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In Flight USA Celebrating 30 Years
4
ON
THE
October 2014
COVER...
RENO 2014 REPORT By Pete Shirk
I
f your idea of good air racing is competition among several fairly matched runners, rather than repetitive domination by a favored past winner, then 2014 was your year at Reno. Great racing did happen but actually more on Saturday than Sunday. Not that the Gold Race on Sunday was boring, but by then, events had narrowed the field. Good air racing took place the entire week, but Saturday’s Unlimited Gold Heat 3 was a finish unlike anything I can remember, having been going there since 1965. Here is what occurred. A very promising field of unlimited entrants emerged from qualifying and good racing was on the horizon. Of interest is Race 7. This aircraft had qualified in 2011 at 499.160. This year’s qualifying speed of only 381 was done with the ferry engine, which was replaced by the fully prepared race engine for heat events. Also of interest was Race 38, a highly modified P-51D with a Griffon engine in place of the Merlin. The Rolls Royce
Griffon has a distinctive counter-rotating prop and stock is capable of higher horsepower than stock Rolls Royce Merlins. Given the high horsepower potential and the modified airframe Precious Metal is thought capable of high speeds. It did get qualified, although late and did run, but did not achieve results. In addition, the very full field could have also had Race 232, a Hawker Sea Fury flown by former astronaut, Robert “Hoot” Gibson, but it blew a piston on Monday trying to get qualified. Last year, it had a respectable 479 mph qualifying speed. So the 2014 unlimited field looked good in terms of speeds, pilot experience, and variety of aircraft types, and it turned out to be quite a show. For many of us, the real drama was Saturday’s Gold Heat 3 in which Strega (11 time winner), Voodoo (2013 winner), Rare Bear (which had done 528.33 in a prior year), and Dreadnought (which runs a Pratt & Whitney 4360 engine – the largest mill of all) matched up at 4:09 p.m. At end of the final lap, it was Strega and Voodoo nose-and-nose at the finishContinued on Page 57
Race 5, Voodoo - winner 2104 Unlimited Gold.
(Pete Shirk)
Per the Reno Air Race website qualifying times were as follows: Race #
Pilot
Aircraft
Name
Speed (MPH)
5
Steve Hinton
P-51D Mustang
Voodoo
479.267
77
Stew Dawson
F8F-2 Bearcat
Rare Bear
476.856
86
Sherman Smoot
Yak 11
Czech Mate
456.234
8
Dennis Sanders
Hawker Sea Fury
Dreadnought
426.873
7
Tiger Destefani
P-51D Mustang
Strega
381.048
(Readers are encouraged to visit the Reno Air Races Reports website for further info: http://reports.airrace.org
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TABLE Volume 31, Number 2
OF
CONTENTS
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October 2014
ON THE COVER IN THIS ISSUE
PHOTO FINISH
ZLIN MEISTER
2014 RENO AIR RACE REPORT Story and Photos by Pete Shirk Begins on Page 4
By David Brown Page 32
Cover Photo By Anthony Taylor / www.warbirdfotos.com
NEWS FAA Streamlines Aircraft Certification Process ..........................8
FEATURES & SPECIAL SECTIONS
COLUMNS
Editorial: ADS-B, Is It Time to Worry?
Contrails: Hinterlandings
by Ed Downs ....................6
AOPA Welcomes FAA Summit to Address ADS-B Mandate ......8
My First Year: AOPA’s President Mark Baker ..............8
Flying Physicians Urge Swift Medical Reform ..........................10 GA Accident Decline Headlines NTSB Statistics ......................11 AOPA Responds To Watchdog Report on ADS-B ....................14
by Steve Weaver ..............17
What’s Up!?: Okay, Here We Go Again
by Larry Shapiro ..............26
“Over There:” Posters From WWI By Mark Rhodes ............................................................13
Flying wIth Faber: Auckland, New Zealand
Forever Wing to Wing By Donia Moore ............................................................20
by Stuart J. Faber ............29
From Skies to Stars: Orion Follow Up
GA Groups Oppose St. Clair Airport Closure............................28
Program Creates Flight Memories for Special Families ..33
by Ed Downs ..................38 Safe Landings: Fuel Management Errors ........................42 The Pylon Place: 2014 NCAR Review, Part 1 by Marilyn Dash ..............45
NTSB Study on Medication, Drug Use Released ......................40
Bob Hoover Honored with Wright Brothers Trophy ..........49
DEPARTMENTS
Navy’s Triton UA Completes First Cross-Country ....................16 AOPA Seeks Flexibility in Federal Hangar Regulations ..........18
Headlines Online (www.inflightusa.com) ....................7 Calendar of Events ........................................................9 Goodies & Gadgets ......................................................39 Classifieds ....................................................................56 Index of Advertisers ....................................................58
Final Tally: “Gathering” Raises More Than $2 Million ..............41 NASA, Navy Prepare for Orion Spacecraft to Make A Splash....43 Reno Air Race Results ................................................................46
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In Flight USA Celebrating 30 Years
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Editorial
October 2014
By Ed Downs
ADS-B, IS IT TIME According to AOPA, it is. Even though the deadline for installing the NextGen replacement to traditional transponders with Automated Dependent Surveillance-Broadcast (ADS-B) equipment is more than five years in the future (Jan. 1, 2020), the time to worry is upon us. This system is now being used by ATC for advisory services (not primary control, yet) and is installed in thousands of airplanes. Hundreds of thousands of aircraft owners have yet to pony up and install an ADS-B system or even know that there are two different ADS-B systems available, each having different capabilities and limitations. Read the concerns expressed by AOPA in the news release contained in the pages of this issue, titled, “AOPA Welcomes FAA Summit to Address Challenges of ADS-B Mandate” (page 8). This writer thought he knew what was going on in the world of ADS-B and even teaches some ADS-B stuff in Flight Instructor Refresher Clinics (FIRC’s), but I was wrong. First, much of what this writer knows and teaches about the implementation of ADS-B technology is correct. Simply stated, it will take the place of our traditional ground based radar transponder system. ADS-B capability will be required if you choose to fly in Class A, B or C airspace, above 10,000 ft. MSL (unless within 2,500 ft. of the surface) and within 30 nautical miles of any Class B airspace, whether or not you are actually in that airspace. This is identical to the transponder rules we fly with today. Currently, a transponder (or ADS-B) is not connected with filing an IFR flight plan or flying in IMC unless one of the previously mentioned airspace considerations is in play. Many foreign countries may require ADS-B for any flight in their airspace. It should be noted that one of the primary reasons for using ADS-B technology is that its GPS-based positioning capabilities are more accurate than ground based radar and will provide ATC with more accurate position information in many areas where radar service is currently located. Additionally, it is much cheaper to install an FAA “ADS-B reception tower” that it is to install a complete radar system. ADS-B will allow ACT to increase its “cram and jam” objectives intended to increase runway utilization rates at busy airline airports. Given the preceding information that this writer already knew, I figured a quick brush up on my ADS-B knowledge base would be a good idea. The thought was to pick up on the AOPA statement, “The costs associated with purchasing and
TO
WORRY?
installing the required avionics is prohibitive for many pilots and aircraft owners, especially in light of the limited benefits they will receive. At the same time, we understand the FAA is facing its own structural challenges and potential delays in implementing the mandate.” Launching off of