 p.m., Greater Rochester Int’l. Airport, www.rocairshow.info, (585) 349-4195. Q Virginia Beach, VA: Warbirds over the Beach, Virginia Beach Airport, militaryaviationmuseum.org. Q Riverside, CA: Flabob DC-3/C-47 Fly-In, gates Fri. 8 a.m./Sat. & Sun. 7:30 a.m., (951) 683-2309, Flabob Airport, www.flabobdc3flyin.com. Q San Martin, CA: Wings of History Open House & Fly-In, 7:30 a.m. to 3:30 p.m., San Martin Airport, (408) 683-2290, www.wingsofhistory.org. Q Peachtree City, GA: Aircraft Spruce East - Customer Appreciation Day, 8 a.m.to 4 p.m., Aircraft Spruce, (770) 487-2310, (800) 831-2949. Q Redlands, CA: Hangar 24 AirFest, noon to 10 p.m., Redlands Municipal Airport, www.hangar24airfest.com. Q Everett, WA: Paine Field Aviation Day, 10 a.m. to 5 p.m., (425) 3885125, www.painefield.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 Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Goldsboro, NC: Wings over Wayne, gates 8 a.m., Seymour Johnson AFB, www.wingsoverwayneairshow.com. Q Oklahoma City, OK: Star Spangled Salute, Tinker AFB, www.tinker.af.mil. Q North Kingstown, RI: Rhode Island Open House & Air Show, gates 9 a.m., Quonset State Airport, www.rhodeislandairshow.com. Q Madison, MS: CAF Mississippi Wing Open House, 8 a.m. to 4 p.m., Bruce Campbell Field, (601) 260-7127, www.mississippicaf.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. 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., Gibbs Montgomery Executive Airport, (619) 301-2530. Q Waukesha, WI: Gathering of Warbirds, 10 a.m. to 4 p.m., Waukesha County Airport, www.cafwi.org. Q Millville, NJ: Wings & Wheels Airshow, gates 9 a.m., Millville Municipal Airport, (856) 327-2347, www. millvilleairshow.com. Q Wantagh, NY: Bethpage Air Show, noon to 5 p.m., Jones Beach State Park, (631) 321-3510, bethpageairshow.com.

Continued on Page 7

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COVER STORY

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May 2017

In Flight USA Celebrating 33 Years

NEW ATTITUDE TOWARD FLYING

When Sam Rivinius bought Attitude Aviation 14 months ago, he thought it looked like a good place to have fun. Whether it was a great Halloween hangar party or friends getting together for a flyin to someplace they’d heard is good,. Sam wanted to build Attitude into the premier FBO in the area and have fun doing it. Along the way, he upgraded the fleet. He did everything from buying much newer C172s to adding an Extra 300 to the aerobatic lineup. From the C152 all the way to the C421C, Attitude really does have the most diverse fleet of just about any FBO in the country. Every one of these aircraft is available not only to train in but also to solo. Hangar space at Attitude is available for anything from corporate jets to recreational aircraft that customers want to have pushed and pulled for them. It’s very easy to get used to calling up and stating the time you’d like to have your plane on the ramp. You can either drive directly onto the ramp, if you have luggage to put onboard, or park in the lot and walk out to your plane fueled and ready. On your return flight, simply park on the

Halloween Party at Attitude Aviation. ramp and walk back out to your car. Attitude handles the rest. Whether you are a young person wanting to learn to fly or a more seasoned pilot looking to add that tailwheel endorsement to your list of achievements, Attitude

WITH

ATTITUDE AVIATION

(Rich Perkins) Aviation has the program for you. The possibilities are as robust as perhaps they’ve ever been. Attitude has the fleet and the CFI depth to move students through training with minimal disruption. One of the reasons Attitude has out-

theywe have their own maintenance facility on site. Being able to work on aircraft seven days a week keeps time down to a minimum. Maintenance is also open to outside aircraft for needed work. Attitude Maintenance can handle anything from oil changes to engine overhauls. With the addition of the newer aircraft that kept coming month after month, Attitude started to develop a platform for selling the older aircraft that were being replaced. People began to notice the success in selling and started asking if Attitude could sell their aircraft. With more than 20 aircraft bought and sold in the last six months or so, Attitude has developed the reputation as an honest broker. Whatever your type of flying looks like, upside down with a parachute strapped to your back, or putting the family and the dog into a nice six-place twin, Attitude Aviation is truly The Place to Fly. The Livermore, Calif. location is convenient to both Sacramento, the Delta Region, and the Bay Area. For more information, visit www.attitudeaviation.com or call 925/456-2276.

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TABLE Volume 33, Number 9

OF

CONTENTS May 2017

650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com

ON THE COVER COVER STORY

GET A NEW ATTITUDE

PHOTO FINISH

STALLION 51

(TOWARD FLYING)

SUN ‘N FUN WITH MUSTANG ALUMS

Story on Page 4

Story and Photos on Page 49

AT

Cover courtesy of Attitude Aviation • Photo by Rich Perkins

NEWS Fairness for Pilots Act Introduced in House ......................................9 Wrap Up: Sun ‘n Fun by the Numbers................................................10 GAMA: New Era of GA Development with Final CS-23 Rule ..........11 NBAA: Proposed Restriction Could Impact Alaska Flying ............13 FAA Restricts Drone Operations Over Some Military Bases..........20 Kitfox Has A New Look ........................................................................25 In Memory: James C. Ray Lived Fearlessly ......................................26 CAP Supports AF ‘s Emergency Response Readiness Exercise..28 2016 A Record Year For Cirrus Aircraft ..............................................32 AOPA, Owners' Groups, FAA Discuss Mandatory Service Bulletin 36 SafeLandings: What Would You Have Done? ....................................40 Aviation Scholarship Opportunity from AIR......................................44 Alpina Takes In Sun ‘n Fun with Goulian as Their Ambassador ....46 2017 NATA Business Conference Slated for June 6-8 ....................47

FEATURES Editorial: Learning By Ed Downs ..................................................................6 Editorial: AOPA Ready to Help You Fly Under BasicMed By Mark Baker ................................................................8 Flying the Legendary Spitfire By David Brown ............................................................17 The Breckenridge Revival: 20 Years In the Making By Nicholas Viggiano ....................................................24 FAA: Help Preserve Natural Sounds In National Parks By Judy Rocchio ............................................................40 Learning to Fly By Way of Multiple Perspectives By Michael Jahn ............................................................45 Resilience: One Airman’s Story of Faith, Service By Janis El Shabazz, 340th Flying Training Group ..............46

COLUMNS Flying Into Writing: It’s All About Your Perspective By Eric McCarthy ..............12 Flying With Faber: Lompoc – A Detour To Tranquility By Stuart J. Faber ..............29 The Spirit of Flight: Santa Cruz County By Denise Rae Donegan and Ana Carolina Uribe ................33

Homebuilder’s Workshop: FAA Follies By Ed Wischmeyer ............43

The Pylon Place: Japan’s Muroya Wins San Diego Red Bull By Marilyn Dash ................45

DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50

6

In Flight USA Celebrating 33 Years

LEARNING

Editorial

1986 A36 Beechcraft Bonanza

1969 Piper Arrow

675 SNEW. Gorgeous A36 Bonanza. Stunning paint and interior are complimented by Osborne tip tanks, Garmin 530W, terrain and a Ryan 9900 Series active interrogation traffic warning system. The KFC-150 with slaved HSI is arguably one of the finest autopilot/flight director systems seen in general aviation airplanes. Outstanding maintenance and features 675 hours on a factory new (Not overhauled) engine installed in 2003. ......$199,900

TTAF 4015. 470 SMOH. 148 SPOH. A clean, well maintained, and always hangared Piper Arrow. Great step up for pilots transitioning from a trainer to a single with retractable landing gear and controllable-pitch propeller. Beautiful cross-country IFR platform with low time engine. Garmin GNS 430 WAAS GPS/COMM, Isham Extended Wing Tips and Dorsal Fin. Located at KFTG Watkins, CO. ... $64,900

1979 Piper Seminole PA44

1999 Socata TB-21

6424 TTAF, 20 SMOH Both Engines. Unique opportunity. We represented the current seller (Buyer then) as an acquisition agent and chose this plane for export to South Korea (SK) in 1/16. Engines and propellers were overhauled. Beautiful plane with no issues.Currently on SK registry. Legal for flight. We can assist in export/import from SK to any other country. Korean language speakers call Tony Cho(703) 473-7677........................$189,000

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...................$184,900

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Steve Feldman • Sales Manager (650) 394-7610 • steve@airplanesusa.com San Carlos Airport • 620 Airport Way • San Carlos, California 94070

www.airplanesusa.com

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May 2017

By Ed Downs

iven our May issue, which features much of what is going on in flight training today, this writer decided to take a slightly different view on the process of training. Let’s take a look at the student’s contribution to training, learning. Becoming a Flight Instructor today is sort of like becoming a junior psychologist. In fact, this writer did post graduate studies in educational psychology, in addition to sitting in the right seat of a flying machine, staring at a hoobs meter for more hours than can be accurately counted. Add to that, years of ground instructing and nationwide tutoring through computers and phone contacts, and you have a person who has seen how folks learn. This writer has also seen a marked change in the ability of my students to learn. Yes, this could be the meanderings of an old guy who just expects students to learn fast to make the job of training easier, but it seems to be more than just that. Many of the very experienced CFI’s I work with in teaching Flight Instructor Revalidation Clinics (FIRC’s) comment that they too see changes in how leaning is taking place. But, I am ahead of myself. What is learning? Philosophers have been working on that one ever since that first guy sat on a toilet with his chin resting on his knuckles. A quick look at Wikipedia offers some thoughts on the matter, of course knowing that everything on the web is true… right? Learning is the act of acquiring new, or modifying and reinforcing existing, knowledge, behaviors, skills, values, or preferences, which may lead to a potential change in synthesizing information, depth of the knowledge, attitude, or behavior relative to the type and range of experience.[1] The ability to learn is possessed by humans, animals, plants,[2] and some machines. Progress over time tends to follow a learning curve. Learning does not happen all at once, but it builds upon and is shaped by previous knowledge. To that end, learning may be viewed as a process, rather than a collection of factual and procedural knowledge. Learning produces changes in the organism, and the changes produced are relatively permanent. To be sure, billions of words have been written about learning, mostly by individuals that disagree with one another. But just for the sake of discussion, and the limited knowledge of this writer, let’s go with this definition. Two portions of this definition are underlined. The first

deals primarily with the psychological aspect of learning, requiring experience, time, and previous knowledge. The second underlined portion deals with the physiological aspect of learning, permanent “connections” that take place within the brain. It takes both aspects to produce learning, and that takes the utilization of all five human senses, and even a dose of that “sixth sense,” which most of us perceive as intuition. So, what does all of this have to do with flight training? Stick with me, we are getting there. Most of the “over 40” set reading this opinion (a sizable percentage of GA demographics) will remember the early days of school, where hands-on crafts, toys you could actually hold (not just see on a screen), math tables, spelling drills, homework requiring research in a dictionary or encyclopedia, cursive writing skills, and memorization of dull, seemingly meaningless facts were all a part of learning. All of these learning activities requied use of mutiple sensory systems, causing permenant changes in our brains. Even smell enters the picture. I bet the kids you remember the best are the ones who followed the long-standing tradition of the “weekly bath.” For this writer, it is the smell of an electrical fire or a ride in the Paris Metro. It had not occurred to this writer that the process of learning had changed, until a CFI in one of my classes (a middle school teacher in real life) made a truly insightful statement. This young lady said, “we do not really teach today; the kids just look things up, using their tablets or smart phones.” That one comment gave me an insight into what is happening today. The basic skills needed to simply “figure things out” are not being taught as they once were. We are becoming more dependent on devices to do our thinking for us. “Learning” from just a screen results in only a two-dimensional view of a topic, especially limiting when operating in the four-dimensional world of flight. It is essential that a pilot have… well… sort of a four-dimensional (the fourth dimension being time) holographic picture in his/her mind of what is going on around them and what is approaching in the near future. The FAA simply calls that situational awareness. Many young flight instructors today learned via modern technology and are very capable of looking up data and using informational systems, but they lack the “common sense” reasoning abilities that older generations take for grantContinued on Page 16

May 2017

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Calendar of Events Continued from Page 3 27 — 28

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Q Columbia, MO: Salute to Veterans Air Show, gates 9 a.m. to 4 p.m., Columbia Regional Airport, www.salute.org. Q Miami Beach, FL: National Salute to America’s Heroes, events begin 9 a.m., Miami Beach, (954) 345-6330, www.usasalute.com. Q Windsor, Ont.: Windsor Int’l. Air Show, Windsor Int’l. Airport. Q Breckenridge, TX: Breckenridge Airshow, Stephens County Airport, (254) 559-2301, breckenridgetexas.com.

Q Reading, PA: Mid-Atlantic Air Museum WWII Weekend, Reading Regional Airport, www.maam.org. Q Conroe, TX: MODAERO Aviation Festival & Air Show, Conroe-N. Houston Regional Airport, modaerofestival.com. Q Brantford, ON: Aircraft Spruce Canada - Customer Appreciation Day, 8 a.m.to 3 p.m., Brantford Municipal Airport, (519) 759-5017, (877) 795-2278. Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org. Q Duluth, MN: Duluth Air & Aviation Expo, 9 a.m. to 6 p.m., Duluth Int’l. Airport, (218) 628-9996, www.duluthairshow.com. Q Bolingbrook, IL: Cavalcade of Planes, 10 a.m. to 4 p.m., Clow Int’l. Airport, www.cavalcadeofplanes.com. Q Hendersonville, NC: Western NC Air Museum Air Fair & Fly-In, 10 a.m. to 5 p.m., Hendersonville Airport, www.westernnorthcarolinaairmuseum.com. Q Ford Island, HI: Biggest Little Air Show in Hawaii, 10 a.m. to 4 p.m., JB Pearl Harbor-Hickam, www.pacificaviationmuseum.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: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576. Q Virginia Beach, VA: Military Aviation Museum Flying Proms, gates 3 p.m./ concert 7 p.m., Virginia Beach Airport, www.militaryaviationmuseum.org. Q Lincoln, CA: Lincoln AirFest, gates 6:15 a.m., Lincoln Regional Airport, lincolnairfest.com. Q Atlanta, GA: Good Neighbor Day Open House/PDK Airshow, noon to 5 p.m., DeKalb-Peachtree Airport, www.pdkairshow.com. Q Bethel, PA: Flying Circus Airshow, gates 10 a.m., Golden Age Air Museum, Grimes Airfield, (717) 933-9566, www.goldenageair.org. Q Seattle, WA: American Heroes Air Show, 10 a.m. to 4 p.m., Museum of Flight, www.heroes-airshow.com. Q Greenwood, SC: Aviation Expo, gates 2 p.m., Greenwood County Airport, (864) 942-8557, aviationexpo.net. Q Belleville, IL: Scott AFB Centennial Celebration Air Show, 9 a.m. to 5 p.m., (618) 256-5866, www.scott.af.mil/airshow2017. Q West Milford, NJ: Greenwood Lake Air Show, gates 10 a.m., Greenwood Lake Airport, (973) 728-7721, www.greenwoodlakeairshow.com. Q Knob Noster, MO: Wings over Whiteman, Whiteman AFB, (660) 6873363, www.whiteman.af.mil/WoW2017. Q Gaylord, MI: Snowbirds over N. Michigan Airshow, gates Wed. 3 p.m./Sat. & Sun. 10 a.m., Gaylord Regional Airport, wingsovernorthernmichigan.org. Q Chino, CA: Dad’s Free Father’s Day, 9 a.m. to 4 p.m., Yanks Air Museum, (909) 597-1735. Q Pekin, IL: Wings & Wheels Fly-In Cruise-In, Pekin Municipal Airport, pekinmunicipalairport.com/wings-and-wheels. Q Chino, CA: Open Cockpit Day — F-14 “Sim” & EC-121 Tomcat, 10 a.m. to 3 p.m., Yanks Air Museum, (909) 597-1735. 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 Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Ocean City, MD: OC Air Show, 9 a.m. to 4 p.m., displays 14th-20th streets off Boardwalk, ocairshow.com. Q Youngstown, OH: Thunder over the Valley, gates 9 a.m., Youngstown ARS, www.youngstown.afrc.af.mil. Q Tumwater, WA: Olympic Air Show, gates 9 a.m., Olympia Regional Airport, olympicairshow.com. Q Columbia, CA: Father’s Day Fly-In, Columbia Airport, (209) 533-5685, www.fathersdayflyin.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. Q Sheboygan Falls, WI: Aviation Heritage Center Wings & Wheels, 8 a.m. to 3 p.m., Sheboygan Memorial Airport, (920) 467-2043, www.ahcw.org. 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., Gibbs Montgomery Executive Airport, (619) 301-2530. Q Detroit, MI: River Days Tuskeegee Air Show, Fri. 1 p.m., Sat. & Sun. 3:30 p.m., Detroit riverfront, www.riverdays.com.

AOPA looking into high FBO prices FBOs provide an invaluable service to pilots and local communities, but when AOPA members express concerns, we take them seriously. And we take action. After receiving a number of complaints from members, AOPA began looking into allegations of high pricing at some FBOs. Our initial research has shown that the overwhelming majority of the industry is doing a great job, but a handful of FBOs, especially those that have recently experienced consolidation at their airport, are imposing excessive prices. We have already received hundreds of reports from our members, but if you believe you have experienced unreasonable pricing at an FBO, please visit AOPA.org/FBOFees and be sure to include all the pertinent information including date, location, type of aircraft flown, and your specific pricing issue. If you still have a copy of your receipt, please send that as well. This information will allow us to get a more complete perspective of the problems and where they are, so we can engage with government departments and agencies as well as the FBO industry to ensure general aviation has unfettered access to airports. Keep checking AOPA.org for the latest.

Mark R. Baker President & CEO, AOPA

*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org [VKH`

8

AOPA READY TO HELP YOU FLY UNDER BASICMED In Flight USA Celebrating 33 Years

By Mark Baker

form the required examination, Fit to Fly has a wealth of information and answers to all your questions about the reforms that we fought so hard to achieve. To take advantage of BasicMed, we encourage qualified pilots to first complete the pilot information and medical history portion of the FAA Medical Examination Checklist then schedule an exam with a state licensed physician who will complete the form. Following the exam, pilots should complete the free online AOPA Medical Self-Assessment Course, print the certificate, and keep it in your logbook along with the Medical Examination Checklist. Pilots must

undergo the physical exam every 48 months and complete the free online course every 24 calendar months. Finally, make sure to meet the flight review and other proficiency requirements before getting back in the air. AOPA’s online course is free, will take about an hour to complete, and you can save your progress to return later if you’d prefer not to finish it in one sitting. Additionally, if you do not pass the course on your first try, you can review the course materials and take it as many times as needed to receive the minimum score of 80 percent. If you’ve been away from flying for

The nation’s 2,950 federally funded general aviation airports boost local economies and can serve as a community’s lifeline in a natural disaster or other emergency–but billions of dollars from the federal program that funds most GA airport projects has been reallocated to other projects in the past 10 years, AOPA President Mark Baker testified April 6 before a Senate subcommittee. Baker appeared before the Subcommittee on Aviation Operations, Safety, and Security of the Senate Committee on Commerce, Science, and Transportation during a hearing on FAA Reauthorization: Perspectives on Rural Air Service and the General Aviation Community. The session focused on federal efforts to improve access and safety, and initiatives “that could bolster rural air service and the general aviation (GA) community.” Baker urged reform of the NonPrimary Entitlement Program, which provides most of the funding for GA airports but no longer functions as intended because of low funding levels and the reallocation of some funds for other uses. He highlighted the role general aviation airports play–despite the funding gaps–in humanitarian efforts and providing assistance in areas prone to natural

disasters, often transforming a small rural airport into a community lifeline brought to life by pilots volunteering their time and their personal aircraft for rescue operations and humanitarian missions. The active pilot community, however, has declined by about 30 percent between 1980 and 2015. To combat that trend, Baker explained that AOPA has introduced the You Can Fly program–a series of initiatives “to build a more vibrant and resilient pilot community.” Baker fielded several questions from committee members on the ineffectiveness of the Non-Primary Entitlement Program, which he said is constrained by the program’s low level of funding in any year – $150,000 per non-primary airport for capital improvements–and by the struggle faced by many airport sponsors to put up the 10 percent local match. In 2016, total program funds were roughly $440 million dollars–but $329 million was carried over to the FAA’s discretionary fund, and reallocated to other non-NPE airport projects across the country, a problem that Baker set out in detail in written testimony submitted to the panel. During the past ten years more than $2 billion dollars in NPE funds has been placed into the FAA discretionary fund and used for other airport projects around

the country. Baker emphasized that AOPA stands ready to help develop solutions to the program’s shortcomings. One of the most important factors in the declining numbers of active pilots is costs. AOPA credits Congress, and specifically the Committee, Baker said, with taking a major step to reduce costs by passing the medical reform legislation known as BasicMed, which was signed into law last July and will permit eligible pilots to fly without a third class medical certificate beginning May 1. AOPA launched the You Can Fly program, consisting of a series of initiatives to support flying clubs, encourage best practices in flight training, get lapsed pilots back in the air, bring AOPA’s resources and expertise to pilot groups across the country, and invite high school students to learn more about careers in aviation and aerospace, to revitalize GA activity. In response to senators’ questions, Baker noted that AOPA has not heard complaints from pilots about the current air traffic control system, which has been proposed for privatization in a budget outline released last month. (A similar proposal last year was supported by some major airlines and the National Air Traffic Controllers Association, but failed to make it to the House floor.) He added that he serves on the feder-

Last month, the National Air Transportation Association (NATA) held its first Fixed Base Operator Town Hall meeting with companies from the Denver area, gathering at XJet at Centennial Airport. The discussion was led by Robb Bergeson (Edwards Jet Center), Chairman of NATA’s Airport Business

Committee, Megan Eisenstein, NATA’s Senior Manager of Regulatory Affairs, and Jeff Kohlman (Aviation Management Consulting Group, Inc.), also a member of the NATA Airport Business Committee. Robert Olislagers, Executive Director of Centennial Airport, was a

guest speaker and covered a range of issues impacting the Denver airport and FBO community. Town Hall attendees were briefed and offered feedback on a number of issues confronting the aviation business community, including recent initiatives to economically regulate FBOs and the dan-

No matter if you are an active pilot or if you’ve been away from the left seat for a while, AOPA is ready with the resources and expertise to help you understand and fly under BasicMed. To help pilots take full advantage of BasicMed, AOPA has launched a suite of online resources called Fit to Fly, which is dedicated to helping aviators as well as physicians understand the new regulations. It’s available at aopa.org/FitToFly. From the free AOPA Medical SelfAssessment Course to a guide designed to help physicians understand and per-

BAKER TESTIFIES

By Dan Namowitz (AOPA)

ON

May 2017

a while, don’t worry. Find an instructor, or ask AOPA to help you find one, and sign up for a Rusty Pilots seminar. The program has already put 3,500 lapsed pilots back in the left seat, and we are hosting seminars across the country that are free for members. You can learn more at aopa.org/rustypilots. And if you have any further questions or issues, you can speak directly with AOPA’s experts in the Pilot Information Center by calling 888/4623976 Monday through Friday, 8:30 a.m. to 6 p.m., Eastern Time, or emailing pilotassist@aopa.org.

GA AIRPORTS, SAFETY, PILOT COMMUNITY

AOPA President Mark Baker speaking before the Subcommittee on Aviation Operations, Safety, and Security of the Senate Committee on Commerce, Science and Transportation. (Photo courtesy of John Harrington and AOPA) al NextGen Advisory Committee, which he said functions well addressing the priorities outlined for the ATC system. Baker reiterated AOPA’s continued and strong opposition to user fees, noting AOPA’s longstanding support for the current system by which Congress funds the FAA with excise taxes on fuel. Safety is general aviation’s top priority, he said – as indicated by general aviation experiencing the safest year in history. AOPA will work with the FAA, National Transportation Safety Board, and other stakeholders to promote safety and develop an even safer aviation system, Baker said.

NATA HOLDS DENVER FIXED BASE OPERATOR TOWN HALL

gers posed to general aviation by the airline industry proposal to create a user-fee funded air traffic control corporation. “As Chairman of NATA’s Airport Business Committee, the Town Hall allowed for me to hear directly from the general aviation business community on Continued on Page 14

FAIRNESS FOR PILOTS ACT INTRODUCED IN HOUSE

May 2017

www.inflightusa.com

By Dan Namowitz (AOPA)

U.S. Rep. Sam Graves (R-Mo.) and three original co-sponsors have introduced the Fairness for Pilots Act in the House of Representatives, following the introduction of identical legislation in the Senate in March by Sen. James Inhofe (R-Okla.). Graves, who co-chairs the House General Aviation Caucus, was joined by original co-sponsors Reps. Todd Rokita (R-Ind.), Colin Peterson (D-Minn.)–both AOPA members–and Dan Lipinski (DIll.), also a strong GA supporter. Graves, Rokita, and Lipinski are members of the House Aviation Subcommittee. “As a pilot and Co-Chairman of the General Aviation Caucus, I have always felt the responsibility to be a voice for GA in the Capitol,” Graves said. “Unnecessary regulations and bureaucratic barriers cost the industry jobs and prevent pilots from flying. I’m proud today to introduce a bill that improves upon the protections established under the original Pilots Bill of Rights, ensuring we can continue safely taking to the skies and operating as a valuable and vibrant component of the U.S. economy.” The same four House members introduced the Pilots Bill of Rights 2 in the House during the last Congress. Although the pilots’ rights legislation passed the Senate three times, only the section mandating third class medical reform became law.

TRANSITION

Transition to the Sky is a new program offered at the Aerospace Center for Excellence that is designed to prepare people with special needs and their families for future air travel. Participants who experience the program learn what it is like to experience fundamental steps associated with air travel. The real-time simulation allows families to walk through the steps to create an atmosphere similar to an active airport while working between the Sun ‘n Fun Expo Campus and Lakeland Linder Airport. The simulation steps participants experience include: • Airport Arrival • Check-in and Ticketing • Security Screening • Gate and Departure Lounge • In-Flight Simulation • Baggage Claim Parents and caretakers of children or adults with special needs often face difficulties as a result of balancing the needs of their child or adult with the common

“AOPA supports efforts in Congress to increase protections for pilots that will help preserve general aviation’s many contributions to communities of all sizes, including 1.1 million well-paying jobs,” said AOPA President Mark Baker. “We thank Congressman Graves for his leadership in introducing the Fairness for Pilots Act in the House of Representatives and will work with both chambers to move this forward.” The 2017 measures now introduced in both houses contain provisions for fairer treatment of pilots in FAA investigations, and would require the FAA to expedite its efforts to improve the flight information it provides. During FAA investigations or enforcement actions against a pilot, the agency would be required to “articulate the specific activity under investigation” and provide documentation. Aviators would gain the right “to appeal an FAA decision through a new, merit-based trial in Federal Court.” Other provisions would speed up the Notices to Airmen (notam) Improvement Program updates that were mandated in the original 2012 Pilot’s Bill of Rights, require that the FAA include the effective duration of temporary flight restrictions in notams, and certify notam accuracy. For more information, visit AOPA at aopa.org.

TO THE

SKY

stressors of an airport. To make the travel experience as enjoyable as possible, preparation is key. Transition to the Sky will create confident, comfortable, and acclimated individuals that are ready for future air travel. Robb Williams, Director of the Aerospace Center for Excellence is proud to have this program on the Sun ‘n Fun Expo Campus. “This program helps an underserviced demographic in air transportation,” Williams said. “As a retired commercial pilot, this program can only enhance the air travel experience for all individuals, and I am proud to volunteer my time for Transition to the Sky.” Transition to the Sky allows travelers to have peace of mind and learn how to overcome obstacles associated with traveling with people with special needs in a fun and supportive way. Gene Conrad, Airport Director, Lakeland Linder Regional Airport, hopes Continued on Page 10

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May 2017

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The 43rd Annual Sun ‘n Fun International Fly-In & Expo presented by Visit Florida and the Florida Restaurant 11 & Lodging Association took place April 4 – 9, 2017 in Lakeland, Florida. SnF17 was the best fly-in Sun ‘n Fun has ever had. The operators have released the following data and fun facts: • Approximately 200,000 guests attended from more than 60 countries • Brazil, Canada and United Kingdom once again had the highest amount of visitors • Sun ‘n Fun ordered more than 400 Portalets, 18 light towers, 415 golf carts, and 120 tents • More than 4,000 rolls of toilet paper were used during the week • Sun ‘n Fun distributed 90,000 bottles of water and approximately 19,000 sandwiches to volunteers • More than 3,000 volunteers helped during the 6-day event • HAM Radio worked 39 States, 12 Countries, Canada, Italy, Norway, Estonia are some of them and had a total of 742 worldwide contacts for the 6 days. • 38 Student tours were conducted with 969 students • Approximately 400 people attended educational workshops • 500 Students attended the Blue Angels Symposium • 10,000 Visitors toured the Piedmont Aerospace Experience, the only working Boeing 727 Classroom on a high school campus • 7 speakers in the Museum that trav-

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elled Mach 3 (3 times the speed of sound) in the iconic SR-71 Blackbird • 130 Career Minded individuals from 48 states and 3 countries attended our 4th Annual Career Fair with 14 exhibitors • One astronaut, Senator Bill Nelson, spoke to educators during the Aerospace Educators Workshop • First ever UAV Demonstration during an Air Show • 500 People participated in the inaugural Drone Zone • 443 media representatives attended from 16 countries • 5,988 people attended 331 forums • 3,228 People attended 56 workshops • More than 9,000 aircraft movements took place • 510 Exhibitors participated in the event Sun ‘n Fun Radio stats: • Total connections: 21,882 (up 0.5 percent over 2016) Total unique listeners: 8,431 (up 0.35percent over 2016) • More than 44 hours were live broadcasted over the six days • Approximately 120 Live interviews and 120 field interviews were conducted Social Media stats: • Total Reach (Facebook, Twitter, Instagram) equalled more than 2.5 million • Total Impressions equalled almost 10 million • Engagement Rate equalled more than 500,000 on Facebook • Surpassed 80,000 Facebook followers • Fielded more than 500 direct messages

this program helps families. “The Lakeland Airport is excited to play a part in this wonderful program,” Conrad said. “We hope this helps families with special needs become comfortable with traveling. We want everyone to experience air travel; it opens up so many possibilities for families and caretakers.” This new program is designed to build confidence within passengers and their families, allowing them to enjoy the journey to their destinations without the fear that can accompany air travel. Richele Floyd, ACE Education Director, believes this program could be the answer for many families who feel air travel isn’t on their horizon. “Transition to the Sky is a program

designed to assist families with apprehensions of air travel,” Floyd began. “I have spoken with many families who feel prohibited to fly because they do not want to expose their child to the common obstacles or confusion associated with an airport. This program will immerse them in a simulation in a fun and supportive way and hopefully break any barriers they may have. We want to help families feel confident that air travel is possible for them; preparation is the key.” The next simulation for Transition to the Sky will run on May 11 at 9 a.m. The simulation typically lasts two hours, and registration is open to the public. To learn more about this program, please contact Richele Floyd at RFloyd@flysnf.org or call her at 863/644-2431.

May 2017

GAMA WELCOMES NEW ERA OF GA DEVELOPMENT WITH FINAL CS-23 RULE www.inflightusa.com

The General Aviation Manufacturers Association (GAMA) last month hailed the launch of the European Aviation Safety Agency’s (EASA) CS-23 final rule, calling it a true breakthrough for the general aviation sector. The new CS-23 framework will dramatically improve how easily new safety technologies and products can be developed and made available to customers. Manufacturers and suppliers will no longer have to comply with overly prescriptive design requirements, which have not kept pace with the development of technology. Instead, industry will now be able to more nimbly respond in a costeffective manner through performancebased safety rules, coupled with consensus standards for compliance. “This is a landmark day for the general aviation industry,” GAMA President and CEO Pete Bunce said. “This rule is nothing less than a total rethinking of how our industry can bring new models of pistons, diesels, turboprops, light jets, and new hybrid and electric propulsion airplanes to market, as well as facilitating safety-enhancing modifications and upgrades to the existing fleet. The new

CS-23 rule makes it easier for manufacturers to do so by reducing the time, cost, and risk involved in certification. This will provide existing and future pilots with the tools they need to fly safer and more easily.” “EASA CS-23 are new smart and flexible rules that were prepared with, and for, a safe innovative general aviation industry,” added Trevor Woods, EASA’s Director of Certification. The new rule forms part of a global, harmonized effort to develop common certification standards; removing regulatory barriers and promoting the acceptance of airplanes and products worldwide. The U.S. Federal Aviation Administration (FAA) is also in the process of implementing its Part-23 rule for small airplanes, a result of recommendations from the Part-23 Reorganization Aviation Rulemaking Committee, which GAMA co-chaired. Other leading aviation authorities are expected to follow suit to implement similar rules, creating a truly global framework. “It would not have been possible to reach this milestone without the dedication and tireless efforts of many in the

industry and EASA,” Bunce noted. “This initiative is truly the poster child of future rulemaking: with a cooperative, global approach between authorities and all relevant stakeholders.” “Using the international standards body, ASTM International, seven of the world’s leading authorities have been

A

11

working with 250 different stakeholders to agree upon a continually evolving body of standards to underpin the rule. In parallel, EASA retains its independent role in surveillance and oversight, while strengthening its risk-based methodology to improve safety.” Continued on Page 13 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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In Flight USA Celebrating 33 Years

IT’S ALL ABOUT YOUR PERSPECTIVE

May 2017

Flying into Writing By Eric McCarthy

C

ruising along serenely with my friend and fellow CAP squadronmember, Derek, we passed over the LA Coliseum at 8,500 feet en route to Van Nuys VOR (VNY). We were flying up the Central Valley for one of my photo missions in my friend, Rich’s, Cessna. It was a beautiful day with few clouds and unlimited visibility. We had a bit of a headwind as we traversed the mountains on V107 north of the Fillmore VOR (FIM), and had been anticipating some turbulence, but it never materialized, and we were able stay at 8,500 feet for the crossing. There’s some pretty inhospitable territory in those mountains, with not many options for an emergency landing. Subconsciously, I began to “cheat,” adding a little “insurance altitude” by climbing to 9,000 feet; Derek called ATC to request a block of airspace between 8,500 feet and 10,000 feet. Other than the airliners passing way overhead and a couple of business jets on their way to Van Nuys (KVNY), there was no other traffic, so our request was immediately granted. Entering the Central Valley south of Taft, the scenery changes dramatically––from rugged, forested mountains to rolling hills and flat agricultural land that stretches to the horizon. Much of the land below us throughout this area has been scarred by oil production, a pock-marked labyrinth of drilling sites, empty pads, and storage facilities, but to our left is a spectacular view of the Southern Coastal Range and Carrizo Plain in full bloom. The recent winter rains brought out the vibrant greens and brilliant yellows of the wildflowers covering the hills and valleys as far as the eye could see! These hills and valleys are usually a monochromatic tan suede color, so to see them in bloom like this was quite a treat! I’m always impressed when professional pilots express their enthusiasm for racking up a few more hours in a small aircraft. Derek, call sign “Fluff,” logged thousands of hours as an S-3 Viking pilot in the Navy and then as a Southwest 737 captain but still just loves to aviate. In fact, Derek, an excellent writer in his own right, just had his first article published in the April issue of AOPA Pilot Magazine – a compelling story of rediscovering the joy of flight in a Light Sport Aircraft after his lengthy and illustrious career came to an end (https://www.aopa.org/news-andmedia/all-news/2017/april/pilot/musingssaved-by-milt). I mentioned to Fluff that he could have easily crossed the country in the time it would take us to complete our

Above: Corrizo Plain and hills in bloom as far as we could see. (Eric McCarthy) Right:Garmin G5 - Notice the near-perfect coordination and altitude – I suspect Fluff was flying at the time… (Eric McCarthy)

mission. He dismissed my comment, noting that “the earth seems to slide by at the same rate from 35,000 feet…” Here, as we droned along at 90 knots groundspeed and 8,500 feet, we enjoyed a completely different view of the world than he had spent a career viewing from 35,000 feet. I hadn’t thought of it that way, but it’s true – it’s all about your perspective.

Accident Chain?

Approaching Avenal VOR (AVE), I noticed a new icon on the Garmin G5 Rich had recently installed. The G5 is an incredible instrument, and was working just fine, but wasn’t there a lightning bolt displayed over the battery symbol indicating it was charging? I wasn’t quite sure what exactly the new icon was trying to tell me, but I was quite sure it involved a red “X,” and that’s never good news. Somehow we had enough cellular coverage for me to download the G5 Pilot’s Guide to my iPhone that I had uploaded to my DropBox when the G5 was installed. Yep, there it is: a lightning bolt with an “X” through it! “Battery charger hardware fault, or temperature too high or low to charge the battery safely.” Hmmm… I wonder what that’s all about. We checked circuit breakers and fuses – everything was in order. The G5 seemed to be operating perfectly off its internal battery – or was it working off the plane’s battery? Well, either way, it didn’t seem to be a critical problem, so we continued onto our photo target 75 miles distant.

Most of the flying to and from the target site is straight and level – somewhat boring. But once at the site, we needed to maneuver to get the pictures, and this is where Fluff’s years of experience in chasing subs over the Pacific really came through. In addition to orbiting the large development site, we were also tasked with photographing about 20 miles of winding road through the hills and valleys, requiring lots of relatively low-level maneuvering. He was in his element executing perfectly coordinated, tight turns while holding altitude – much as he had done at 500 feet over the ocean zeroing in on enemy submarines. I always keep an eye on our airspeed, attitude, and altitude whenever I surrender the controls to my “guest” pilots, but this time it was clearly unnecessary. I felt very comfortable as I hung out the window with my camera with Fluff at the controls. We finished up at the photo site and headed to Los Banos (KLSN) to refuel. After stowing my camera gear, I took control for the short flight. Wait – what was that? Do you smell anything? For just a moment, I thought I got a whiff of smoke – and then it was gone. It really didn’t smell electrical or fuel related – more like a campfire… maybe it was something on the ground. Derek hadn’t smelled anything, and we’d be on the ground in just a minute anyway, but we would definitely give it a more determined “sniff” test when we shut down. We refueled and checked for any

indication of problems, but found none, so we launched for lunch at the OneNiner Diner at Paso Robles (KPRB) 84 miles south. We checked in with NORCAL Approach to get flight following; we were given a squawk code and asked to identify. NORCAL: Skyhawk 99700, NORCAL - we’re not getting your Mode C. Say altitude and position. US: We’re currently at 4,000, climbing 7,500, abeam Panoche VOR and we’ll cycle the transponder, 99700. Derek restarted the transponder but noticed that the interrogation light was very intermittent at best or not illuminating at all and began to troubleshoot as best he could. The way the transponder is mounted in Rich’s plane allowed for a narrow gap at the bottom of the avionics stack – probably to facilitate airflow. Fluff reached in and quickly removed his hand. “That’s really hot in there…” I reached in to give it a try – yep, it sure is! Maybe that was our problem overheating… NORCAL: Skyhawk 99700, NORCAL – we’re still not getting your Mode C; we’re having problems with our radar in that area…We might be able to pick you up in about 20 miles. No reported traffic in your area. Okay, maybe it’s not us – maybe it’s their radar. Everything else was working fine… Let’s get some lunch, let everything cool down, and we’ll reassess then. We also needed to call Rich to let him know of the issues we were facing and get his take. We enjoyed a delicious burger for lunch then returned to the plane. We preflighted and, again, double-checked everything we could think that might have been causing our overheating problem. Nothing… It was time to call Rich. Rich is kind enough to let me use his plane, and I try to take care of it as if it were mine, so I felt bad making the call to tell him we were having problems with his plane, but I also felt he should know and be a part of the decision-making process going forward. Rich was very understanding: “…no worries… old avionics are going to fail sometime…” Safety, of course, was our number one concern. We had checked the circuit breakers and fuses again, and verified that the avionics fan was working – we could find no obvious cause for our problems, despite both the transponder and the battery charger for the Garmin G5 indicating overheating problems. Weighing our options, we all decidContinued on Page 14

NBAA: PROPOSED RESTRICTED AREAS IN ALASKA WOULD HAVE NEGATIVE OPERATIONAL IMPACTS

May 2017

NBAA has filed formal comments in opposition to proposed new restricted areas proposed by the FAA as R-2201A through H, and J, in Fort Greely, AK, near Allen Army Airfield. The agency has proposed the change at the request of the U.S. Army, which is seeking this airspace carve out to “conduct full spectrum helicopter gunnery training, longer range firing on target areas and integrated use of varied weapon types.” NBAA opposes the creation of this new restricted area, said Heidi Williams, NBAA’s director of air traffic services and infrastructure, on operational and safety grounds. “Eliminating access to more than a half dozen critical low-altitude IFR routes will have significant impact on the connectivity between northern and southcentral Alaska. Further compressing of VFR traffic in this already-constrained VFR corridor is a bit like threading a needle – and will result in safety and operational impacts detrimental to navigating Isabel Pass,” she said. “If created, the new SAA [special activity area] would impact safety and operational efficiencies in Alaska.”

www.inflightusa.com

“This restricted area would impact the LifeMed flights we conduct out of the Fairbanks area,” said Steven Lewis, Aeroair LLC program manager. “We currently receive re-routes from ATC when the MOAs are active, even though we are medevac. To circumvent these vast areas when filing would prove to be extremely onerous to the patients awaiting care by adding to the preflight planning of a timesensitive flight.” The proposed SAA will make flying in Alaska more difficult and less safe, said Kristi Ivey, NBAA’s Northwest regional representative. “In the unique operating environment that Alaska provides, general aviation pilots are already required to manage multiple challenges, such as terrain and weather. “This proposal would only serve to add an additional level of risk that could potentially affect the safety of the operations. Our members and the general aviation community in Alaska need proposals that would improve safety, not detract from it,” she said. For more information, visit nbaa.org.

Final CS-23 Rule Continued from Page 11 “These new rules will allow us to bring new airplane models with features using increased automation to market,” stated Simon Caldecott, President and CEO of Piper Aircraft as well as Chairman of GAMA. “We anticipate that these new features will not only help increase the user experience, but will help improve safety.” “It’s revolutionary,” remarked Ivo Boscarol, CEO of the Slovenian manufacturer Pipistrel, “‘which is why we have been an active supporter of the CS23 initiative. Right now, we see tremendous opportunities in hybrid and electric propulsion and increased automation.

The new CS-23 will enable us to move at the pace of these developments and more readily leverage these innovations.”’ “I am sure the result we see here today is a testament to what we can accomplish when government and industry work hand in hand to achieve a common goal,” added Matthias Betsch, CEO of Flight Design Germany. “In fact, it might be the best example yet of global cooperation between aviation authorities.” The new CS-23 framework goes into effect on August 15, 2017. For more information, visit the GAMA website at gama.aero.

2017 Sun ‘n Fun Continued from Page 10 for customer service – and responded to 99 percent of them in fewer than 20 minutes Florida Aviation Network stats: • 82 Volunteers were on the crew and worked throughout the week of Sun ‘n Fun 2017 .

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5200 TT; 260 SMOH w/3-Blade Propeller. Collins Microline digital IFR w/King Slaved HSI, King KN-62A DME, Garmin 150XL GPS, 300A A/P cpld to HSI, 4Place Intercom, Good P & I & All Logs since New! Carson City, NV....$94,500

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Flying Into Writing

Continued from Page 12 ed we would make the attempt to get back to Palomar (KCRQ). If we had any additional problems following take-off, we could turn around and land back at Paso; if not, we would press on. Worst case, if the transponder failed, we’d have to skirt LAX’s Class Bravo and possibly land short of Palomar at French Valley (F70) or Fallbrook (L18) due to the 30mile Mode C veil around San Diego (KSAN). We had plenty of fuel, and we could deal with those issues as they came up – at least we’d be closer to home. The decision was made, I discussed with Derek that I wanted us to be “springloade” – this sounded an awful lot like an accident chain, and it would look pretty bad if we two idiots couldn’t have figured that out! He readily agreed. We took off and joined our course to Fellows VOR (FLW). As we cleared the airport’s airspace, Derek contacted Oakland Center to pick up flight following. Again, we were given a squawk and asked to identify. We did, and it worked this time! All was right with the world again! Apparently our plan to let everything cool over lunch had worked. Until it didn’t… Approaching Fellows, we got word once again that ATC was not receiving our Mode C. Hmmm… Okay – cycle the transponder – still nothing… Then I remembered that I had put cold packs in the cooler – I think they’re made for icing injuries. Derek

NATA Town Hall

Continued from Page 8 the issues impacting them the most, which will help facilitate committee meeting initiatives.” Bergeson said. Kohlman added, “It was wonderful to see so many segments of the general aviation business community at NATA’s inaugural FBO Town Hall. There was excellent discussion on the past, present, and future of the general aviation industry.” Eisenstein

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dug them out and applied them to the bottom of the transponder; a few minutes later, ATC informed us that they were getting our Mode C again. Aha! We may have figured a way to make this work after all! Nope! Twenty minutes later it failed again… But by this time, a plan was developing in Fluff’s mind: if we could time this just right, we could finesse it so that we could get through the Class B. Off went the transponder – ATC wasn’t receiving it anyway, but they did have us as a primary radar target. The goal was to let it cool until we got closer to the decision point just past Fillmore VOR, then turn it on to get through the Class Bravo airspace. It worked – mostly; we still had some intermittency, but it worked long enough to get us through LAX and on our way down the coast. But another test loomed ahead: we’d need it to work again when we got closer to Palomar so we could get into the Mode C veil, which begins about 13 miles north of the airport. Off went the transponder, and under went the ice pack again, until we got to the San Onofre Power Plant, where we crossed our fingers and turned it back on. Moments later, the controller announced that they were receiving our Mode C again… what a pleasant surprise! All it took was a little ingenuity and we made it home! It was a long, challenging, but enjoyable flight. Until next time – fly safe!

concluded, “We thank XJet for allowing us to meet at their location and Aviation Management Consulting Group and AirCulinaire for sponsoring lunch. We received excellent feedback and it was gratifying to hear the support of the aviation business community for NATA’s efforts to oppose economic regulation of FBOs and the airline attempt to take over the nation’s air traffic control system.”

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NEW ANNOUNCEMENT FROM CIVIL AVIATION AUTHORITY CHINA May 2017

In Flight USA Celebrating 33 Years

AsBAA, Asian Business and General Aviation Association, Asia’s largest nonprofit representative trade body for business and general aviation (GA) recently welcomed a new announcement from the Civil Aviation Authority China (CAAC) to rollout a two-year pilot plan project, designed to sup-port and grow GA across four regions within China. These initiatives by the CAAC and the Cen-tral Government’s National Development and Reform Commission (NDRC) will continue to sup-port and build on AsBAA’s long-term advocacy for and promotion of the continuous development of GA across Greater China. AsBAA Vice Chairman, Kevin Wu, shared, “This is a very encouraging move from the CAAC and one that will benefit the business and general aviation industries in Greater China. From this an-nouncement, we expect to see further cooperation between associations like AsBAA with one of the largest member-based lobby groups in the region and CAAC with a view to working together in simplifying regulatory oversight and creating win-win outcomes for the private and public sec-tors. AsBAA will continue to offer its full support and resources of its members with the CAAC and other economic development bodies to represent the interests of its members and the Chi-nese people.”

This welcomed announcement comes ahead of the biggest general aviation conference and ex-hibition event, ABACE in Shanghai, China. Both NBAA––National Business Aviation Association and AsBAA co-host ABACE17, that is being held from the April 10-13, 2017 at the Hawker Pacific Private Jet Terminal at Honqiao International Airport, Shanghai, China. Speaking about this year’s show, AsBAA’s China Committee Chair, Rocky Zhang, commented, “This announcement of several pilot plans being initiated across China from the CAAC is very timely – in fact ABACE is hosting two education sessions this year specifically on GA topics such as GA infrastructure, risks, open skies, and UAV development, all topics directly affected by these schemes. We en-courage industry players and media alike to attend ABACE17, which will have many talented in-dustry speakers discussing the rise of the UAV (unmanned aerial vehicle) and GA in the region and what is needed for sustainable development.” The CAAC pilot project plans will cover the following four regions of China: Northeastern, East-ern, Northwest, and Xinjiang. The plans will seek to improve efficiency and management of serv-ices and regulations relating to General Aviation as follows: CAAC General Aviation (GA) Management –Project Plan Details.

Editorial: Learning

Continued from Page 6 ed. Classes this writer teaches today no longer use sectional charts, plotters, or E6B computers. Routes, flight planning, checklist, weather information, and much more are simply provided through use of technology. Don’t get me wrong. This writer uses and teaches these technologies but does not need them. They are simply tools, some very good tools at that. The problem is that for too many pilots, the “tools” have taken the place of knowledge. Accident statistics are building and point out that such a view does not work well. So, what is the take home. If you are a new student, view your CFI as a sports coach. Anyone who has taken tennis or golf lessons knows that a good coach will drill you on the basic foot work, proper positions, swing methodology, and many other aspects of the sport before letting you take a whack at the ball. It takes time and practice. Flying is the same. Ask yourself, did your CFI start you out with a tablet and electronic flight bag, or per-

haps a detailed lesson on operating the auto pilot? Or did that instructor start you out with a chart and a plotter, a chart supplement and a call to FSS, knowing exactly what to ask for? This writer recently encountered a student who proudly announced that he would not have gotten into flying if tablet programs had not been available to do all his planning for him. Candidly, I suggested he consider another hobby. These words are not simply the grumblings of an old pilot. The FAA is also questioning over use of advanced technology and automation. Accident rates have increased as stick-and-rudder flying skills have been replaced by flight management systems. It seems like technology can fool just about everybody, except the plane. Don’t be a lazy learner; become proficient with the basics and practice them, using every sense you can muster. Get that holographic image before every flight, and then fly the real thing. Oh yes, and never stop learning.

May 2017

F

By David Brown

or many years, I had harbored the desire to fly a Spitfire. This dream started when I was allowed, as a schoolboy, to sit in the cockpit of a Spitfire at RAF Woodvale, and had persisted since my early flying days in England. Together with fellow Air Cadet, Alan Walker, I had spent my weekends at Woodvale supporting operations to fly other Air Cadets at 10 Air Experience Flight, which enabled us at the end of the day to wangle a quick 15-minute flight in the Chipmunks. After college in England, and more Chipmunk flying with the RAF and in civilian life, I started a career in the flight testing of jets, initially in England, and flew light aircraft at weekends. I still had the Spitfire dream, but Spitfires (especially two-seaters) are rare. Time passed and we moved on, Alan advanced into airline flying, and eventually progressed to a Senior Captain position with Cathay Pacific flying the mighty Boeing 747. By then, I had moved to California where I worked in Flight Test and various Advanced Design groups, taught aeronautical engineering at a university and the USAF Test Pilot School at Edwards Air Force Base, and was lucky enough to be involved on the periphery of various warbird operations. We corresponded occasionally, and I saw on Facebook that he now flew a Robin, G-FEEF (aka Fifi), which he based in England. He was also an accomplished warbird pilot and flew Spitfires, Hurricane Sea Fury, the B-17 Flying Fortress, and even the notoriously tricky Messerschmitt 109… pretty impressive. Last summer, my wife and I spent a three-week vacation traveling in Europe and later planned to meet family in Surrey, England, as it was a couple of years since we had all been together. We would finish off with a trip to London for the weekend to celebrate my birthday, then drive back into Surrey for a couple of days before returning to California. It would be a busy weekend. Our son, Simon, would be on business in Europe and was scheduled to fly into Gatwick on the Sunday morning then join us later. He suggested that it would not be far out of our way to drive from London to Surrey via Biggin Hill. He would meet us there. (Biggin Hill was a very significant airfield during the Battle of Britain). My wife and I had last visited Biggin Hill while at college. It just so happened that Biggin had a Heritage Hangar full of Spitfires… How could I resist? And so our plans were changed… just a bit. On a Sunday morning in August, the

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same time of the year as the Battle of Britain, we drove into Biggin Hill and found Heritage Hangar. The staff greeted us and escorted us inside. It was an impressive sight. Heritage Hangar looked like Aladdin’s cave with Spitfires shoehorned into every corner. We walked slowly through the hangar, marveling at various Spitfires and even a Messerschmitt 109. Two-seater MT818 was inside while MJ627 was on the ramp outside (There are only eight two-seat Spitfires flying in the world). As we were being shown this lineup of Spitfires, I was suddenly aware of an aircraft taxiing towards us. Improbably it was Robin GFEEF, which shut down outside the hangar. With a big grin on his face, Alan Walker stepped off the wing, walked over, and shook my hand. Almost at the same moment our son, Simon, arrived by car from Gatwick. One look at their faces gave the game away. They had got me. My birthday present was to take flight in a two-seat Spitfire. My dream was about to be realized. A few minutes later, I met Clive Denney, who would be my pilot, and I was fitted out with a flight suit, gloves, and bone-dome. We briefed in the hangar. Clive would conduct the takeoff and landing and get us in and out of Biggin Hill airspace. I would fly the Spitfire for the rest of the sortie. There was no time to have butterflies. I walked out to the Spitfire and slowly walked around it. The huge four-blade propeller and the V-12 liquid-cooled Merlin engine dominate the Spitfire. Taildown, it squatted outside the hangar. Elliptical wings made it difficult to manufacture, but they are aerodynamically efficient and aesthetically pleasing. This actual Spitfire left the Castle Bromwich factory in 1943. As it entered service in the fall of 1944, it has D-day stripes on the rear fuselage and under the wings. It is coded 9G-Q to honor 441 Squadron RCAF, with whom it served. It had one kill to its credit, a Messerschmitt 109. As a Spitfire Mk 9, with a more powerful Merlin than the Spitfire IIs in the Battle of Britain, it had improved performance to combat the later Messerschmitt 109s and the FW 190s, which entered service in the following years. This aircraft in 1950 was converted to a two-seat trainer (hence the T-9 designation) and served as a fighter trainer with the Irish Air Force, then was owned by a succession of private owners. It is currently based at Biggin Hill and operated by Heritage Hangar

SPITFIRE

17

‘Flying the Spitfire

It was time to climb aboard my Spitfire. With the small door on the lefthand side of the cockpit lowered, I climbed into the rear cockpit. I sat on the seat-type parachute, and with some assistance strapped into the parachute harness, tightened my chute straps, then the seat harness. Next I learned the procedure for emergency egress: lower the seat, jettison the canopy, open the cockpit door, and jump out. Then I raised my seat until my bonedome just cleared the canopy, using a lever down by my right hand (it bore a strong resemblance to an MG car handbrake I remembered from my youth) and checked out the cockpit. I learned to fly with the RAFVR on Chipmunks. The Spitfire instrument panel is in some ways reminiscent of the Chipmunk, with basically the same blind flying panel, including a large turn and slip gauge and a large P4 magnetic compass down at the base of the stick. I must admit the engine department is a tad more complex in the Spitfire with the addition of boost gauge, propeller, and supercharger controls. We now had a pneumatic system (for the brakes and flaps). The substantial throttle is mounted on the lefthand cockpit wall, while the gear selector labeled “Chassis” was on the right-hand wall. I recalled that Spitfire pilots had to change hands on the stick while retracting the gear after takeoff. Still, nothing’s perfect. A small switch on the top left of the panel controls the flaps (pneumatically operated and selected either fully up or fully down). The control column itself is a hefty item split part way up to give full aileron movement without banging into your knees. It is topped by a spade-grip with a gun safe/fire switch. My ground crew raises the cockpit door by my left elbow and it clicks into place. The canopy slides forward and locks above my head. Make no mistake, this is a serious military airplane. The cockpit door panel by my left elbow contains a crowbar (painted red) designed to smash the canopy if it jams closed. The cockpit is just adequate; my shoulders touch on either side. I’m more than six feet tall, but it’s not cramped. Alan Walker had stated previously, “You do not just sit in a Spitfire, you wear it.” That’s a perfect description. In a moment of deja vu, I realize that the last RAF tailwheel aircraft I was in was a Chipmunk, and Alan Walker was with me on that occasion. Now, an accomplished warbird pilot himself, he is Continued on Page 18

Ready to start with the author in the rear cockpit. Spitfire MJ627 piloted by Clive Denney on the ramp at Biggin Hill. (Clare Brown)

Taxiing the Spitfire is done cautiously. The narrow gear, poor visibility over the nose, and powerful engine combine to make the task difficult. The stick is kept back to stop the Spitfire from tipping on its nose. MJ 627 carries the Squadron markings Q-9G, an authentic Royal Air Force camouflage paint scheme for late in WWII and Invasion black and white stripes, which all Allied aircraft carried for the invasion of Europe in June 1944. (Clare Brown)

Spitfire airborne, with the unmistakable sound of the V-12 in-line Merlin engine echoing across the field. Main gear is retracting. The tailwheel on all Spitfires stays down. (Clare Brown)

The Spitfire cockpit belongs to a no-nonsense war machine; Throttle and elevator trim wheel are on the left, Firing button is on the spade grip (for a two- handed grip on the stick at high speeds). The Blind Flying panel is in the center, and engine gauges on the right. The seat pan contains the parachute. Rudder pedals have an upper set of footrests. Under high g, the pilot can resist g forces better using the upper set of pedals. (David Brown)

18

May 2017

In Flight USA Celebrating 33 Years

Flying the Legendary Spitfire Continued from Page 17 standing at the wingtip to keep an eye on me. I appreciate that, and we exchange a mutual thumbs-up. Clive Denney climbs into the front seat. We establish communication over the intercom. We confirm the procedure for my taking the controls and if we lose communications. Basically, we will be using the intercom, backed up by wiggling the stick to confirm change of control. If we lose the intercom, we will revert to visual signals. (Clive has a rear-view mirror, and I can

see his eyes in his mirror). My cockpit is about three feet behind Clive and a couple of feet higher than the regular cockpit. The mission plan is that Clive will takeoff, clear the Biggin Hill Airspace, (Gatwick airport is close by and Heathrow airspace extends over the top of the field), and then hand control to me. I am cleared to check on the handling of this legendary fighter as far as we can accomplish this in the indifferent weather, and let me experience what it was like to fly the Spitfire in this historical air-

space where the Battle of Britain had taken place. Denney completes his pre-start checks. We confirm communications over the intercom. It is time to prime and start. There is a moment of silence, then the propeller starts to turn slowly, and the Merlin engine fires up with a burst of smoke from the exhaust stacks. The Merlin is loud, despite my noise-cancelling headset. The engine warms up at 1,000rpm, and I watch the radiator temperature rise. The pneumatic brakes are released and we turn onto

Richard Paver’s superb shot of MJ627 shows the classic lines of the Spitfire. (via Heritage Hangar)

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MJ 627 after our day’s flying is complete. The red patches on the wing indicate the position of four of the 0.303 Browning machine guns originally fitted. Inboard of these were a pair of 20mm cannon, now removed. (David Brown)

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The Spitfire is a small fighter, compared to the Mustangs and Thunderbolts, which are more familiar to U.S. readers, and which came later in WWII. This was converted into a two-seater in the 1950s and then served with the Irish Air Force. There are only eight two-seaters now flying. (David Brown)

the taxiway. As Denney taxies, I keep one eye on my Radiator Temperature Gauge. One of the less endearing design features of the Spitfire is that the radiator airflow is blocked by the lowered landing gear, so ground operations are always carried out with one eye on the rising engine coolant temperature. We taxi past the Biggin VOR and stop on the taxiway for Runway 21. We check that brake and pneumatic supply pressure are okay. Magneto checks are carried out quickly, then generator checks, and we get takeoff clearance and turn onto the runway. I recheck my trims, and that the rudder-trim is full right. “OK back there?” I confirm that I’m ready to go. The stick is pushed hard right in anticipation of the Merlin’s torque mashing the left gear into the runway. The noise level rises to an overwhelming Continued on Page 19

May 2017

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Flying the Legendary Spitfire Continued from Page 18 roar as the Merlin is unleashed. I can feel the nose trying to swing left and Denney applying right rudder to counteract it. The Merlin is steady at plus-four boost. (Modern operations baby the engine in deference to the fact that Merlins are now 70 years old. In wartime use, it was not uncommon to use plus-seven boost or more on takeoff of a heavily loaded Spit). We smoothly accelerate, and the Spitfire comes off the ground. The gear comes up and the throttle is eased back. We accelerate to around 190 mph and are covering the ground at better than three miles a minute, with the farmland of Kent unrolling below. Off to our right and only six miles from Biggin is Kenley, which shared the brunt of the German raids. Kenley is no longer used for power flying, just as a gliding school Clive’s voice brings me back to the present. “You have control” I’ve waited a long time for this; “I have control,” I confirm. It’s easy to say, but uttering the

The Spitfire is a spectacular aircraft from any angle. The trademark elliptical wings make a good recognition feature. Various models of Spitfire served in the Royal Air Force throughout WWII, with more powerful Merlins and later Griffon engines to give higher speeds for dealing with FW 190s and V-1 flying bombs. (David Brown)

words sends a shiver down my spine. I’m flying a Spitfire, one of the most potent piston engine fighters of its day. This is the stuff of legend. I cautiously take hold of the stick and shift my feet on the rudder pedals. I start by moving the spade-grip cautiously to the left, then to the right. The horizon tilts then reverses. The ailerons are precise and light. The rudder is heavier, but the sideslip needle responds instantly and settles showing a degree or so of left sideslip. I attempt to zero the slip needle with the pedals. It’s not as easy as I thought. After all, I’m counteracting about 1,000 horsepower rather than the 145hp of the Chipmunk. A barely perceptible fore-and-aft movement of the stick enables me to adjust our altitude by a few feet. The Spitfire holds altitude well. We are sliding under a

cloud deck, which limits us to 2,000 feet. Speed settles at 215 mph. The Merlin is barely breathing hard. Wow. I’m flying a Spitfire. Clive says “Come left,” and I instinctively clear our flight path left and forward, noticing in my foreground the classic elliptical wing of the Spitfire adorned with the red and blue of the RAF roundel, then bank left towards the town of Sevenoaks. We roar over the Clacket Lane Services on the M5, heading east. Of

course, the British motorway system did not exist in the ‘40s, but the farmland beneath is unchanged. At this point, my intercom fades away in its battle with the roaring Merlin… I see Clive’s gloved hand in his rear-view mirror indicating that I should proceed straight ahead. I roll out of the turn and we settle on a northeasterly heading. After a couple of minutes, we fly over the M25 motorway again as it heads north. Then we fly over the M20 and past Brands Hatch Motor Racing circuit, which

19 coincidentally is the site of the British Motorbike Championships running this day. The fields of Kent are sliding past below us. It’s August in the southeast of England. In July and August 1940, the Battle of Britain raged across the sky in this area. I shiver and scan the sky for Messerschmitts. At the start of the Battle of Britain the RAF had around 900 fighters, mainly Hurricanes and Spitfires. Across the Continued on Page 20

20

May 2017

In Flight USA Celebrating 33 Years

Flying the Legendary Spitfire

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Continued from Page 19 channel, the Luftwaffe had three air fleets, made up of 3,500 aircraft. Initially targeting convoys in the Channel, the Luftwaffe moved on to hitting the RAF airfields. The fighting was ferocious. On Sept. 7, 300 bombers escorted by 600 fighters hit London. The Luftwaffe lost 29 planes; the RAF lost 38 planes and 20 pilots. The following day, the Luftwaffe lost 28 planes and the RAF 19. By now, invasion barges were massing in French ports, and the invasion of England was planned late in September. The biggest raid was on Sept. 15. The German armada came in over the Channel and over Kent in two waves, the first comprising 100 Dornier Do 17 bombers escorted by 400 fighters. Every RAF Squadron was airborne to defend against the Luftwaffe, and when Prime Minister Churchill, who was visiting the Control Center in Uxbridge asked about reserves, he was given the answer, “We have none.� It was that close. At the end of the day, 40 bombers had been shot down. The German High Command could not stomach such losses. The invasion was postponed indefinitely. I bank left, rejoicing in the handling of this fighter, until we are headed south again, then reverse course with a right turn until the London docks are on the skyline to the north, through the blur of the propeller. The Luftwaffe devastated the east end of London and the docks. I pull out my aeronautical chart. We are over the middle of Kent. The Thames is three minutes to the north, and Beachy Head on the South Coast is 10 minutes to the south as we cruise at a leisurely 210 mph as we range across Kent. It’s all frighteningly close. There is no time at all for an enemy bomber fleet to cross the Channel. The defending Spitfires and Hurricanes had to climb flat-out to intercept the German raids. The Spitfires, with marginally better performance, were usually the ones to hit the high-flying Messerschmitt escorts, while the Hurricanes went for the bombers. They were often outnumbered, with a couple of Spitfire Squadrons facing 50100 Messerschmitts. The ace up the sleeve of the RAF was that they had radar, which enabled controllers to see the Luftwaffe formations forming up over France and crossing the channel and to vector the RAF Squadrons towards the raids. The Spitfires could just get to 20,000 feet in 15 minutes over the South Coast to hit the bombers. Heading north, we are nearing the Queen Elizabeth II Bridge over the Thames, and I bank right towards

Putting the Spitfire to bed. Heritage Hangar is chock-full of Spitfires. (David Brown)

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Typical TOW: 7,500pounds Rochester, which in 1940 was the home of the Short Brothers factory building Stirling bombers, and which was also hit by Luftwaffe raids during the battle of Britain. I check my panel again. Engine instruments are all indicating normally, and radiator temperature has come down. We bank over the airfield at Rochester. Fortunately, the sky is clear of Luftwaffe Dornier 17s and Heinkel 111s. I turn right, heading towards the South Coast. I explored the South Coast by air many years ago flying a Tiger Moth biplane. Then I was covering the ground at 80 mph. Now we are cruising at almost three times that speed. The clouds are breaking, and I experiment with a few more medium turns, trying to put an imaginary bead on a Messerschmitt. The Spitfire is very responsive. It has a sports car feel to it. I progress to steep turns, initially to the left, and reverse to the right, and correct on the rudder, as the nose wants to slide sideways. I’m surprised at how little Continued on Page 21

May 2017

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Flying the Legendary Spitfire Continued from Page 20 effort it takes in pitch to achieve significant g forces (Spitfire two-seaters were notoriously light in pitch because of their aft center of gravity), but I see how the tight turning circle could be used to deadly advantage to out-turn an opponent. Battle of Britain Spitfire pilot, George Unwin, said, “…the Spitfire could sustain a continuous turn inside a Bf 109E, which would flick into a vicious stall and spin without warning if pulled around too tightly. The Spitfire would give a shudder to signal it was close to the edge, so when you felt the shake, you eased off on the stick”(Aircraft of the Aces-Legends of WWII by Tony Holmes and Iain Wyllie). We head back towards Biggin Hill and circle over Sevenoaks. I’m soaking up the sensations of flying this machine and go around in another 360-degree turn, just because I can. It is pure fun. There’s an expanding patch of blue sky ahead, just short of Biggin Hill. “We’ve enough space for a roll,” said Denney, “and I’ll take it from here.” I reluctantly relinquish the controls. The throttle advances and the roar of the engine deepens. Then the stick comes back and we start to climb. We climb up into the blue, and the stick smoothly goes over to the right. The world tilts, we are inverted, and my view is of sun-dappled cornfields over the nose, then we are recovering to level flight, a victory roll. How appropriate for a Spitfire. We come back overhead Biggin Hill heading west. The throttle comes back, and once we are

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below 160 mph, both flaps and gear are lowered. We get two green lights as the mains lock down, and I can see that the visual indicators on the top of the wing are standing proud as confirmation. We bank right onto a curving and descending downwind leg. The Prop control goes forward, and the engine note rises. Flaps are now fully down. Radiator shutters are checked open. Brake and pneumatic pressures are in the green. The Spitfire

21

banks round onto final approach at 95 mph. Exhaust stacks are barking noisily. Denney maintains a curved approach to keep the runway in sight past the nose. We gently touch down for a tail-down wheel landing. We slow on the runway, Denney raises the flaps, and we backtrack on the runway then taxi back slowly. Back at the hangar, we idle for 30 seconds then shut down. The engine coughs into silence.

Before we flew, my son had said as my canopy was closing: “You’ll enjoy it. Everyone who flies the Spitfire comes back with a grin on their face.” He was right. Thanks to Simon Brown, Alan Walker, Clive Denney, and the crew at Heritage Hangar for helping me participate in this once-in-a-lifetime experience.

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The Federal Aviation Administration (FAA) is using its existing authority under Title 14 of the Code of Federal Regulations – “Special Security Instructions” – to address national security concerns about unauthorized drone operations over 133 military facilities. This is the first time the agency has instituted airspace restrictions that specifically apply only to unmanned aircraft, popularly known as “drones.” The authority is limited to requests based on national security interests from the Department of Defense and U.S. federal security and intelligence agencies. U.S. military facilities are vital to the nation’s security. The FAA and the Department of Defense have agreed to restrict drone flights up to 400 feet within the lateral boundaries of these 133 facilities. The restrictions will be effective April 14, 2017.There are only a few exceptions that permit drone flights within these restrictions, and they must be coordinated with the individual facility and/or the FAA. Operators who violate the airspace restrictions may be subject to enforcement action, including potential civil penalties and criminal charges. To ensure the public is aware of these restricted locations, the FAA has created an interactive map online. The link to these restrictions is also included in the FAA’s B4UFLY mobile app. The app will be updated within 60 days to reflect these airspace restrictions. Additional information, including frequently asked questions, is available on the FAA’s UAS website at faa.gov. Section 2209 of the FAA Extension, Safety, and Security Act of 2016 also directs the Secretary of Transportation to establish a process to accept petitions to prohibit or restrict UAS operations over critical infrastructure and other facilities. The Department of Transportation and the FAA are currently evaluating options to implement such a process. The FAA is also considering additional requests from federal security and intelligence agencies for restrictions. More information can be found at faa.gov.

May 2017

FAA Will Release Maps to Speed up Drone Authorization Application

The Federal Aviation Administration (FAA) was scheduled to release the first set of unmanned aircraft systems (UAS) facility maps on April 27. The maps will depict areas and altitudes near airports where UAS may operate safely. They will help drone operators improve the quality of their Part 107 airspace authorization requests and will help the FAA process these requests more quickly. Beginning April 27, users may access the facility maps at http://www.faa.gov/uas. Users will be able to download the data in several formats, view the site on mobile devices and customize their views. By referring to the facility maps when completing airspace authorization applications, remote pilots will be able to tailor their requests to align with locations and altitudes that the maps indicate are likely to be approved for small UAS operations. This will help simplify the process and increase the likelihood that the FAA will approve their requests. FAA air traffic personnel will use the maps to process Part 107 airspace authorization requests. Altitudes that exceed what are depicted on the maps require additional safety analysis and coordination to determine if an application can be approved. The maps will be informational only. They do not automatically authorize flights. Remote pilots must still submit online airspace authorization applications at https://www.faa.gov/uas/. The maps also do not guarantee approval for requests within the guidelines indicated by the maps. Only the FAA can grant controlled airspace access, which must be done through the authorization process. The agency is releasing the maps in phases, with the first release on April 27 containing approximately 200 facility maps, as the first step in streamlining the airspace authorization process. The FAA plans to release facility maps over the next 12 months. Updates to the maps database will coincide with the agency’s existing 56-day aeronautical chart production schedule (PDF). If a map is not yet available, it can be expected in future releases. The FAA’s website will be updated within the several weeks with additional guidance and information about the facility maps. Visit www.faa.gov/uas on April 27, 2017 to view the facility maps. Additional questions may be directed to the FAA’s UAS Integration Office via uashelp@faa.gov or by calling 844-FLY-MY-UA.

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24

By Nicholas Viggiano

Finally, after a 20-year hiatus the Breckenridge Airshow out in West Texas returns this Memorial Day Weekend. Anyone worth his weight in round engines (and over 30-35) should remember the Breckenridge Airshow. It is arguably the best Warbird Airshow, regularly drawing 100 Warbirds and more during the mid ‘80s through the final show in 1996. Howard Pardue, a Breckenridge Texas native and former Marine Fighter Pilot and a Reno Race Pilot, was the founder, and “Fast” Eddie Holms who worked for Howard were the driving forces behind this event. Howard would take care of the pilots, planes, and flying, and Fast Eddie would take care of all the other functions to make the airshow highly successful. In the 1970s, Howard, along with other Breckenridge Warbird enthusiasts, Bill Arnot, Jimmie McMillan, and others would fly around the airshow circuit. At some point, Mr. Pardue had the idea of having a “Get Together” in Breckenridge, Texas. So, Howard and his Breckenridge “Squadron” would attend airshows with the agreement, I attend your show, you come to Breckenridge! The first “Get Together” was in 1978, and on Sunday night, they had a Texassize party thrown for the attendees. It was the laid back, relaxed atmosphere, and the Texas hospitality that not only brought people back but attracted more and more until it became a major Warbird event. The first show I attended was in 1984 (and I attended every one through ‘95), so I cannot give a definite year that it became an “airshow.” In ‘84, the show was an established “Big Iron” airshow, with approximately 100 aircraft in attendance. You must remember that 1984 was before the Internet and the explosion of information. Word of mouth and the few aviation magazines at the time made the existence of the Breckenridge Airshow known. The Saturday of Memorial Day Weekend was “arrival day,” and the atmosphere was “relaxed.” Warbirds were parked on taxiways and cross-runways, and with spectators milling around, you were actually in the middle of the action, and you had to be aware of your surroundings. Sunday was the airshow “proper,”

THE BRECKENRIDGE REVIVAL In Flight USA Celebrating 33 Years

Howard Pardue’s Spirit Lives On

Me-109 Messerschmitt

“ Eddie Holms (L) & Howard Pardue (R) (Courtesy of the Breckenridge Chamber of Commerce) and it was epic! Through the years, visiting pilots and planes included Reno Race Pilots, like Bill “Tiger” Destefani. Kermit Weeks founder of the Fantasy of Flight Museum in Florida attended some shows, one year bringing his De Havilland Mosquito, another year his Wildcat in the North Atlantic Camo. Lefty Gardner was a regular with his P-38 White Lightning. The Tired Iron Race team would bring their P51 Habu and Corsair Wart Hog. Lloyd Hamilton would fly in his immaculate Hawker Sea Fury, with the original fiveblade prop and the beautiful sounding Bristol Centarus radial that produced 2,480 horsepower. The CAF was always on hand with aircraft, marshalers, and the pyrotechnics “The Blastards!” Also, the “Tora Tora Tora” squadron would routinely perform at Breckenridge. Ft. Worthbased B-17 “Chuckie” was also a regular. And of course, you had a large contingent of T-6s also known as the “T-6 Mafia.” Of course, you had the locals and their aircraft. Howard Pardue would be hopping in and out of his stable of warbirds. Included in this stable of thoroughbreds was the rare Eastern GM FM2-P Wildcat, a photo recon version, an XF8F1 Bearcat, and one of his Corsairs. It goes

(Nicholas Viggiano)

Howard Pardue’s Hawker Fury (Nicholas Viggiano) without saying that all of his U.S. Navy aircraft were in U.S. Marine markings! , Howard would acquire an ex Iraqi Air Force Hawker Fury powered by a Pratt & Whitney R3500. Warbird restorer/maintenance extraordinaire, Nelson Ezell, would help Howard out with the flying along with taking care of the pilots. Bill Arnot would be flying his B-25 Silver Lady and giving rides in it. One year, there were 13 P-51 Mustangs, another year there were 10 B25s, and yet another year, six Corsairs! Starting in the ‘80s, the show would have military flybys. Over the years, the aircraft I remember were C5-A, C130, the Stealth Fighter, and F-16s. A-10s and a Harrier landed at Breckenridge and performed their “Demo” on different years. The record for warbirds attendance was 120, and it was stated that in some years, the population of Breckenridge, Texas doubled on Memorial Day Weekend! For two years after the show stopped, people would show up and ask when the show was. So, it was a sad day when it was announced that there would be no more Breckenridge Airshow. I was elated, as were many others in the Warbird Community, when the

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May 2017

Breckenridge Chamber of Commerce announced that the Airshow would take place this Memorial Day Weekend. Ezell Aviation and the Breckinridge Chamber of Commerce are the two main forces in the “Resurrection of The Breckenridge Airshow.” The format will be the same as the old days with Saturday, May 27 being the “arrival day.” There will be plenty of action on Saturday besides arriving aircraft. There will be participants practicing, photo missions, and some aircraft selling rides. Sunday the 28th is Show Day, and as of March 27, there is scheduled to be 70 Warbirds in attendance! And with a month to go, I expect that number to go up. The headline performer is the CAF’s “Tora Tora Tora” Squadron recreating the attack on Pearl Harbor. There will be of course, allied aircraft to take flight to defend the Hawaiian Islands (Breckenridge Airport). The other performers at the time of this writing will be the Mid America Flight Museum and the Texas Flying Legends Museum. These two museums will be bringing several of their Warbirds. David Martin will be performing his routine in his Breitling Mudry CAP 232 and the T-6 “Mafia” will be there in force. The military flybys will be a BONE (B-1), a BUFF (B-52), and the new F-35 lightning. So, with the show a month away at the time of this writing, it looks like the Breckenridge Airshow will not miss a beat after 20 years. In the 20 years between shows, there are some of the performers that have “Gone West,” and I am sure that there will be spectators like myself who have had friends who attended the show who have passed on. So, I know there will be some misty eyes as we reminisce about the past airshows. Looks like the Breckenridge Airshow is back in business to provide good family fun, honor America, provide inspiration to our youth, and create great memories. Somewhere above, Howard Pardue will be smiling this Memorial Weekend! For more information, updates, and to order tickets (day passes, weekend passes, VIP, and photo tickets), go to: breckenridgetexas.com/breckenridge-airshow-2017/

TEXTRON AVIATION WINS TURBO SKYHAWK JT-A ORDER FROM PURDUE AVIATION

May 2017

Textron Aviation Inc. announced on April 5, it has received an order from Purdue Aviation, LLC for a Cessna Turbo Skyhawk JT-A. The delivery to Purdue Aviation will be the first in the U.S. following Federal Aviation Administration (FAA) certification of the aircraft equipped with the next-generation Garmin G1000 NXi integrated cockpit. The company expects to achieve certification later this year. “We are thrilled to integrate Jet-A powerplant technology into the world’s leading flight trainer, and excited to offer a solution that brings unparalleled efficiency to customers like Purdue Aviation,” said Doug May, vice president, Piston Aircraft. “The Turbo Skyhawk JT-A is an example of our commitment to modernize the piston product line and bring innovative technologies to market, allowing operators around the world to meet changing environmental regulations, while benefiting from faster climbs, increased range and fuel savings.” Purdue Aviation is a full service fixed-base operation (FBO) that provides fuel sales, aircraft maintenance, flight training, aircraft rental and aircraft sales. “As one of the preeminent flight schools in the country, we at Purdue Aviation look forward to utilizing this next generation aircraft with advanced Jet-A engine technology in our flight training fleet,” said Scott Niswonger, Chairman of Purdue Aviation.

About the Cessna Turbo Skyhawk JT-A

The Cessna Turbo Skyhawk JT-A is a factory option that introduces advanced

KITFOX HAS

Kitfox is proud to announce the launch of their new company logo as part of the ongoing evolution of their company’s brand. A lot of changes have taken place since the Kitfox Model 1 was introduced in 1984. Today, the Series 7 has become a sophisticated and remarkably capable airplane having speed, payload, range, and flexibility that the original Kitfox would never have dreamed of and is deserving of an image that acknowledges tradition but looks more to the future. Their new logo clearly transmits that message. “It was time to update our brand-

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Purdue and Textron officials meet at Sun ‘n Fun to celebrate Purdue’s purchase of a Cessna Turbo Skyhawk TJ-A. (Photo courtesy Textron)

Jet-A powerplant technology to the world’s leading training platform. The Turbo Skyhawk JT-A incorporates a Continental CD-155 engine to deliver greater range and fuel efficiency, while accommodating environmental regulations and the global availability of aviation fuels. Maximum range is 885 nautical miles, a 38-percent increase over the standard Skyhawk, maximum speed is increased to 134 knots, and operators can experience up to 2-percent lower fuel burn per hour. The Turbo Skyhawk JT-A also offers improved takeoff performance, especially in high and hot conditions. The Skyhawk is renowned for offering the best combination of modern features, including the leading Garmin G1000 NXi avionics system and proven dependability. The aircraft’s high-wing design enables superior flying characteristics ideally suited for pilot training. More Skyhawks have been delivered to customers around the world than any other type of aircraft, with more than 44,000 put into service since 1955.

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May 2017

Letter to the Editor

Dear Editor,

As I’m sitting in my office as I still do everyday looking back over the past two plus years . . . while recovering from my 2014 Mexico plane crash, I must acknowledge the caring messages I have received from so many of you and the fact that you have enabled me to continue what I love and do best . . . “Getting folks into the right airplane, or getting them out of the airplanes they’ve outgrown!” Both of these tasks take all the experience I’ve gained over the past 40 years from being at the airport everyday to flying “all over” the world, as I’ve been privileged to do. Most of my closest friends are my clients, and if it has to do with aviation . . . I’m the one they still call. I am very grateful for that. Even my airshow family is still with me almost everyday. My relationship with In Flight and the privilege of having my column published every month has been one of my greatest gifts. As my recovery continues and thankfully as my phone keeps ringing . . . I’m still totally immersed and committed to General Aviation. In that spirit . . . Over! LS (Larry Shapiro)

PHILANTHROPIST JAMES C. RAY 'LIVED LIFE FEARLESSLY'

By Dan Namowitz (AOPA)

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

James C. Ray, a noted aviation philanthropist and World War II veteran who served on the AOPA President’s Council, died April 1 in Naples, Fla., after a brief illness. He was 94. Ray, who preferred anonymity for his charitable work, was a champion for aviation whose 40-year career as a venture capitalist defined him as someone who could pinpoint opportunities presented by new technologies. He put his entrepreneurial nature and business acumen to work as an adviser to more than 300 startup companies, according to an obituary written by Chuck Ahearn, his longtime friend and asset manager. “He never met an electronic gadget he didn’t love,” Ahearn wrote. As a philanthropist, Ray supported causes such as youth anti-drug education, mental health, veterinary research, numerous aviation programs and projects, and more. “He lived life fearlessly, and on his own terms,” Ahearn said in a phone interview, noting that over their 14-year association, Ray became one of his best friends. “He called me his wingman, and I can’t think of a more apt description,” Ahearn said. Beneficiaries of Ray’s support for general aviation included AOPA's youth education and safety programs; the University of North Dakota’s Odegard

B-17 command pilot James C. Ray, center, with his co-pilot and bombardier. (Photo courtesy of Chuck Ahearn and AOPA)

School of Aerospace Sciences; the Experimental Aircraft Association’s Air Academy in Oshkosh, Wisc.; and youth aviation education programs of the Sun 'n Fun International Fly-In and Expo in Lakeland, Fla. A lifetime AOPA and EAA member, Ray was instrumental in funding the construction of the Central Florida Aerospace Academy in Lakeland. Ray was born Jan. 1, 1923, in San Francisco. As a youngster, he worked at many jobs, was an Eagle Scout, and became a steelworker upon his graduation from high school at age 17, the obituary said. As a teenaged steelworker, Ray witnessed the Dec. 7, 1941, attack on Pearl Harbor from a vantage point about 400 yards from the USS Arizona, while working on a crew that had been sent to Hawaii to construct a building for the Navy. Shortly after the attack, he enlisted in the Army Air Corps, and would go on to Continued on Page 27

May 2017

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Philanthropist James C. Ray

Continued from Page 26 participate in the D-Day invasion of France as a command B-17 pilot of the Eighth Air Force, 447th Bomb Group, based in Rattlesden, England – one of 30 missions he flew. Ray attained the rank of major and received the Air Medal and Distinguished Flying Cross with Oak Leaf Clusters for his service. Following the war, Ray served in the Air National Guard until 1949, Ahearn wrote. Active as a civilian pilot through the years, Ray owned and operated many different aircraft including a muchfavored Cessna 170B that he flew on business and personal trips to 58 countries. For more than 29 years he flew Cessna Citation jets and was rated for single-pilot operations. Ray and his wife, Joan, were married for 36 years. They raised a son and a daughter, and Joan’s two children from her prior marriage. The Rays lived in Gstaad, Switzerland, during the 1950s, and in Montana in the 1960s, where they operated a large cattle ranch. The family’s Ray Foundation constructed a veterinary research facility on the ranch to study a disease that was striking cattle during the period. They achieved success in 1967, and royalties from sales of the vaccine developed at the research facility went to support youth anti-drug education and mental health programs, Ahearn wrote. In a 2010 AOPA interview, Ray shared his thoughts about the project to build a permanent 58,000-square-foot home for the Central Florida Aerospace Academy – then a year-old institution with 63 students attending classes in trailers on – funded by a $7.5 million grant from the Aviation Education Foundation, which he founded. “Teaching young people the discipline required to learn the science of flight builds character and confidence,� he said. “The experience of solo flight teaches them that they are independent

James C. Ray.

(Photo courtesy of Chuck Ahearn and AOPA) and free-thinking individuals who are fully capable of being in control of their own lives.� The Central Florida Aerospace Academy places “strong emphasis on the development of superior science, technology, engineering and math (STEM) skills, utilizing the study of the aerospace industry’s many elements to accomplish this objective,� said the academy’s website. Ray also founded the Lakeland Aero Club, a high school flying club at Lakeland Linder Regional Airport. Ray was the recipient of aviation honors, including the EAA’s 1992 Freedom of Flight Award; a 2012 Lindbergh Spirit Award from the Charles A. and Anne Morrow Lindbergh Foundation; and a 2012 FAA Master Pilot Award. The James C. Ray Scholarship Fund supports flight training for Polk County, Fla., high school students. Ray’s belief that flight training is a character-building experience that teaches life lessons beyond the aviation realm is emphasized by his namesake scholarship fund. “The self-discipline required – and self-confidence developed – during the flight training experience will help mold a stronger, more successful individual,� said the fund’s online description. A private memorial service will be held for Ray at a date to be set later, Ahearn said.

27

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CAP SUPPORTS AIR FORCE’S EMERGENCY RESPONSE READINESS EXERCISE

28

In Flight USA Celebrating 33 Years

Civil Air Patrol participated in Ardent Sentry 2017, a national-level exercise April 24-28 in New York that provided a highly complex and integrated training environment where the military interfaced with federal, state, and local responders. Ardent Sentry is an exercise conducted annually by North American Aerospace Defense Command and U.S. Northern Command that focuses on defense support to civil authorities with military capabilities. Previous exercise scenarios have included

natural disasters such as hurricanes, tornadoes, tsunamis and earthquakes. Throughout the week, city, state, federal and military officials worked through the steps required to respond to a catastrophic man-made disaster. Civil Air Patrol, acting as the Air Force Auxiliary, participated by providing damage assessment and evacuation route aerial surveys. CAP’s Northeast Region Coordination Center mission base is located in White Plains, N.Y. Five CAP Northeast Region wings –

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New York, New Jersey, Pennsylvania, Connecticut and Massachusetts – supported the mission, and Maine, New Hampshire, Vermont and Rhode Island Wing aircrews were on standby if additional aircraft were required to support the mission. “Northeast Region wings (were) actively supporting 1st Air Force and the Federal Emergency Management Agency on this mission, and we (had) over 20 aircraft in the air flying in New York airspace,” said Col. Jack Ozer, Northeast Region incident commander. “Our aircrews are supporting this mission as a part of the Air Force Total Force,” he said. Civil Air Patrol, the longtime all-vol-

May 2017

A CAP Cessna readies for departure on a mission over New York City. (Photo by Col. Dan Leclair, Northeast Region) unteer U.S. Air Force auxiliary, is the newest member of the Air Force’s Total Force, which consists of regular Air Force, Air National Guard and Air Force Reserve, along with Air Force retired military and civilian employees. Visit www.cap.news for more information.

PIPER, AVERETT UNIVERSITY FORM AVIATION ALLIANCE

Piper Aircraft, Inc. and Averett University on April 10 launched an Aviation Alliance to provide training aircraft as well as student scholarships, sponsorships, maintenance, and instructor training, and enhanced marketing support. The eight-year agreement includes new Piper Archer TX training aircraft for the University as well as training for their aircraft maintenance and instructor teams. Additionally, Piper will provide enhanced support by offering sponsorships and scholarships. “Piper is thrilled that Averett University has agreed to join the prestigious group of flight training institutions who have formed aviation alliances with us. We are even more pleased to be part of Averett’s growing flight program and look forward to supporting their promotional initiatives as they recruit some of the best and brightest talent,” said Piper President and CEO Simon Caldecott. “This agreement with Piper Aircraft is the final piece of the puzzle for our Aviation program,” said Travis Williams, Chief Flight Instructor at Averett University. “Everything else was already in place, including a quality program with great staff and facilities, and now we have added, in my opinion, the premier training aircraft in the world with the Piper Archer fuel injected G1000 nxi, which will help prepare our students for their continued success after graduation.”

About the Archer TX

The Archer TX includes the Garmin G1000 NXi avionics package, which incorporates moderns, processing power that supports faster map rendering and

Piper Aircraft, Inc. delivered the first of 100 new Piper Aircraft trainers to the University of North Dakota John D. Odegard School of Aerospace Sciences, which placed the unprecedented order for 80 Archer TXs and 20 Piper Seminoles in April of last year. Averett University last month agreed to join the prestigious group of flight training institutions who have formed aviation alliances with Piper. (Photo courtesy Piper Aircraft) smoother panning throughout the displays. Saving valuable time in the cockpit, the displays initialize within seconds after start-up, providing immediate access to frequencies, flight plan data and more. The Archer TX comes standard equipped with a 180 hp Lycoming engine, offers 128 ktas / 237 km/h cruise speed. An optional fuel injected Lycoming IO-360-B4A engine is also available. For more information on the TX or Piper Aircraft, visit piper.com.

About Averett University

Since 1859, Averett University has grown and developed into a dynamic institution that serves students of all ages, offering more than 30 undergraduate majors, minors and special programs, along with three graduate programs with a number of concentrations. For more information, visit www.averett.edu.

May 2017

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29

Flying With Faber

LOMPOC – A DETOUR

n countless occasions, I’ve launched my airplane from the Los Angeles basin, turned west toward the coast, then headed north – perhaps to San Luis Obispo, Paso Robles, San Francisco, or points beyond. Generally, even in CAVU conditions, I’ll file IFR and take the most direct route. But on lazy days, I will often select the more scenic coastal route and rely on the navigational skills I learned as a student – many of which I’ve forgotten. On those rare occasions when I mount my automobile to travel from south to north, I’ll still elect the coastal route along U.S. 101 rather than plod through the dreary, albeit faster route on Interstate 5. Often, when I flew over Lompoc Valley, I would look down and notice verdurous fields of crops, pastures of grazing cattle, vineyards, and acres and acres of flower beds. “I’ve gotta land and have a closer look,” I would often mumble to myself. During those times when I was traveling on U.S. 101, I would notice the Highway 246 and/or the Highway 1 turnoff to Lompoc Valley (and Vandenberg Air Force Base) and would mumble to myself: “I’ve gotta turn off and have a closer look.” Last month, I did what I often said I gotta do – I took a special trip to Lompoc Valley. My one regret was that I neglected this region for so long. The raindrops, which descended over Lompoc these past months of California’s most prolific season of precipitation, must have atomized into a magnanimous palette of colors. How else could this gorgeous region become so burgeoning with such chromatic tapestry? Especially at this time of the year, whether you fly over the Lompoc Valley or meander along the roads past the valleys, the vineyards, the vegetable fields, or the acres of flowers, you will be surrounded by a kaleidoscope of colors even more dazzling than the autumn leaves in Vermont. The valleys and hills, parched by years of drought now resound with resonant hues of bright green, deep yellows, scarlet, and purple – all against the backdrop of the ocean, brilliantly blue-green.

California’s Elbow

Of course, the California coastline is the “west coast.” A map of California, in the vicinity of Lompoc Valley, more

TO

TRANQUILITY Stuart J. Faber and Aunt Bea

Lompoc Hills.

Ocean Park Bridge & Estuary. (Helena Vasquez)

specifically between Point Arguello and Point Conception, reveals the semblance of a bent elbow at the coastline. At this point, the southwest-trending coastline angles sharply eastward. Geographers have named this bend, “The Elbow.” The forearm extends from the Mexican border to approximately Point Conception. The upper arm extends beyond Point Conception to the Oregon border. Ironically, a trip to Point Conception from Lompoc would require traveling south to get to the “west coast.” As you move to the eastern border where California meets Nevada and Arizona, this brachial metaphor disintegrates – unless orthopedists would agree that an arm has two elbows – there is one elbow south of Reno and another near Laughlin, Nev.

A Picturesque Wine Region

Sta. Rita Hills is a small appellation in the larger Santa Ynez Valley viticulture district of Santa Barbara County. The terrain, soil, and climate have earned this

(Jeremy Ball)

Surf Beach at Sunset.

(Jeremy Ball)

area an international reputation for its Pinot Noir and Chardonnay. The Sta. Rita Hills Wine Trail, weaving through some of the most serene countryside in Santa Barbara County, unfolds with the ocean on one side and acres of flowerbeds and other vegetation on the other. The fecund soil, now nourished with rainfall, expresses its gratitude to the nimbus with its seemingly endless botanical largesse. In the summer, while most of Santa Barbara County is experiencing high temperatures, the geography of the Sta. Rita Hills serves as a pathway for cool Pacific fog throughout the entire valley. Pinot Noir and Chardonnay grapes are the beneficiaries. With more than 30 tasting rooms in the Lompoc region, you can explore this pastoral wine country without the congestion and commercialization one might experience in the wine regions north of San Francisco. Melville Vineyards & Winery, 5185 CA-246, Lompoc, CA., 805/7357030, www.melvillewinery.com Located in the heart of the Sta. Rita

A scene at Melville Winery. (Stuart J. Faber) Hills wine district, this lovely setting consists of 120 acres of sandy loam soil ideal for the production of Chardonnay, Syrah, and Pinot Noir varietals. All wines marketed by Melville are estate produced. The 2014 Estate Chardonnay is a combination of eight different clones, planted where the vines receive the majority of ocean winds. This wine has notes of lemon zest, white peach and orange blossom, honey, and fresh ginger. Sandy’s Estate Pinot Noir is their newest edition to a small lot production. The various clones produce wildly intense aromatics of goji berry, black cherry, and strawberry rhubarb.

Pali Wine Co. Barrel Room. (Stuart J. Faber)

Pali Wine Co., 1501 E. Chestnut Ct., Lompoc, CA., 805/736-7200, www.paliwineco.com Pali Wine Company specializes in fastidious wine blending. They source grapes from top-notch vineyards whose owners and managers meticulously tend their vines and grow the highest quality fruit. During harvest, their winemakers consult with the vineyard managers on the optimal time to pick. The fruit is then harContinued on Page 30

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In Flight USA Celebrating 33 Years

Flying with Faber Continued from Page 29 vested by hand. They have also planted two of their own vineyards, one in Santa Rita Hills and the other in Sonoma. The 2014 Fiddlesticks Vineyard Pinot Noir has notes of luscious, fresh red fruits, iron, blueberry, cherry blossom, nuanced with pink peppercorn and cinnamon. The 2013 Durell Chardonnay emits aromas of toasty oak, coconut shavings, lemon custard, baked apple, and vanilla bean. A full and rich palate of bread dough, crème brulee, a touch of oak, and pear are remarkable.

Hotels

Embassy Suites, 1117 N. H St, Lompoc, CA., 805/735-8311, www.embassysuiteslompoc.com We stayed at this newly renovated all-suite hotel. It’s situated in the center of town – within 10 minutes of most attractions. Opening later this summer, just a block from the Embassy Suites, Hilton Garden Inn, 1201 N. H Street, Lompoc, CA., is destined to be another excellent choice. The rooms and suites will offer the utmost in technology and comfort. Meeting space for up to 300 guests, plus an array of dining options will make this the place to stay in Lompoc.

Dining

Wine Bar at Scratch Kitchen. (Stuart J. Faber)

Scratch Kitchen, 610 N. H Street, Lompoc, CA., 805/819-0829, www.scratch-kitchen.com.

Owner-chef, Augusto Caudillo, the youngest of eight kids, was born in Mexico. As with many accomplished chefs, his first culinary teacher was his mother. After graduating from Le Cordon Bleu College of Culinary Arts in Las Vegas, he honed his skills at many top restaurants around the country. Augusto is on the cutting edge of haute cuisine in Lompoc. Gathering the freshest local ingredients, he has developed a menu of unique styles with rustic interpretations. Both the grilled artichoke and the roasted Brussels sprouts appetizers are sensational. I recommend the lemon roasted chicken entree with market veggies, the spice rubbed pork chop with root vegetable gratin, or the grilled rib eye steak with roasted garlic mashed potatoes. An impressive collection of local wines include a Chenin Blanc from Babcock Winery, “The Stoic,� 2013, Sta. Rita Hills and from Sanford, Sta. Rita Hills, La Rinconada, a Pinot Noir.

Sissy's-Home of Great Pies. (Stuart J. Faber)

Sissy’s Uptown Cafe, 112 S. I St, Lompoc, CA., 805/735-4877, www.sissysuptowncafe.com From now on, if I am speeding northward without a specific reason to visit Lompoc, I will be tempted to take the Highway 1 off-ramp of the U.S. 101 and head to Sissy’s for a slice of homemade coconut cream pie. This family-owned and operated restaurant is reminiscent of midcentury cafes. The baker, a woman in her 80s, arrives every morning at about 3 a.m., makes the crusts by hand, and fills them with seasonal fresh fruits.

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May 2017

Freshly made soups, salads, sandwiches, burgers, steaks, and chicken are remarkable. The blueberry crumble pie is a major seller. Sissy’s wine cellar is stocked with some of the best local vintages. They conduct special wine tastings with premium hard-to-find wines. Hoptians Taproom & Eatery. (Stuart J. Faber)

La Botte Restaurant.

(Stuart J. Faber)

La Botte Ristorante Italiano, 812 N. H Street, Lompoc, CA., 805/7368525, www.labotteitalianrestaurant.com The story has been told that when Mama Catarina, the owner, chef, and creator of La Botte, receives an order for a home delivery, occasionally she might personally deliver the cuisine. Then, hours may pass before she returns to the restaurant. Her staff does not call missing persons – they know where she is. Mama so loves her loyal followers that she is likely to deliver the home order, set their table, serve the food, and linger with the folks while they dine. That sums up what you can expect at this ristorante, which feels more like an Italian home than a restaurant. Mama, her hubby, and her daughter have created and fashioned by hand each and every recipe. The cuisine has touches of Marsala, the Italian city from which Mama hails. The calamari fritte is lightly breaded and served with a delightful tomato sauce. The pizza is thin crusted and oozing with cheese and homemade pasta sauce. Chicken Marsala and veal parmigiana are out of this world. The pastas are al dente and fresh. Desserts are made on premises. Whether you are a regular or first-timer, you will feel the touch of Mama’s love and attention.

SBC Hoptions Taproom & Eatery, 234 N. H Street, Lompoc, CA., www.solvangbewingcompany/lompoc.com. This brewery, new to Lompoc, has become an overnight success. It is the go-to hangout for people of all ages. Outstanding sandwiches, pizzas, nachos, beer battered onion rings, and chicken strips are a few of the most popular selections.

Other Things to See and Do

America's Flower Growing Capital. (Stuart J. Faber)

La Purisima Mission State Historic Park, 2295 Purisima Rd, Lompoc, CA., 805/733-3713, www.lapurisimamission.org Founded in 1787, originally known as Mission La Purisima Concepcion de Maria Santisima, this was the 11th of the 21 Spanish missions established in early California. Once covering nearly 470 square miles and bordered by the Santa Maria River to the north and the Gaviota coastline to the south, the land was home to the Chumash tribe and the Spanish settlers. The mission was best known for its hides Continued on Page 34

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May 2017

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2016 A RECORD YEAR OF GROWTH AND EXPANSION FOR CIRRUS AIRCRAFT In Flight USA Celebrating 33 Years

Cirrus Aircraft announced in February that new customer aircraft deliveries of its SR line of aircraft, the world’s best-selling high-performance piston airplane, reached a recent multi-year high of 317 units for 2016. Further highlighting the year were initial customer deliveries of the world’s first single-engine Personal Jet, the Cirrus Vision Jet, as three units were delivered to customers in the U.S. Total new aircraft deliveries in 2016 mark the third consecutive year that Cirrus has delivered more than 300 units and highlights steady growth over the past eight years – an increase of almost 20 percent since 2009. The record performance propelled Cirrus to a global fleet of more than 6,500 SR series aircraft in more than 60 countries. In addition to the strong delivery performance and product line expansion, Cirrus capped off the record-setting year by launching the all new G6 SR22T, SR22 and SR20 product line, opening the Vision Center – the re-imagined Cirrus Aircraft Customer Experience Center – in Knoxville, Tenn., expanding Duluth manufacturing operations, providing technologically advanced aircraft to global training fleets, and receiving the Joseph T. Nall Safety Award from the Aircraft Owners and Pilots Association (AOPA). Cirrus Aircraft CEO, Co-Founder and National Aviation Hall of Fame Member Dale Klapmeier noted the importance of the last 12 months to the enterprise, “We will look back on 2016 for years to come and recognize it as a time that changed the trajectory of the company. To have achieved any one of our 2016 accomplishments is certainly impactful; but taken altogether, our performance last year truly speaks to the capability of our team and our commitment to customers, owners and operators of Cirrus aircraft around the world.”

The Vision Jet Arrives

Cirrus ushered in a new era in personal transportation in 2016 when the world’s first single-engine Personal Jet – the Vision Jet – was certified by the FAA in October. The spacious, technologicallyadvanced, pilot and passenger-friendly Personal Jet revealed to the world an allnew category of aircraft and began revolutionizing regional transportation as soon as Vision Jets started entering the hands of customers in December. The first delivery took place at the brand new 68,000 squarefoot-Finishing Center in Duluth, Minn., in front of more than 1,000 Cirrus employees

and their families, customers, partners and national, state and local dignitaries. More than 600 Vision Jet production position holders are eagerly awaiting their turn to join the Vision Jet revolution.

Cirrus G6: The Smartest, Safest, Most Connected HighPerformance Piston Ever

True to its core value of relentless innovation, Cirrus yet again changed the customer experience value proposition in the high-performance piston market by introducing the all-new G6 – the smartest, safest and most advanced models ever of the best-selling SR22T, SR22 and SR20 airplanes. The enhanced SR series includes the ultra-high speed Cirrus Perspective+ by Garmin flight deck, luxury automotive-inspired Cirrus Spectra wingtip lighting, premium cockpit connectivity solutions and more. The improved SR20 now comes equipped with a modernized Lycoming IO-390, 215HP powerplant. This four-cylinder G6 SR20 creates an enhanced ownership experience as it increases power while, through a collection of additional enhancements, also increasing useful load by up to 150lbs (68kg). The sixth-generation Cirrus began delivering in Jan. 2017.

Vision Center Campus Opens in Knoxville

Cirrus Aircraft’s Global Customer Experience Center campus – the Vision Center – opened in mid-2016 at the McGhee Tyson airport in Knoxville, Tenn. and by early 2017 the campus has grown to include the Experience Center, Factory Service Center and Delivery Center. An all-new Training Center is under construction and is expected to open by the end of 2017. Beginning in 2017, all SR series aircraft now deliver from the Vision Center and Vision Jet deliveries will move from Duluth to Knoxville at the end of the year. As the flagship location for all customer activities, the Vision Center campus is home to world-class training, sales, delivery, maintenance, support, personalization ,and more.

Expanding Fleet & Special Mission Markets

Global flight training organizations continued to select the technologically advanced, industry-leading SR series of aircraft as part of their fleets in 2016 to

prepare pilots for careers in aviation. Japan Civil Aviation College and the Swiss Federal Office of Civil Aviation, among others, added Cirrus airplanes to their fleets this past year due to the exceptional safety features, flight management system technology and cost of ownership advantages available on the SR platform. In July, Cirrus received FAA certification for Cirrus Perception, an adaptable, cost-effective special mission platform tailored specifically for both the Cirrus SR22 and SR22T aircraft models. This multimission, adaptive Intelligence, Surveillance and Reconnaissance (ISR) aircraft expanded Cirrus Aircraft’s global portfolio by offering unique performance capabilities suitable for airborne traffic and law enforcement operations, aerial surveying, mapping and photography, search and rescue missions, disaster management support, border surveillance, and more. The Minnesota State Patrol took delivery of the first Perception in 2016.

Recognized as Leader in Aviation Safety

Cirrus was recognized as a global leader in 2016 for another core value – Safety – when it was honored as the firstever recipient of the Joseph T. Nall Safety Award from the Aircraft Owners and Pilots Association (AOPA) Air Safety Institute. “By doubling down on safety, both in making substantially more investments in its Cirrus Approach training and transition courses and in working with its owners group, Cirrus leadership brought its accident rate to less than half the industry average,” said an AOPAAir Safety Institute representative. “Over the past decade Cirrus has rightly earned one of the best safety records in the industry, and we are proud to acknowledge their work with this first Joseph T. Nall Safety Award.” The Cirrus Airframe Parachute System (CAPS), standard on every Cirrus produced, has returned 146 people to their families to date.

Global Customer Experience Team Gathers in Knoxville

Cirrus Aircraft Sales, Service, and Flight Training representatives from around the world gathered in Knoxville recently to continue developing and rolling-out best practices for exceeding customer expectations across the Cirrus ownership experience. Called “Cirrus CX.” more than 400 members of the global Customer Experience Team were present for the inaugural multi-day event.

May 2017

The Cirrus Red Jet SR 272 contributed to the company’s outstanding sales record in 2016, having reached a multi-year high of 317 units sold. (Photo courtesy Cirrus) “The strength of the Cirrus Aircraft global brand is in the unique way we take care of our customers,” said Todd Simmons, President, Customer Experience. “We are fortunate to have the best team of professionals in the world aligned with our vision and we are looking forward to raising the bar again in 2017 and beyond.”

Breitling Offers Cirrus Owners an Exclusive Limited-Edition Timepiece

Two legendary brands known around the world for innovation, bold design, a passion for aviation and a unique appreciation for precision in time, teamed up in 2016 to create a chronograph especially for Cirrus aviators. Having just arrived to the passionate fans of Cirrus, the Breitling Aerospace Evo Cirrus Aircraft Limited Edition watch features many design touches that tell the story of Cirrus innovation and leadership in global aviation. With only 220 crafted, the highly-desirable timepiece captures the Cirrus Life with commanding power and style.

Cirrus Renews Sponsorship of Team 99 in Red Bull Air Race World Championship

For the fourth consecutive year, Cirrus Aircraft will have an international presence in the Red Bull Air Race World Championships as a sponsor of Team 99 and U.S. Master Class Pilot, Mike Goulian. After a strong late-season performance in the 2016 Championships, including six Top-10 finishes in the eightrace series, Mike has already scored a Top6 finish in the first event of the 2017 race season in Abu Dhabi. The Red Bull Air Race World Championship has become globally renowned as the fastest and most exhilarating motorsport on the planet. Cirrus will be hosting special events at the San Diego, Calif. and Ind,, Indiana races during the 2017 championship. For additional information on Cirrus and its products please visit cirrusaircraft.com.

May 2017

www.inflightusa.com

THE SPIRIT

OF

FLIGHT

Santa Cruz County, California

By Denise Rae Donegan, Storyteller & Student Pilot, and Ana Carolina Uribe, Pilot & CoPresident of Worldwide Women of Aviation

Unpack your Dry Weather Gear and Layer Up, May is here. It’s time to go camping! Grab your bug-out-bag and some supplies; you don’t have to venture far from the San Carlos Airport in Northern California or your own home base. Throw up your finger and decide where the Spirit of Flight will take you next. We are going to head to the beaches of Capitola and Santa Cruz once more, then up to the nearby mountains where you can get lost for hours roaming in and out of the sweetest shops, parlors, restaurants, coffee and tea houses, collectives, galleries, bars, and more. Roam the streets of downtown Boulder Creek and the surrounding San Lorenzo Valley. Boulder Creek sits quietly, very much as it did when established in 1870 as a lumbar town once known as Lorenzo. Here you are sure to find a local or two to swap stories with, meet a poet on the street, and make new friends along the way. Take in a game of chess at the Junction or sit quietly and reflect at The Dam while earnest tips are offered up along side some solid redneck advice as you visit our big little town of Boulder Creek. Grab a cup of coffee at Jenna Sue’s Café, American Gas, or the Boulder Creek Roasting Company and stroll around town before heading to your campsite or cabin, or perhaps enjoy a cold beer at Joe’s Bar, Boulder Creek

Pizza and Pub, Scopazzi’s around the corner, or at The Boulder Creek Brewery at the center of town. And, don’t forget to grab a soft cone at Foster’s Freeze or a Popsicle at Jonnie’s Super or New Leaf Markets. You may want to try the Special Fried Rice Spicy Tuna at Tae’s Edo Sushi Bar next to Liberty Bank or the multitude of burgers and shakes at Burger 9. The Taqueria Los Amigos is sure to please with spicy Mexican treats and Football playing in the background, or hop across the street to The Red Pearl where you are sure to be delighted. Discover all that this little big town has to offer. Then head up to Big Basin, Castlerock, Little Basin or one of our many State Parks in Santa Cruz County. Little Basin State Park holds a special place in my heart, as I lived there with my fiancée, Chris, for nine months. The grand beauty is breathtaking, naturalists are on hand to share stories, answer questions, and lead you on a night hike under the vast array of constellations and light. There, you can step outside and take a look into the night sky. Spend an afternoon walking along our downtown sidewalks on Highways 9 or up 236 to Big and Little Basin’s respectfully, as you make the loop around this cute little town. Walk down the sidewalks and imagine the town as it sat long ago. Look at the amazing colors of green, pink, and purple as the spring flowers have had plenty to drink this past recordbreaking winter with well over 100 inches of rain, right here. Dial up KBCZ on 90.1 FM radio for some super cool local sounds and hear Continued on Page 34

33

34

In Flight USA Celebrating 33 Years

The Spirit of Flight

Continued from Page 33 what’s up in the neighborhood. Stop by the station and visit with our local DJs and volunteers holding court in the Information Center at the corner of 236, Main, and Highway 9. Our very own little local radio station KBCZ Rocks the House Down! Tune in and listen to some of our locals doing what they do best on a sunny afternoon, storytelling all of time. Walk through and explore the fringe of downtown, stop into our information center, or dial into 90.1 FM radio, the radio station is directly across from American Gas and next to Justin’s Pizza Place! Flying in-and-out of Santa Cruz County is a breeze. Touch down or take off from the San Carlos Airport, fill up your belly at the Sky Kitchen while you enjoy a hot cup of coffee, meet new friends and swap fabulous sky tales. Don’t forget to stop in at the San Carlos Aviation &

Supply located within the San Carlos Airport to see what sundries and other essentials Jay Ribera and Hans Plesman may offer for your journey – they have a Luxury Limousine Service as well. Touch down at the Watsonville or the Eddie Andreini Sr. Airfield in Half Moon Bay and take a look around and decide which direction to go. A little bird told me to check out the Brewery and The Meat Market in Corrlitos near the airport in Watsonville, and The Tea House in downtown Santa Cruz is a must. Don’t forget to check out the beaches along the way. You are sure to find the perfect wine to pair with that BBQ you have created. Stop by Burrell School Vineyards and Winery. Say “Hi” to the owner and winemaker, Dave Moulton, and tell him that, “ I promise to sip my wine.” You’re already there. Right here. Right now. The Santa Cruz Mountains and

Flying With Faber Continued from Page 30 and blankets. At its peak, the inhabitants herded as many as 24,000 cattle and sheep. Eventually, a water system was developed

as La Purisima grew and prospered. Today, visitors enjoy guided tours through the Mission and learn details about the lives and history of the people who lived there.

May 2017

coastal towns are filled with passion, wonder, and history. Set your course. Let yourself go. If you find yourself in lack of a plane, train, auto, Uber, bike, or foot, and can’t seem to find your way out of town, then camp right where you are. Pitch a tent in your family room, backyard, or in the R.V. parked out back. Build a campfire and make smores. Always a crowd pleaser, and the clean up is great. You get to lick your fingers and toss the wooden marshmellow sticks in the fire. If camping is not for you, check out The MerryBrook Lodge on Highway 236 and The Quality Inn just down the road. I love the cottages at both. Have a blast. Be a kid. Build a campfire and share stories. Educate. Learn. Hop in your car, plane, train, boat, bike, or tie up your shoelaces and head to the Pacific Ocean in Santa Cruz County and take the short hike up to the Santa Cruz Mountains.

A Stroll through Historic Old Town, a Look at the Murals and Browsing the Wine Ghetto

Use your imagination and let your spirit fly. Travel light. Denise and Ana

Sky Diving

Stunning ocean views are in store for you when you take a thrilling tandem freefall dive with a highly skilled jumpmaster from a plane launched from Lompoc Airport. Visit www.skydivesb.com.

Airports

Blue Cows Mural.

(Jason Reynolds)

Lompoc’s beginnings date back to the 1870s. You can take a stroll through the historic heart of the city and view Victorian homes built in the 1890s, vestiges of old horse hitching posts, the Artesia School Museum built in 1876 and numerous other historic structures. If you love local folk art, you will be enchanted with the collection of murals painted by local artists. Lompoc Murals, one of the city’s top attractions, depict scenes of Lompoc’s heritage, flower industry, historic sites, – every subject from maritime disasters to dinosaurs. The Lompoc Mural Society, a nonprofit group dedicated to revitalizing historic old town, curates most of the murals. The Wine Ghetto is an assemblage of tasting facilities located in the Sobhani Industrial Park. On North 7th Street and Chestnut Court, this collection of steel industrial buildings has been transformed into approximately 20 attractive tasting rooms.

Close to the town’s center is the Lompoc Public Airport (KLPC). At an elevation of 88 feet above sea level, runway, R7/25 is 4,600 feet in length. A GPS approach is available. Services are limited at this field. Self-service fuel is available, but that’s about it. For full service and rental cars, keep heading north for about 14 nautical miles over the Santa Rita Hills to Santa Maria Airport. I love to fly this route at the minimum legal altitude and gaze at the vineyards, orchards, and fields of flowers and vegetables, which have sprung to life from the generous rainfall. Santa Maria Airport (KSMX) is 261 feet above sea level. Runway 12/30 is 8,004 feet long with ILS, GPS, and VOR approaches. Runway 2/20 is 5,189 feet in length. Central Coast Jet Center, 805/937-9300 rents Hertz and Avis cars. During my next flight over Lompoc, I’ll radio ahead: “Save me a slice of pie – I’m cleared to land!” For more on this enthralling, off-thebeaten-path destination, visit www.explorelompoc.com.

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May 2017 www.inflightusa.com 35

AOPA, OWNERS' GROUPS, FAA DISCUSS MANDATORY SERVICE BULLETIN

36

In Flight USA Celebrating 33 Years

By Dan Namowitz (AOPA)

AOPA and several other aircraft owners’ groups will document to the FAA their concerns and recommendations about an airworthiness concern sheet and corresponding mandatory service bulletin that calls for owners of many Continental Motors IO-520, IO-550, and some IO-470 engines to replace certain camshaft gears a costly and invasive procedure—before the next engine overhaul. On April 14 the aviation groups and the FAA held a conference call arranged by AOPA to discuss the implications of Continental Motors upgrading a prior service bulletin to mandatory status. The FAA could potentially use portions of the mandatory service bulletin’s compliance actions as the basis for a corresponding airworthiness directive. AOPA reported April 6 that the mandatory service bulletin calls for replacing the camshaft gear “on all engines currently configured with camshaft gear P/Ns 631845, 655430, 655516, or 656031 within 100-hours of operation, at the next engine overhaul (not to exceed 12 years engine time in

service), or whenever the camshaft gear is accessible, whichever occurs first, with camshaft gear P/N 656818.” The mandatory service bulletin followed the issuance by the FAA in December 2016 of an airworthiness concern sheet seeking information from aircraft operators about instances of camshaft gear teeth failures. AOPA notified members of the airworthiness concern sheet in this Dec. 20, 2016, report, and encouraged aircraft operators to participate in providing information about their experience with the camshafts. The process of replacing a camshaft as now recommended would involve significant dismantling of the engine, and in some instances, modification of engine cases to accommodate the replacement camshaft gear. The American Bonanza Society, Cirrus Owners and Pilots Association, Twin Cessna Flyer group, and Savvy Aviation participated in the conference call, said David Oord, AOPA senior director of regulatory affairs. “It was a good discussion that provided a better understanding of the issues,” said Oord, noting that the conference focused on identifying, understand-

Important Communication from Continental Motors regarding MSB05-8B

Continental Motors Group to build a new factory and corporate office in Mobile, AL, and invest globally in the future of General Aviation.

Continental Motors Group, an AVIC International Holding Corporation company, made the following announcement on April 20: The publication of MSB05-8B has caused much speculation in the last few days. Some communications sent to the General Aviation Media community or directly to owners may have caused some confusion. Continental Motors and the FAA are working as fast as possible to make sure that, while ensuring the highest levels of safety, owners and operators of aircraft equipped with Continental engines will not be burdened with unnecessary costs. In 2005, Continental Motors superseded Cam Gears P/N’s 631845, 655430, 655516, or 656031 with a new part, P/N 656818. Continental Motors issued Service Bulletin SB05-8 recommending the replacement of the older design parts at the next overhaul or when the gear is accessible. Production of parts P/N 631845, 655430, 655516, or 656031 was discontinued in August 2005, and since then, only the P/N 656818 was produced and installed in factory new or factory rebuilt engines manufactured by the Continental Motors factory and sold as spares. In July 2009, SB97-6 (Mandatory Continued on Page 37

ing, and quantifying the safety concerns of the airworthiness concern sheet and mandatory service bulletin, and explored ways to best mitigate them. The participants also will engage Continental Motors in discussions “to better understand the issue from their point of view,” he said.

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AOPA will continue to keep members updated on the issue as the association works with the other industry stakeholders and the FAA. Oord encouraged members to contact AOPA with any feedback and/or input they would like the association to raise with the FAA.

1975 CESSNA CITATION 500

1979 CESSNA 310R

1970 CESSNA 150K

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May 2017

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Continental Motors Continued from Page 36 Parts Replacement at Overhaul) reiterated the need to change the parts mentioned above with the new design parts. In late 2016 and early 2017, as part of the ongoing FAA Continued Operational Safety program, reports of camshaft gear fractures were provided to the FAA. A statistical assessment was accomplished by the FAA, and the initial data indicated an AD was merited. The FAA then asked CMG to reformat the current bulletin into a format compatible with FAA AC 20-176 to facilitate an AD. Continental Motors subsequently superseded SB05-8A by MSB05-8B at the FAA request. Continental Motors is working diligently with the FAA to make significant amendments to MSB05-8B. We expect this to happen in the next 15 days. Our team is working on three main issues to alleviate the burden potentially imposed on aircraft owners and operators: 1. Change the mandatory replacement of the camshaft gear to a visual inspection procedure allowing “on condition” operation until the engine is overhauled, replaced, or the gear is accessible. 2. Change the time limit imposed by MSB05-8B, to values that still ensure that the appropriate level of safety is attained, but does not dictate a mandato-

ry overhaul time limit. 3. Publish alternative means of compliance, to allow camshaft gear replacement without complete engine disassembly. Background information Which engines are affected? The following engine models are potentially affected: • _IO-470-U, V • _IO-520-A, B, BA, BB, C, CB, D, E, F, J, K, L, M, MB, N, NB, P, R • _L/TSIO-520-ALL • _LIO-520-P • _IO-550-A, B, C, D, E, F, G, L, N, P, R • _IOF-550-B, C, D, E, F, L, N, P, R • _TSIO-550-A, B, C, E • _TSIOL-550-A, B, C Engines manufactured or rebuilt at the Continental Motors factory after Aug. 9, 2005, are not affected as the new design part was installed since that date, unless the cam gear in the engine has been replaced during a maintenance event with an earlier, superseded gear. How do I know if my engine is affected? After checking the list of models potentially affected, please verify the following: My engine was manufactured or

37

rebuilt by the Continental Motors factory after August 9, 2005. Your engine is not affected, if the cam gear was not replaced during other maintenance since the engine left the factory. My engine was manufactured or rebuilt by the Continental Motors factory before Aug. 9, 2005. Only engines manufactured or rebuilt at the Continental Motors Factory before Aug. 9, 2005, are potentially impacted by MSB05-8B. Inspect logbook or other paperwork for indication of replacement of part numbers 631845, 655430, 655516, or 656031 by P/N 656818. If evidence is found that the original gear (P/N 631845, 655430, 655516, or 656031) was replaced by P/N 656818, follow instructions in MSB-058B. If no evidence of parts 655430, 655516, or 656031 replacement is found: Use inspection instructions of MSB058B to determine the part number of the camshaft gear installed. Use the part number found to determine if replacement is necessary or not and follow instructions in MSB-05-8. My engine was manufactured or rebuilt by the Continental Motors® factory before August 9, 2005, and has been field overhauled since that date, or the case has been disassembled for any reason for a field repair. Inspect logbook or

other paperwork for indication of replacement of part numbers 631845, 655430, 655516, or 656031 by P/N 656818. If evidence is found that the original gear (P/N 631845, 655430, 655516, or 656031) was replaced by P/N 656818, document in logbook, no further action required. If no evidence of parts 655430, 655516, or 656031 replacement is found: Use inspection instructions of MSB05-8B to determine the part number of the camshaft gear installed. Use the part number found todetermineif replacement is necessary or not and follow instructions in MSB-05-8. Why issue an MSB mandating compliance within 12 years of manufacturing date? Continental Motors has always indicated that engines should be overhauled when reaching 12 years after manufacturing, factory rebuild or field overhaul or after reaching the TBO set for the engine. Although many owners operating under PART 91 choose not to observe this, we stand behind this recommendation. There are many parts, metallic or not (gaskets, Orings etc.) that age with the engine. These parts need replacement after time in service or because age can modify their structure. The certification process ensures that an engine reaching TBO will not be Continued on Page 42

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San Martin Airport 13021 Murphy Ave, San Martin, CA 408-695-0017

38

A

TRAVELING

By Vickie Buonocore

t the start of this writing, we weren’t sure if this would be a destination story about the Basque Country of Spain or a destination story about Basque food in San Francisco. The fact that general aviation (since this is, after all, a GA news magazine) is accessible in both Bilbao and San Sebastian (in the Basque region) and San Carlos or Marin (adjacent to San Francisco) didn’t help. So we decided to do both, making San Francisco a pre-destination to the Basque region, an enticing prospect on any general aviation, foodie, and/or explorer to-do list. If you’re flying, either commercially or privately, into the Basque Country, you’ll find yourself at either the relatively newly designed Bilbao Airport or at the San SabastianAirport. The BilbaoAirport (BIO) was designed by architect Santiago Calatrava and inaugurated in 1999. The design features three floors built on iron and glass and resembles a dove beginning its flight. The passenger terminal is 32,000square kilometers and has a capacity to serve four million passengers per year. On the private side, there is a general aviation area coupled with a maintenance and repair hangar, an aero club, and private hangars. Rental car facilities are stationed at the airport. The airport is located 12 km. from Bilbao, 103 km. from Donostia-San Sebastián, and 46 km. from Vitoria-Gasteiz. San Sebastian Airport (LESO) is actually located in Hondarribla, 20 kilometers north of San Sebastian. There are car rental facilities as well as public transportation available into the city. The first taste of this airport is friendliness. That’s a good sign, as this is a popular destination spot for tourists throughout Europe and the rest of the world. Of note, LESO is now allowing extra Schengen flights. However, if the flight is out of the Schengen area, then handling from Iberia is mandatory. Fees apply, so make arrangements well ahead of time. On a more local note, the San Carlos Airport (KSQL), a dedicated general aviation airport, is 20 miles south of San Francisco and the Marin County Airport (KDVO), known as Gnoss Field in Novato, is about 30 miles north and comes complete with a drive across the Golden Gate Bridge on the way into San Francisco. Marin has two runways, an FBO, and sufficient parking. San Carlos also has two runways, several FBOs, and flying clubs and a diner. Obviously, both airports being located in the San Francisco Bay Area have neighboring airport options, including San Francisco International and Oakland. Gnoss Field and

TO THE

BASQUE COUNTRY VIA SAN FRANCISCO In Flight USA Celebrating 33 Years

San Carlos are highlighted due to their easy access and proximity to the City. There is public transportation, as well as Uber and Lyft, available from both locations. Now that you’re here… in San Francisco, make plans to dine at Aatxe Restaurant for a Basque Country dinner. This will certainly inspire you to plan a trip to the unique region of Spain that leaves the pallet desiring more pintxos and regional wine. In Flight was invited to join a wine seminar and dinner experience by the Balzac Company, featuring touring information about the Basque Country, at Aatxe (pronounced ahh-Chay). The chef, Ryan Pollnow, prepared and presented a menu that took guests to the region in perfect form. The meal began with traditional pintxos, or Basque inspired bar snacks. On a plank of wood designed to hold long toothpick-like serving pieces, regional olives paired with peppers or anchovies were offered with a drizzle of olive oil. Next came conservas, or a type of appetizer, and in this case, defined Basque’s proximity to the ocean, with a sampling of marinated mussels and clams. Both were unique in their sauces, the mussels with a bit of a bite and the clams more warm, buttery and a tad garlicky. Either way, excellent. The next series of offerings were created by pairing unique flavors together, giving guests a feel for both the creativity of our chef, as well as the array of special foods grown and considered traditional in the Basque Country. The roasted cauliflower salad was a highlight, combining both unique texture and flavor in the combination of cauliflower with pardina lentils, brussels, crunchy almonds, and manzanilla olives. Apparently, no Basque meal would be complete without Empanadas and at Aatxe, the specialty is Spring Garlic and Mahon Empanadas, filled with avocado, guindilla pepper, and caper relish. Next, Rutabage and Kale Tortilla Expanola was presented. This Spanish-style omelet was filled with smoked crème fraiche and topped with dill. At last, Gambas Al Ajillo was presented. That would be olive oil poached shrimp with garlic and nora chili. All four plates were outstanding, mixing just a little spice with warmth and flavorful olive oil or garlic and other seasoning. Before the main meal, an appertif was offered to both cleanse the pallet and settle the guests for what was yet to come. appertif, a sparkling wine cider, was dry and hinted of oak. This is a traditional part of the Basque meal and transports the partaker from the meal to the tradition of sharing food with others, enjoying the company, and savoring the tastes.

Before the main course was presented, Chef Pollnow came out with a roast in hand to show his guests the amazing meat about to be trimmed and served. While not necessarily a Basque tradition, nor a San Francisco one, guests like to be involved in the process of their meal… that is to say, a sneak peak at the roast before it was cut drew the guests into the meal more directly and personally. The meal consisted of Mangalista Pork Loin, Patatas Bravas, and Mushrooms a las Plancha. The pork loin was unique both in flavor and presentation. Mangalista pork is known for its fatty consistency, which provides unparalleled flavor. In this case, the loin was sliced thin and offered intensity in flavor. It was enhanced by garlic, parsley, and thyme. It was reminiscent of old-world cooking that had guests vying for more. The potatoes were roasted to a crispness and filled with flavors, namely peppery, that balanced well with the meat. Finally, the mushrooms added the warmth and buttery flavor that completed and rounded out the meal. Overall, this was a unique experience savored by all. Of course, the chef ended the already high note meal with an even higher note, Preserved Lime Flan. This was the perfect ending to bring down the richness of the meal with a sweet and sour balance of lime and brown butter sweetness. Aatxe is located in San Francisco’s upper Market Street neighborhood: 2174 Market Street. For reservations, call 415/471-2977 or visit their website at www.aatxesf.com for more information.

May 2017

Chef Ryan presents the roast pork.

Empanadas, filled with avocado, guindilla pepper, and caper relish

Gambas Al Ajillo

Are you ready to go…

The Basque Country earned third place in the ranking for best cultural possibilities in 2016. According to a report by the Spanish Observatory of Culture, Bilbao is the third city, and San Sebastián number four for the best arts and cultural programs. Both cities stand out for quality and innovation in what they offer in terms of culture. In the ranking of the most outstanding cultural institutions and events of last year, the European Capital of Culture is in third place, the Guggenheim Museum holds fifth place, and Zinemaldia comes sixth. There are also specific rankings of the cultural highlights of the year in each autonomous region. In the Basque Country, this is led by San Sebastián 2016 with the “Tratado de Paz” (“Peace Treaty”) exhibition and the play, A Midsummer Night’s Dream, followed by the Guggenheim, Zinemaldia, the museum of fine arts in Bilbao and Artium in Vitoria-Gasteiz. The Observatory of Culture is a tool used by the Contemporary Foundation to rate the cul-

The Press Dinner at Aatxe. (All photos by Annamarie Buonocore) tural possibilities in Spain since 2009. It currently uses the opinions of 361 experts in culture to determine rankings. The beach of La Concha has been chosen as the best in Europe. The Cantabrian Sea bathes the beach of La Concha and makes it unique. The beach of La Concha, the great surname of San Sebastián, has been placed as the best in Europe. In the past 12 months, it has received “excellent” opinions “based on the quantity and quality” of the travelers’ comments on Tripadvisor and hence the top ranking in Traveler’s Choice provided by Continued on Page 43

May 2017

www.inflightusa.com

COMMEMORATION

OF

EAA AirVenture 2017 39

DOOLITTLE RAID 75TH ANNIVERSARY AIRVENTURE 2017

AT

People and Airplanes Among Activities that Recall Daring World War II Mission

The lone remaining veteran of the famed Doolittle Raiders mission of April 1942 and at least 16 B-25 bombers will be part of the raid’s 75th anniversary commemoration and air show activities at EAA AirVenture Oshkosh 2017. The activities will honor those involved in the daring mission that included 16 B-25 bombers that departed from the aircraft carrier USS Hornet on April 18, 1942, and bombed military sites in Japan. The Doolittle Raiders, led by legendary pilot Jimmy Doolittle, then faced hardships after their airplanes made forced landings in China and other areas. “The Doolittle Raid 75 years ago was important not as much for its military gains as it was a morale lift to an American military and public that had been buffeted by bad news in the months immediately following the attack on Pearl Harbor,” said Rick Larsen, EAA’s

vice president of communities and member benefits who coordinates AirVenture features and attractions. “Our activities at EAA AirVenture Oshkosh this year will connect our attendees with the importance of this mission, as well as the people and aircraft involved.” Among the highlights of the 75th anniversary commemoration will be an evening program on July 26 with 101year-old Dick Cole, the only remaining member of the 80 original Doolittle Raiders, as well as Jimmy Doolittle’s grandchildren, Jimmy Doolittle III and Jonna Doolittle Hoppes. “I want to thank EAA for honoring the Raiders at their 75th anniversary,” said Cole, who was copilot for Doolittle in the lead aircraft. “Thank you for paying tribute to us even though we never felt like heroes. We were just doing our job. We can also never forget the men

More than a half-dozen aircraft types will celebrate significant anniversaries with mass gatherings and activities at aviation’s family reunion, EAA AirVenture Oshkosh 2017. The 65th annual fly-in will take place July 24-30 at Wittman Regional Airport in Oshkosh, Wisconsin. The aircraft types celebrating anniversaries represent a variety of seg-

ments across general aviation, from homebuilts to vintage to aerobatic airplanes to rotorcraft. Register for a gathering at eaa.org if you own one of the following aircraft and plan to attend! • Lockheed Vega (90 years) • Ryan Aircraft to commemorate Charles Lindbergh’s Spirit of St. Louis flight (90 years) • Piper J-3 Cub (80 years)

who fought at Wake, Midway, and all across the Pacific. See you at Oshkosh.” Other highlights include: • Arrival of at least 16 B-25 bombers at AirVenture by Tuesday, July 25, with the aircraft parked in AirVenture’s Warbirds area. Notable aircraft already confirmed include Panchito (Delaware Aviation Museum); Briefing Time (Mid-Atlantic Air Museum); Yankee Warrior (Yankee Air Museum); Miss Hap (American Airpower Museum); Barbie III (Cavanaugh Flight Museum); Devil Dog (Commemorative Air Force); and Miss Mitchell (Commemorative Air Force – Minnesota Wing). • Several programs at the popular Warbirds of America Warbirds in Review speaker series. • Sixteen B-25s flying in the warbirds air show on Tuesday, July 25, and re-enacting the 1942 Doolittle Raid to start the night air show on Wednesday,

FEATURED AIRCRAFT ANNIVERSARIES ANNOUNCED

FOR

• Wittman Buttercup (80 years) • Rotorway Helicopter (50 years) • Christen Eagle II (40 years)

Crew of the No. 1 Doolittle Raiders aircraft in April 1942 (from left): Lt. Henry Potter, navigator; Lt. Col. James Doolittle, pilot/commander; Staff Sgt. Fred Braemer, bombardier; Lt. Richard Cole, copilot; Staff Sgt. Paul Leonard, engineer/gunner. (U.S. Air Force photo, courtesy EAA) July 26. For more information about the Doolittle Raid at AirVenture, along with a complete schedule and ticket purchase options, visit EAA.org.

OSHKOSH 2017 • Extra aerobatic aircraft • Questair Venture (30 years)

The Wittman Buttercup will be celebrating 80 years while the Christen Eagle II will celebrate 40 years. These are just two of the eight aircraft that will be celebrating anniversaries at EAA AirVenture this summer. (Photos courtesy EAA)

MORE ASTRONAUTS CONFIRMED TO ATTEND APOLLO REUNION AT AIRVENTURE

NASA astronauts Buzz Aldrin (Apollo 11) and Harrison “Jack” Schmitt (Apollo 17), representing the crews who made the space program’s first and last lunar landings, will attend EAAAirVenture Oshkosh 2017 as part of the Apollo program reunion on Friday, July 28. Previously confirmed astronauts attending the event include Frank Borman (Apollo 8), Walt Cunningham (Apollo 7), Fred Haise (Apollo 13), Jim Lovell (Apollo 8 and Apollo 13), and Al Worden (Apollo 15). The Apollo program’s story is one of teamwork and tremendous achievement, each mission serving as a tribute to the accomplishments of those who had

Buzz Aldrin (Apollo 11) and Harrison “Jack” Schmitt (Apollo 17). (Photo courtesy of NASA and EAA) served on previous crews. The reunion is expected to be the largest gathering of

Apollo astronauts at Oshkosh since the memorable 1994 Salute to Apollo pro-

gram that brought together 15 of the men who were the faces of the American effort to put men on the moon. “This will be a rare, unforgettable gathering of the people who met the challenge of flying to the moon and safely returning, representing hundreds of thousands of individuals who contributed to its success,” said Rick Larsen, EAA’s vice president of communities and member benefits. “You may never get another opportunity to see these people in person and up close, as you will at Oshkosh this summer.”

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In Flight USA Celebrating 33 Years

May 2017

It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program. This month’s, CALLBACK again offers the reader a chance to “interact” with the information given in a selection of ASRS reports. In “The First Half of the Story,” you will find report excerpts describing an event up to a decision point. You may then use your own judgment to determine possible courses of action and make a decision regarding the best way to resolve the situation. The selected ASRS reports may not give all the information you want, and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “The Rest of the Story...” you will find the actions actually taken by reporters in response to each situation. Bear in mind that their decisions may not necessarily represent the best course of action. Our intent is to stimulate thought, discussion, and training related to the type of incidents that were reported. The following reports chronicle situations where pilots, once their decisions were made, operated their aircraft into a critical phase of flight. Choices are not always clear-cut, decisions are always second-guessed, and no number of regulations or checklists can address every decision that a pilot may be required to make. Our hope is that thoughtful discussion of these incidents might benefit the judgment that a pilot exercises while making decisions that may or may not be dictated by regulation, rule, or checklist.

The First Half of the Story Situation #1 Beech 1900 Captain’s Report

• Early during the takeoff roll, the pilot noted a right hand LOW FUEL PRESS annunciator and associated Master Warning... All other aircraft instruments and indications remained normal.

What Would You Have Done? Situation #2 Air Carrier Flight Crew Report

• The marine fog bank had just come in. As we were intercepting the course for the RNAV Y RWY 27 approach, several planes ahead of us all went around. Tower gave us a short delay vector off the course and re-cleared us on the LOC RWY 27 approach. We did a very quick and dirty brief, noting... managed/selected speeds and a potential missed approach. I loaded the FMC while the Captain flew. I felt we were being rushed with the last-minute approach change, and... it was only my third flight in the last month. I was slower than normal and a bit rusty as well. I didn’t notice that the Derived Decision Altitude (DDA) I set was above the 500 feet AGL call. As we neared the minimums, I was looking to make the 500-feet call and completely missed the 100 feet above “Approaching Minimums” call and subsequently was late with the “Minimums” call also. The Captain called “Minimums” for me followed by his “Going Around” call. He pushed the thrust levers up to the go-around detent, called “Flaps 3,” and began to pitch up. I was still a second or two behind him

thinking about the minimums call I just missed and didn’t immediately retract the flaps. Before I could set the flaps to three, the Captain said that the runway was in sight.

What Would You Have Done? Situation #3 ERJ170/175 Captain’s Report

• We departed with good weather forecast for Salt Lake City with no alternate needed. We were planned with 600 pounds of taxi fuel and 1,471 pounds of contingency fuel. The flight was uneventful until we began the descent to SLC. We were being vectored north around the airport to get around a storm that was over the airport. As we broke out north of the airport, I looked down and saw it raining on the east side with more storms east of the airport. We were on downwind vectors for runway 16L and had just been cleared for the approach when ATC said that aircraft were reporting a loss of 20 knots indicated airspeed (KIAS) on final and were going around. I told the FO to tell them we will be discontinuing the approach and would like to hold for a bit. We were still doing alright on fuel then and had 3,800 pounds on board. I figured we had 10 to 15 minutes before we had to do an approach to SLC or divert... I was focused on whether or not we could hold long enough to get into SLC. ATC said that the storm was passing at SLC, and the winds were 16 knots and steady with no Low Level Windshear alerts. They asked if we would like to do an approach. We decided that we would try a single approach, and if we went missed, then we would go to ZZZ. We setup for the approach, intercepted final, and started configuring

flaps. ATC advised heavy precipitation between us and the runway. We were on the glideslope at 190 KIAS with flaps two passing through 7,500 feet MSL when it seems we might have encountered a microburst... Within five seconds, our indicated airspeed rapidly increased to 234 KIAS.

What Would You Have Done? Situation #4 B737 First Officer’s Report

• While on approach, we started out a little high due to thunderstorms that were on our arrival. The deviation was going to get us on the ground with about 6,400 pounds of fuel. Just north of the airport, we were turned onto a downwind and cleared to 4,000 feet MSL, and after that to 3,000 feet. Once we got close to leveling off at 3,000 feet, we were given a base turn... and cleared down to 2,600 feet. At that time, we reported the airport in sight, and I noticed that we were still around 240 KIAS. I queried the Captain if he still wanted to go that fast. He said he had not realized we were still going that fast and started slowing. He dropped the gear and started slowing while also following the glide slope. I made the 1,000-foot call, but we both realized we only had flaps 15 selected up until that point. We missed that gate, but it looked like the aircraft was slowing enough to make the 500-foot gate. As we tried to get the aircraft slowed, I think we may have had only flaps 25 at the 500-foot gate.

What Would You Have Done? The Rest of the Story... Situation #1 Beech 1900 Captain’s Report The Reporter’s Action

• The pilot rejected the takeoff, as

briefed, for a Master Warning prior to V1 speed. The pilot assumed a false annunciator warning because the LOW FUEL PRESS annunciator extinguished after power was reduced... and all other remaining instruments and annunciators were indicating normal. The pilot decided to attempt a normal takeoff after taxiing back to the runway and receiving takeoff clearance. All operations during the second takeoff were entirely normal and routine, with no abnormal annunciations or events. The flight continued through termination under normal operating circumstances. Situation #2 Air Carrier Flight Crew Report The First Officer’s Action • We had hit a hole in the clouds, and the runway was there. We were still configured and in position to make a safe landing.

The Captain’s Action

• A second or two after bringing up the power, we were in the clear with the runway in sight. Since the flaps and gear had not been moved yet, I chose to pitch over gently and continued visually to land in the touchdown zone with a normal rate of descent and normal landing. Situation #3 ERJ170/175 Captain’s Report The Reporter’s Action • I would have normally broken off the approach immediately, but we were high enough off the ground that I could get stable by 1,000 feet AGL, and I also expected the airspeed increase to immediately subside. We were both caught Continued on Page 41

EAA NAMES STRMISKA AS VICE PRESIDENT OF PHILANTHROPY AND DONOR STEWARDSHIP

May 2017

Ken Strmiska, an aviator who has more than 25 years of fundraising, foundation, and community development experience, has joined EAA as vice president of philanthropy and donor stewardship. In this role, Strmiska will lead EAA’s donor relations group as a member of the association’s senior leadership team reporting directly to EAA CEO and Chairman Jack J. Pelton. Strmiska will also be responsible for diverse areas such

www.inflightusa.com

as building on EAA’s strong history of philanthropic support and developing systematic approaches to cultivate and steward individuals who support EAA and the EAA Aviation Foundation in significant ways. “Ken brings a unique blend of aviation enthusiasm and extensive, successful philanthropic acumen to a role that includes relationship work with EAA members and other aviation enthusiasts,” Pelton said. “His experience and knowl-

edge, along with his passion for flight, will be very valuable in building relationships with those who support EAA’s mission of growing participation in aviation in the many ways offered by the organization.” Prior to joining EAA, Strmiska held leadership roles at Lakeland University, the Greater Green Bay Community Foundation, and the Council on Foundations in Arlington, Virginia. He also served as president of a fundraising

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and community engagement consulting firm. Strmiska earned a doctorate in education administration from North Carolina State University, and a master’s degree in business and bachelor’s degree in music performance from the University of Wisconsin Madison. He is also a longtime EAA member who holds a commercial pilot certificate and is nearing completion of his multi-engine rating.

Safe Landings Continued from Page 40

completely off guard when the airspeed didn’t go back to normal, but actually kept increasing. At that point, I told ATC that we were going missed and going to ZZZ... Even though there was a flap overspeed, I elected to retract the flaps due to our fuel status and not knowing if there would be a delay getting into ZZZ with other aircraft being diverted there. I felt it would be less risky to retract the flaps than to continue flying with the flaps at two and burn extra fuel. We landed at ZZZ uneventfully, and I left the flaps in the landing configuration until maintenance could look at them. Situation #4 B737 First Officer’s Report The Reporter’s Action • I should have made the go-around call per Standard Operating Procedure (SOP). However, neither of us announced the go-around, and we continued to land... Luckily, we landed uneventfully. As we taxied clear of the runway, we both agreed that we should have gone around and, after the fact, realized our non-compliance. I realized that I should have used my training and my assertiveness to announce the goaround per SOP. I still regret not speaking up as I should have.

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WE INVITE YOU TO BUY A KILOMETER FOR $25 AND BE PART OF THIS EPIC JOURNEY The Canadian Arctic Aviation Tour is an epic project to celebrate Canada’s 150th Anniversary that will bring an airshow to EVERY indigenous and northern community across Canada's Arctic region – that's 97 airshows!

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The Canadian Arctic Aviation Tour, along with the help of aviators and aviation enthusiasts such as you, will assist talented pilots to fly 16,000 nautical miles to perform airshows and flybys.

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HELP PRESERVE NATURAL SOUNDS

IN

In Flight USA Celebrating 33 Years

NATIONAL PARKS

May 2017

“The national park idea has been nurtured by each succeeding generation of Americans. Today, across our land, the National Park System represents America at its best. Each park contributes to a deeper understanding of the history of the United States and our way of life; of the natural processes, which have given form to our land, and to the enrichment of the environment in which we live.” George B. Hartzog, Jr., NPS Director, 1964-1972:

Bird song (White Crowned Sparrow) is one of the natural sounds protected in national parks. (NPS Photos)

Mountains frame this view of Medano Creek, a melodious stream that flows seasonally at Great Sand Dunes National Park. (NPS Photos)

N

By Judy Rocchio

atural sounds are becoming harder and harder to hear. Even places where you expect to find peace and quiet are becoming nosier. National parks for instance strive to be safe havens for natural sounds. Their acoustic environments are monitored, and internal noise sources are mitigated. Rangers encourage visitors to limit their noise and protect “natural quiet,” and

managers reach out to park neighbors and partners for their help in preserving the natural sound environment. Ultimately though, preservation of natural sounds in parks depends on the mindful behavior of every visitor. National parks belong to all Americans and were set aside because they represent nationally significant places that tell the amazing natural and cultural stories of America’s past and present. The National Park Service (NPS) was established in 1916 with the mission to preserve and protect outstanding natural and cultural resources and allow for visitors to enjoy them now and for future generations. Like wildlife, water, and air quality; natural sounds are an important resource to be preserved and protected in units of the National Park System. National park natural and cultural soundscapes have the power to transform our experience from one of idle observation into one of active participation. Natural sounds have a powerful effect on our emotions, attitudes, and on triggering memories. Visitors to national parks experience firsthand the wonder of Half Dome in Yosemite National Park (NP), they marvel at Giant Sequoia trees at Sequoia NP, and enjoy the solitude and majestic landscape of Grand Canyon NP. These places often look much like they did hundreds of years ago, but unfortunately, they no longer sound like they did way back then. Wildlife communications and visitor enjoyment experiencing magnificent scenic vistas and cultural landscapes can be greatly diminished by the sights and sounds of modern man. Because of the ubiquitous nature of noise, the NPS depends on the cooperation of all users to manage natural sound impacts in parks. As general aviation pilots, the best way

Continental Motors

Continued from Page 37 adversely affected by engine run time or because of the aging of some materials. The fact that many planes are not hangared and are parked on a ramp, some in hot and humid or maritime climates, is also a factor to consider in the aging of

airframes and engines. Has Continental Motors requested the FAA to issue an AD on this subject? No. The FAA COS team reviewed the data related to these gear reports and performed statistical analysis. Their analysis showed that an AD was warranted and the FAA requested that

you can help to protect the peace and quiet in these special places is by avoiding flying over them. As the sole authority managing airspace, the Federal Aviation Administration (FAA) understands the need to help NPS protect natural soundscapes. They realize noise from aircraft in national parks can impact wildlife and diminish visitor appreciation. With a desire to help mitigate aircraft noise over noise sensitive areas, in 2004 the FAA created Advisory Circular (AC) 91-36d “Visual Flight Rule Flights Near Noise-sensitive Areas.” The AC outlines voluntary best practices for protecting the natural sounds of noise sensitive places. To reduce aircraft noise in such areas, the AC encourages pilots, making VFR flights to use flight paths that will avoid noise-sensitive areas. When pilots are near noise-sensitive areas, the AC asks them to fly at altitudes higher than 2,000 feet above ground level. According to the FAA, an area is noise-sensitive if noise interferes with normal activities associated with the area’s use. Examples of noise-sensitive areas include, but are not limited to, religious structures and sites, parks, recreational areas, wilderness areas, and wildlife refuges where a quiet setting is a generally recognized feature or attribute. NPS acoustic monitoring has shown that environments in some national parks represent the quietest places in America. As such, they are among the most noise sensitive areas. Your help is needed to preserve the natural sounds of national parks for current and future visitors. Did you know national parks represent less than four percent of the overall landmass of the U.S. Please plan your flight route to avoid these special quiet places. If they can’t be avoided, then please fly quietly at or above 2,000 feet AGL. For more information

CMG rewrite the related service bulletin in a format corresponding to FAAAC 20176 to support the pending AD activity. Continental Motors never requested the FAA to issue an AD. Is it by design that Continental Motors® issued MSB05-8B twelve years after issuing SB05-8? No.

View of Half Dome in Yosemite Valley taken from Glacier Point on a clear and quiet winter’s day, Yosemite National Park. (NPS Photos)

Hiking along the Giant Forest’s Big Trees Trail can feel like being in an outdoor cathedral, Sequoia National Park. (NPS Photos)

A crystal clear view of Zoroaster and Brahma Temples as seen from Mormon Flats on the South Kaibab Trail, Grand Canyon National Park. Imagine hearing the wind blowing through the canyon. (NPS Photos) about the NPS Natural Sounds Program and to hear park sound clips, visit https://www.nps.gov/subjects/sound/index .htm. Thank you for doing your part in keeping quiet places quiet.

The fact that 12 years have passed between the original issuance of SB05-8 and MSB05-8B is purely coincidental.

May 2017

www.inflightusa.com

Homebuilder’s Workshop There are lots of good folks in the FAA, and I’ve been privileged to know some of ‘em, but every organization has a few bad apples, along with folks in the middle. First the good: somehow I’d let my plane’s transponder check get stale, so I filed an ASRS report admitting my error. Then I called the tower and asked what paperwork I needed to fly the plane to get it fixed, and they said that the phone call sufficed – just tell departure that I was negative transponder. Pretty nice! And an idea passed onto me is to put all of those aircraft due dates in your cell phone as reminders. The middle: the local volunteer FAASTEAM member (FAA safety) gave a talk on drones at our EAA chapter meeting, those presentations provided by the FAA. Whereas the volunteer was only showing the presentation given to him, the presentation was most unfortunate and not helpful to the message in that seemingly every other slide proclaimed gloom and doom if you broke the rules, and that the mean old FAA was out to get you. No way I’d volunteer to be a FAASTEAM member if that’s the party line they make you spew. (I was a volunteer years ago…) A working group put the rules together and, frankly, some of those rules just don’t make sense. For example, the 400-foot altitude rule is an old model airplane rule, which used to provide enough airspace for aerobatics, even though a

Basque Country

Continued from Page 38 the booking portal Tripadvisor. Worldwide, it ranks sixth in the ranking, competing among 343 beaches in the world. Basque country has something for everyone, from the food connoisseur and shopper to the adventurous hiker or beach worshipper. For that matter, so does San Francisco. If you’re headed to the City by the Bay, be sure to walk (or drive) across the Golden Gate Bridge, take a boat ride around the Bay and Alcatraz, visit Union Square or the Mission for shopping and dining, and take in Twin Peaks just for the view. Also, save time to head north, to the world-famous Napa wine country, easily accessible by flying into the Napa County Airport, the “Skyport to the Wine Country.” The Napa Valley, a world-class wine-growing region and home to renowned wineries, top-ranked restaurants, luxurious spas, and pristine golf links awaits.

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FAA FOLLIES

friend tells me that 400 feet is no longer adequate. That 400-foot rule also applies to drones – quadcopters and the like. Nice, but suppose you only want to fly at, say, 50 feet? Or 20? 10? If you’re within five miles of an airport with an operating control tower, you’ll need permission. After all, that Class D airspace (at airports with operating control towers) goes all the way to the ground. Technically, if you’re close to a tower, the airspace under the trees in your backyard is Class D airspace, and since we all “share the same airspace,” to quote the FAA presentation, your drone is a hazard to airplanes. Not sure how many Cessna 172s I’ve seen flying under the trees in my back yard, five miles from a towered airport, but apparently that problem is fairly common across the U.S., enough to justify the regulation. The FAA has an app to show you airports that might be a factor in your drone operation, a really cool idea. Interestingly enough, at my house, one of those airports is a heliport at a local hospital. (Saw a Coast Guard helicopter landing there this afternoon, by the way). But the local Army base airfield has a zone around it that is not circular but rather has one edge cut off straight. Why? And the app only works on where you are, not on where you might want to fly. Why? Lastly, drones are aircraft. However, human-carrying ultralights are vehicles, not aircraft. Come again?

The bad: I had a question on the precise meaning of an FAR, and sent in a query to the local FSDO website. When the FAA guy sent back a nebulous, nonresponsive answer, I phoned him, managing to push several of his buttons really hard (I think they were on hair triggers). I got the riot act read to me for all kinds of things he didn’t like, none of which were related to my question. Silly me, I pushed for an answer, which he was unable to give. An hour later, I got an email stating that he was going to call the local control tower and ask them how many times I’d violated said FAR. Hmmm. He didn’t know the airplane N#, the date, the time, who was flying said airplane, or the weather. But for that guy to write up a violation, he’d have to answer the question that I asked him, the question he was unable to answer. So I called the AOPA Legal Protection plan, first time I’ve used it in a decade, and they could hardly believe what this FAA guy was trying to do. Their advice was to ignore the threatening email. I gave them permission to forward my correspondence with the FAA, redacted, to the manager at FAA HQ whose job it is to make sure this kind of ridiculousness doesn’t happen in the first place. There are folks at the FAA who are working for the good, as we all should be. After all, a key element of safety is teamwork.

••••• I was updating the databases in the Ed plane, and that can Wischmeyer take a long time. Since the plane was connected to an external power source, I left things turned on and came back the next day. Bad call. The external power didn’t have enough juice to run the avionics, the battery was dead, and after I took the top cowling off so I could check the battery voltage, it was at 3.1 volts. And the external power source/charger shuts itself off when the voltage is that low and won’t recharge the battery. My guru buddy, Mike, loaned me a dumb charger and told me to recharge the battery with the charging rate set to two amps. Initially, it was five amps. Hmmm. After a while, it was down to two amps, and the battery voltage was up to eight or nine volts. I then connected my very smart charger, a noco Genius 7200, and set it to “Repair.” The next day, the battery was back to full capacity (how I found out is another story not worth telling). I saved some money, saved some time, and saved a lot of hassle. Sometimes it takes a Genius to fix problems from when I wasn’t a genius.

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AOPA BASICMED COURSE & FAA MEDICAL EXAM CHECKLIST NOW AVAILABLE

May 2017

In Flight USA Celebrating 33 Years

Pilots Cleared to Start Process to Fly Under BasicMed as of May 1

The wait to get ready for BasicMed is over – the FAA has released the official BasicMed Comprehensive Medical Examination Checklist that pilots must fill out and have completed by a statelicensed physician. It has also published a link to the free online AOPA SelfAssesment Course that satisfies the requirement for pilots to complete a medical education course prior to operating under BasicMed. “We fought long and hard for this on behalf of our members and we’re excited that pilots can now start the BasicMed process,” said AOPA President Mark Baker. “You’re now cleared to take the necessary steps to get in the air as of May 1.” Pilots may now make their doctor appointment, have the FAA checklist filled out by the physician, and complete the free AOPA online medical course. Pilots must retain the completed exam

checklist with their logbook, along with the certificate of completion from the online medical course. Once these requirements are met, pilots just have to wait until May 1 to exercise the privileges of BasicMed. AOPA anticipates that BasicMed will affect hundreds of thousands of pilots and bring back many who have stopped flying for fear of losing their medical certificate or because of the cost and stress associated with seeking a special issuance medical each year. To help those who have been away from flying, AOPA has created a Rusty Pilots program to make it easier to get back into the cockpit. “If you’ve been away from flying for a while, don’t worry,” Baker encouraged pilots. “AOPA’s Rusty Pilots seminars will help you knock off the rust and boost your confidence so that you will be ready to act as pilot in command again.”

AOPA is partnering with flight schools to offer Rusty Pilots seminars in hundreds of locations across the United States. By attending the three-hour seminar, you will receive an instructor’s endorsement that meets the minimum requirement for the ground portion of a flight review, and you will get the opportunity to meet local flight instructors so that you can schedule a lesson to complete the ground and flight portion of a review. (Rusty Pilots seminars are free to all AOPA members!) Nearly 3,600 pilots have returned to active flying status through Rusty Pilots. “We have worked tirelessly with Congress and the FAA to achieve medical reform,” Baker said. “Check out our suite of online Fit to Fly resources to let us help you settle into the left seat.” Read AOPA’s story and find more information at www.aopa.org.

Last year, Frederick, MD-based aviation insurance broker, Aviation Insurance Resources (AIR) helped one lucky recipient get her aviation career back on track and work towards more ratings. Once again, a $500 aviation scholarship is being offered for student pilots and pilots to help further their training. The Get into the Air scholarship can be used towards any phase of flight training, a flight review, written exam, instrument proficiency check or a check ride. Aircraft dispatcher Caitlin Lyons, also known as Cessna Chick on her blog, does not allow adversity to get in the way of her goals. Living in Manhattan without a car during her private pilot training offered quite the challenge. Her commute the closest general aviation airport resulted in more than one and half hours on a train followed by a three-mile walk while still maintaining a full-time job!

During the 2016 EAA AirVenture Caitlin caught a break, she had earned the ‘Get into the AIR’ scholarship awarded by Aviation Insurance Resources (AIR). Caitlin thanked AIR for getting her back on track towards her goal of becoming a flight instructor. “It helped me finally do my BFR, which was my first since earning my certificate and was delayed more than I would’ve liked it to be! Since then I was able to fly a bunch in the early winter working on my instrument rating and getting time under my (pink!) foggles – always on beautiful days I would’ve loved to enjoy the views of the Pacific. I’ve already knocked out my Instrument and CFII written tests and working on my Commercial/CFI/FOI written tests as well so I can focus on the flying portions. It puts a time limit on my training and

gives me even more motivation. I’m hoping to finish up my instrument rating by the end of the summer!” she explained. When Caitlin wasn’t flying or studying, she was helping others get into the air. She recently spoke to a bimonthly pilot group at her flight school with a speech entitled “Fly Like a Girl” about how to find and apply for aviation scholarships and is “always looking for other ways to pay it forward in return for the opportunities I’ve been given.” Due to the success of their inaugural scholarship, AIR is once again offering the $500 ‘Get into the AIR’ scholarship. AIR is seeking an applicant whose essay and recommendation letter best describes their goals, drive and involvement in the aviation industry. The scholarship winner will be announced at the 2017 EAA AirVenture in Oshkosh, WI. The deadline to enter is

Aircraft Spruce is hosting three customer appreciation days in the upcoming months. This is the time of year when the company goes all out by offering spectacular discounts on their most popular products and provide a chance for loyal customers to meet vendors. Aircraft Spruce will be hosting raffles with “big prizes” along with plenty of refreshments. Aircraft Spruce East - Customer Appreciation Day, Saturday, May 20,

2017 (8 a.m. to 4 p.m.) Aircraft Spruce & Specialty Co. East, 452 Dividend Drive Peachtree City, GA 30269, 770-487-2310 • 800-831-2949. Falcon RV Squadron: The Falcon RV Squadron is hosting their spring 2017 RV fly-in and cookout on the same day as our event. If you have, or are interested in building an RV aircraft please join the fun! Raffle Tickets for the Young Eagles: All proceeds from the raffle tickets will benefit: EAA Chapter 468 for the

Young Eagles. Armed Forces Day: Show your support for Armed Forces Day 2017 Aircraft Spruce Canada Customer Appreciation Day: Saturday, June 3, 2017 (8 a.m. to 3 p.m.) Aircraft Spruce Canada, 27 York Road, Brantford Municipal Airport, Brantford, ON N3T-6H2, 519-759-5017, 877-795-2278. Raffle Tickets for the Copa for Kids: All proceeds from the raffle tickets

$500 AVIATION SCHOLARSHIP OPPORTUNITY

About AOPA

Since 1939, AOPA has protected the freedom to fly by creating an environment that gives people of all ages the opportunity to enjoy aviation and all it has to offer. As the world’s largest community of pilots and aviation enthusiasts with representatives based in Frederick, Md., Washington, D.C., Wichita, Kans., and seven regions across the United States, AOPA’s events, initiatives, and services bring current and future pilots together and make aviation more accessible to everyone. To learn more, visit www.aopa.org.

FROM

AIR

June 15, 2017. Scholarship applications are available for download at http://www.AIRPROS.com/scholarship.php.

About Aviation Insurance Resources (AIR)

Since 1999, AIR has remained closely connected to the industry they serve, many of their customers are friends and some are even family. This is because all of the agents at AIR are pilots and understand the needs and challenges in owning or renting an aircraft and aviation related businesses. No matter your involvement in aviation, AIR can provide a comprehensive yet economical solution for your needs. For scholarship questions or an aircraft insurance quote call 877247-7767 or fill out a quote request online at www.AIR-PROS.com.

AIRCRAFT SPRUCE ANNOUNCES APPRECIATION DAYS 2017

will benefit: Canada COPA for Kids. Aircraft Spruce West - Customer Appreciation Day: Saturday, Oct. 7, 2017 (7 a.m. to 3 p.m.) Aircraft Spruce & Specialty Co., 225 Airport Circle, Corona, CA 92880, 951-372-9555 • 800-861-3192 Raffle Tickets for the Young Eagles: All proceeds from the raffle tickets will benefit: EAA Chapter 1 for the Young Eagles.

May 2017

www.inflightusa.com

T he Py lon P lac e

JAPAN’S MUROYA CAPTURES FIRST WIN DIEGO RED BULL AIR RACE Marilyn Dash’s

A

s one upset followed another at the second stop of the 2017 Red Bull Air Race World Championship in San Diego, Calif. this month, Yoshihide “Yoshiâ€? Muroya of Japan was the only pilot with the consistency to earn the triumph. Dazzling more than 40,000 fans across race weekend, Muroya ended up dominating the Final 4 with a time of 58.529. While Peter PodlunĹĄek was almost two seconds back at 1:00.454, the first Slovenian Red Bull Air Racer – by capturing second place in his first-ever Final 4. Peter has made incredible improvements from last year – his rookie season. Reigning World Champion, Matthias Dolderer, was third after a pylon hit, and America’s own Kirby Chambliss finished fourth after a high call on the final pylon. “I’m quite happy. We had a very hard time at the season opener in Abu Dhabi, and we’ve been working really hard for months,â€? said Muroya, who had an over-G penalty at the 2017 kickoff. “My crew and my family have been helping a lot to help us get more stable and consistent, and I thank them. The next race in Japan is going to be a big one, and

it’s an important step forward to win here as I head to my home country. It’s a huge crowd and pressure for me, but I will have fun there.â€? Tickets for the 2017 Red Bull Air Race World Championship – including Oct. 14-15 in Indianapolis – the next USA stop – are on sale now. For more information on tickets and all the latest, visit www.redbullairrace.com . Results Master Class San Diego 2017: 1. Yoshihide Muroya (JPN), 2. Peter PodlunĹĄek (SLO), 3. Matthias Dolderer (GER), 4. Kirby Chambliss (USA), 5. Martin Ĺ onka (CZE), 6. Petr Kopfstein (CZE), 7. Nicolas Ivanoff (FRA), 8. Michael Goulian (USA), 9. Matt Hall (AUS), 10. Pete McLeod (CAN), 11. Juan Velarde (ESP), 12. François Le Vot (FRA), 13. MikaĂŤl Brageot (FRA), 14. Cristian Bolton (CHI) World Championship standings after two races: 1. Martin Ĺ onka (CZE) 21 points, 2. Matthias Dolderer (GER) 16 pts, 3. Yoshihide Muroya (JPN) 15 pts, 4. Juan Velarde (ESP) 12 pts, 5. Peter PodlunĹĄek (SLO) 12 pts, 6. Pete McLeod (CAN) 10 pts, 7. Nicolas Ivanoff (FRA) 10 pts, 8. Michael

By Michael Jahn

everything. How is it we think he or she does? Each instructor is capable of delivering his or her best, on his or her best subjects. What is wrong with asking another instructor the same question(s)? You will be surprised at the differences in content and emphasis on any line item of learning. The one amazing thing about our aviation culture is, “it’s not about who is right, but what is right.� There is always the possibility of raising the bar and not offend anyone with your effort. I still learn new tricks from the junior teachers. People appreciate a different delivery. So if you’re a learner, as we all are, reach out more often to other instructors and get them involved with your progress. Ask more questions more often, and don’t be afraid to ask about something that either confuses you or does not add up. There is a lot of bad information Continued on Page 47

LEARNING TO FLY BY WAY OF MULTIPLE PERSPECTIVES

The value of perspective: Learning to fly is a challenge, and most would agree that there is more than one way to safely operate and aircraft. Then why do most learners only work with one specific flight instructor at a time? There are many possible answers to this question, and there is not room enough in this article to identify some or all of the reasons. Let’s just move on to considering the advantages to engaging additional help and input along the way. Perspective: (synonyms) outlook, view, viewpoint, point of view, POV, standpoint, position, stand, stance, angle, slant, attitude, frame of mind, frame of reference, approach, way of looking, interpretation No flight or ground instructor is the best. And I believe no instructor can know

45

AT

SAN

Earning 15 World Championship points with the victory, Muroya jumped up 10 places in the overall standings, to third behind Martin Ĺ onka of the Czech Republic (21 points) and Dolderer (16). The result was especially meaningful because the next stop of the season is in Muroya’s home skies at Chiba, Japan – where he earned his first race win just last year. (Red Bull Air Races) Goulian (USA) 8 pts, 9. Kirby Chambliss (USA) 7 pts, 10. Petr Kopfstein (CZE) 5 pts, 11. Cristian Bolton (CHI) 4 pts, 12. François Le Vot (FRA) 3 pts, 13. Matt Hall (AUS) 3 pts, 14. MikaĂŤl Brageot (FRA) 2 pts

The winners of the 2017 World Championship, Muroya, PodlunĹĄek, and Dolderer. (Red Bull Air Races)

The second stop of the 2017 Red Bull Air Race World Championship was full of surprises, as none of names on the podium matched those of February’s season opener. Yoshihide Muroya of Japan claimed the win, while Slovenia’s Peter Podlunťek was second, and defending World Champion, Matthias Dolderer, of Germany took third. (Red Bull Air Races)

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46

May 2017

In Flight USA Celebrating 33 Years

Last month, Alpina made its debut at the annual Sun ‘n Fun Fly-In and Expo as the Official Timekeeper alongside their Global Brand Ambassador, champion aviator, Michael Goulian. As the first air show appearance for the brand, Alpina looked to highlight Michael through a series of activations and events including an intimate evening cocktail party to celebrate the new partnership as well as connecting with people actively involved in the aviation industry. Alpina previously announced its partnership with Michael in March, highlighting the brand’s rich history in pilot timepieces. The brand’s participation at the Sun ‘n Fun Fly-In and Expo was the first activation with him as the main attraction during the show with multiple appearances and aerial performances. Michael wore his Alpina Startimer Pilot watch throughout his three stunning aerial performances. “Sun ‘n Fun Fly-In and Expo is an excellent showcase of aerobatic ability,” said Oliver Van Lanschot Hubrecht, Alpina Brand Manager, “We were excited to see Mike proudly wearing his

Alpina Watch Company has partnered with aviator Michael Goulian, their new Global Brand Ambassador. (Photo courtesy Alpina) Alpina made its debut at Sun ’n Fun last month.

(Photo courtesy Alpina)

Alpina watch while providing great entertainment for the thousands of spectators in attendance.” “The debut of our relationship with Alpina at Sun n’ Fun was a proud moment in my career,” said Mike Goulian. “I’m honored and humbled that Alpina has chosen me to represent this iconic brand”, added Goulian.

Alpina recently expanded its Startimer Pilot Collection with four new timepieces at Baselworld 2017. Alpina, famous for its red triangle signature, is a fine watchmaking manufacture based in Geneva, Switzerland. Founded in 1883, Alpina’s watchmaking history spans more than 130 years. A true pioneer of the Swiss watchmaking indus-

like a surreal nightmare – but it was broad daylight and painfully real. “I got a call from my wife, Sandra, that Josh had stopped breathing,” Rousseaux said. “I was on my way to the day care when I got another call telling me to meet the ambulance at the hospital. Nothing can prepare you for the scene of your tiny baby laying on a table with a flurry of doctors trying to stabilize him and not knowing what is happening because everything is happening so fast.” As Rousseaux recounts the story, Joshua had been put down for a nap but appeared lifeless when daycare workers later attempted to rouse him. Rousseaux and Sandra sat vigil at four-month-old Joshua’s bedside for two weeks before making the decision on May 23, 2010, to take him off life support when doctors told them Joshua would not recover from his current state. “Our pain was indescribable, but it was absolutely the right decision,” Rousseaux said. “When the doctors told us what his future quality of life would be like, we knew the kindest thing we could do for Josh was to let him go.” During those two weeks in the pediatric intensive care unit, doctors concluded that Joshua’s brain had atrophied. After a myriad of tests, doctors could not accu-

rately determine exactly what happened to Joshua. Rousseaux said they finally ruled the cause of death as “probable cardiac arrhythmia.” When trying to label the exact cause, they called it Sudden Infant Death Syndrome. He said that adding to their turmoil of not really knowing what took Joshua away from them was deciding what to tell his brother. “Sandra and I went around and around trying to figure out just how to tell him so he would understand why his brother was not coming home,” Rousseaux said. “Since Cayden was only four years old, we had to come up with something he could understand on his level.” Rousseaux said he always made sure that his family had a firm faith-based foundation. He said it was faith that provided a tiny light in the midst of the darkness that descended on his family after Joshua’s death. “Sandra and I sat down to tell Cayden about Joshua,” Rousseaux said. “He looked up at us with absolutely no hesitation and told us straightaway that Josh didn’t come home with us because Jesus had some work for him to do in heaven and he needed him to come now. He told us Jesus needed Joshua to help him build his house.” Rousseaux said the faith exhibited by

RESILIENCE: ONE AIRMAN’S STORY

By Janis El Shabazz

340th Flying Training Group Public Affairs

This feature is part of the “Through Airmen’s Eyes” series on AF.mil. These stories focus on a single Airman, highlighting their Air Force story). Senior Master Sgt. Jon Rousseaux was like many children who grew up in a military family. The self-described man of faith and service followed his father, a retired chief, into the Air Force – and after 19 years, he is still at it. In fact, he just reenlisted for four more years. Rousseaux’s years of service have strengthened his faith and resiliency, helping him through the most difficult time of his life. Co-workers describe Rousseaux as a steady, easy-going guy whose steadfastness and determination helped him rapidly ascend the ranks. Everyone agrees that, usually, not much upsets him – but the events that happened in May 2010 shook him to his core. Rousseaux said it was a typical day. He woke the kids, made breakfast, and dropped his infant son, Joshua, off at day care and older son, Cayden, at school. It was Joshua’s first week in day care. Rousseaux said what happened next was

OF

try, Alpina has been the source of numerous patents and innovative calibers. Alpina invented the concept of the Swiss sport watch, as we know it today, with the birth of its legendary Alpina 4 in 1938. Today, Alpina is one of the very few Swiss watch companies, which develops, produces and assembles its movements entirely in-house. For more information, visit www.alpinawatches.com.

FAITH, SERVICE

Sandra and Gabriel Rousseaux, Senior Master Sgt. Jon Rousseaux, Dr. Amy Holder and Maj. (Dr.) Dax Holder pose for a photo during a fundraising run for ‘Any Baby Can’, a San Antonio-based organization that serves families with children and youth facing serious health or developmental challenges, to raise money for sudden infant death syndrome research. The Rousseauxs lost their son, Joshua, to SIDS in 2010. (Courtesy photo)

his four-year-old son gave them strength and helped them with the healing process. “No amount of training can ever prepare you for such a traumatic event,” Rousseaux said. “However, the resiliency training we receive in the Air Force teaches us to have confidence in our ability to Countinued on Page 47

2017 NATA AVIATION BUSINESS CONFERENCE AGENDA NOW AVAILABLE

May 2017

NATA’s Aviation Business Conference takes place June 6-8, 2017 at the Hyatt Regency Washington on Capitol Hill. For 2017, NATA is providing conference participants an opportunity to meet with their elected representatives to discuss the issues impacting aviation businesses – particularly the airlines’ proposal to create a user-fee funded air traffic control corporation. Constituents are the industry’s best representatives and it has never been more important for the voice of aviation business to be heard in the corridors of power.

www.inflightusa.com

The 2017 Aviation Business ence is once again located just steps away from Capitol Hill, making it easy for you to visit with your legislators. When you register for the conference, please indicate your interest in taking part in meetings on Capitol Hill. The earlier you register, the easier it is to arrange your participation at this important moment in the debate on the future of our nation’s air traffic control system. For questions regarding registration, please contact Karissa Uko at (202) 7741513 or kuko@nata.aero. The NATA website is nata.aero.

47

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One Airman’s Story

Continued from Page 46 bounce back and to know when to ask for help. My faith teaches me when something negative occurs, while not denying the situation; you must look for something to be redeemed in the midst of the difficulty.” He said the kindness and small acts of generosity from co-workers, friends, neighbors, and their church family meant the world to him and Sandra. Rousseaux said though the hole left in their hearts can never be filled, they felt their job going forward was to make their hearts bigger than the loss they suffered. Rousseaux explained that they began to look for a way to honor Joshua’s memory. “We wanted to do something to help others who have gone through the same thing.” The Rousseauxs started working with a marathon group within “Any Baby Can,” a San Antonio-based organization that serves families with children and youth facing serious health or developmental challenges, to raise money for SIDS research. Oddly enough, the group within the organization they collaborated with was called, “Jon’s Run.” “At first, folks thought it was my

Learning to Fly Continued from Page 45 out there and taking information blindly creates problems and expense. Participate in quality hangar talk and bring a new spin on old information. I always get a kick out of the slide in recurrent when they show a red cabin altitude message. The instructor will ask, “and what does this mean?” Most surely

group since we shared the same first name. Actually Jon’s Run was started by Melissa and David Stevenson in memory of their son Jon who died from SIDS,” Rousseaux said. “Our team is called ‘Joshua’s Warriors.’ For a great many years, our team has been the top fundraiser––we’ve raised more than $15,000 for SIDS research.” Next month, Joshua’s Warriors will participate in their seventh Jon’s Run. They are currently directing the funds toward research on a possible connection between the syndrome and failed early hearing tests, a commonality between Joshua and Jon in early infancy. “My faith helps me to be a part of something bigger than myself and that’s one of the reasons I was drawn to the Air Force. I wanted to make a difference and to see and learn new things,” he said. “I have learned that when the expectations you set don’t come out how you would want them, don’t despair––there is always hope, and some people will always care and support you. We didn’t let the darkness consume us.” “We may all stumble or even fall sometimes, but if you keep hope and faith in your heart, you can always get up.”

you will get a comment that says something like the cabin has climbed to above some such and such altitude. And I say who cares for the most part. What the message really says is put your mask on NOW! And there you have it…. Perspective.

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May 2017

In Flight USA Celebrating 33 Years

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MUSEUMS Yanks Air Museum Chino, CA www.yanksair.com Wings of History Aviation Museum San Martin, CA (408) 261-8935 www.wingsofhistory.org Planes of Fame Air Museum Chino, CA (909) 597-3722 www.planesoffame.org Warbirds West Air Museum Gillespie Field, El Cajon, CA (858) 414-6258/www.wwam.org WACO Airfield & Museum Troy, OH, (937) 335-9226 www.wacoairmuseum.org Pacific Coast Air Museum (707) 575-7900 www.pacificcoastairmuseum.org

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SUN ‘N FUN 2017; A WEEK OF FLYING, FUN FOR STALLION 51 ALUMNI

Stallion 51 Flight Ops, based at the Kissimmee Gateway Airport (KISM), celebrated their 30th anniversary at Sun ‘n Fun International Fly-in and Expo 2017 sharing their accomplishment with 17 of their former check-out training students and their Mustangs as well as thousands of appreciative fans. The celebration started with a Homecoming for the Alumni of Stallion 51’s comprehensive Mustang check-out training program at Stallion 51’s base of operation at the Kissimmee Gateway Airport days before Sun ‘n Fun started. Stallion 51 has graduated almost 200 Mustang Pilots in the past three decades who were invited back to their “Mustang Alma Mater” for some post graduate studies in safety procedures as well as engine and airframe maintenance. The attending graduates also had the opportunity to sharpen up their formation skills before flying over to Sun ‘n Fun on Wednesday, April 5, 2017 in preparation to showcase the P-51 during Thursday, April 6 Mustang Day air show. Thursday’s Mustang Day flight demonstrations did not disappoint the crowd who had gathered to hear the magic of the Merlin as various combinations of the 17 Mustangs flew past the crowd for almost two hours. The USAF Heritage Flight also participated in Mustang Day flying the A-10 and F-15 Viper with two Mustangs flown by two special pilots. Lee Lauderback, founder and chief pilot of Stallion 51, was one of the first civilian pilots accepted into the Heritage Flight program at its inception in 1997. Lee flew Stallion 51’s Mustang with F-15, F-16, F-4, A-10, F-15 and F-22 in demonstration formation flights that celebrated U.S. air power history by flying vintage Warbirds in formation with modern USAF single ship demonstration teams. Lee helped design the criteria from which civilian pilots were selected to fly in formation with USAF combat aircraft during airshow demonstrations. The criteria he helped develop contain the very rules that determined that Lee would have to bow out of the Heritage Flight program after “timing out” at age 65 in 2015. In honor of Lee Lauderback’s and Stallion 51’s three decades of Mustang excellence, the USAF Heritage Flight Program has re-qualified Lee so he can join them one more time to fly in the USAF Heritage Flight with the P-16 and A-10 on Mustang Day.

AND

FELLOWSHIP

The following is a list of Mustangs that attented Sun ‘n Fun 2017: 17 P-51's present at SNF17 on April 6, 2017

Some of the fabulous mustangs that made their way to Sun ‘n Fun for Homecoming for the Alumni of Stallion 51’s. (Photos courtesy Stallion 51)

Lee was joined in the USAF Heritage flight by one of the newest civilian members of the Heritage Flight team, Andrew McKenna. Andrew is graduate number 143 of Stallion 51’s comprehensive Mustang Check-Out program and is performing for the first time in the USAF Heritage Flight this year at Sun ‘n Fun. On Friday April 7, The Federal Aviation Administration’s (FAA) recognized and honored Lee Lauderback with the Wright Brothers Master Pilot Award Program (MPA). This award is given to pilots who have conducted 50 or more consecutive years of safe flight operations. Lee Lauderback was nominated for the award by aviator and golf legend Arnold Palmer just weeks before his death in September 2016. Lee’s list of accomplishments and ratings are extensive along with his impeccable safety record. Lee started his flying career at 14 years old flying gliders, preparing him to earn his private pilot’s license when he was 16 years old. By the time Lee was 24 years old, he was Mr. Palmer’s chief pilot. For 17 years, Lee flew “Arnie’s” Lear 24, Citation series jets and MD 500D Helicopter before starting Stallion 51 Mustang Flight Operations in 1987 with his business partner at the time,

Doug Schultz, along with the maintenance expertise of his twin brothers Peter and Richard Lauderback. In the 30 years that Lee has been Stallion 51’s chief pilot, he has taught hundreds of pilots how to operate the legendary Mustang safely, flown tens of thousand of hours in all types of aircraft and accumulated more hours flying Mustangs than anyone in history. Three decades ago, Stallion 51 Corp. established itself as a unique aviation business that specializes in rare vintage aircraft built on the dreams and passion of the Lauderback brothers. Lee, Peter, Richard and John are the cornerstone of the Mustang world; restoring, operating and marketing the rarest of the breed. Thousands of people have shared the cockpit with founder and president, Lee Lauderback and his crew through the years, learning about the magic of the Merlin and the mystique behind the Mustang. Stallion 51 is a comprehensive aviation organization offering a wide range of services in historic aircraft including orientation flights in the legendary dual cockpit, dual control P-51 Mustang and historic T-6 Texan. Stallion 51 offers check-out and re-currency training, FAA

P-51D Crazy Horse[TF-51] 44-84745 Stallion 51 P-51D Crazy Horse 2[TF-51] 4474502 Stallion 51 P-51D Little Witch [TF-51] 44-74497 Stallion 51 P-51D-25NA 44-73420 Andrew McKenna P-51D The Brat III 44-72339 Cavanaugh Flight Museum P-51D Swamp Fox 44-74202 FOX51 LLC. Concord NC P-51D Gentleman Jim 44-74230 Jack Roush, Livornia MI P-51D Bum Steer 44-463187 painted [Cavalier 67-14866] P-51D Alabama Rammer Jammer 4473990 Tom Henley P-51D Sweet Revenge 44-72051 Ron Fagen Granite Falls MN P-51D Mad Max 45-11559a Cavalier stabled at Stallion 51 P-51D Lady B 44-74506 Fred Telling, Port Orange FL F-51D Mk II Prototype 5NA Cavalier 44-13257 David Lindsay Sarasota FL P-51D Tempus Fugit 44-63865 [TF51] Triple Tree Aerodrome Inc, Woodruff SC P-51D Quick Silver 45-11439 - Scott Yoak P-51D Old Crow 44-74474 Jim Hagedorn Columbus OH P-51D The Rebel 44-13630painted 4484933 Doug Matthews Wellington FL Berlin Express at Stallion 51 Medical certification, aircraft sales and management. Stallion 51 has been a leader in WWII aviation for 30 years; bringing quality, safety, integrity and experience to aviation. For more information, visit www.Stallion51.com.

50

May 2017

In Flight USA Celebrating 33 Years

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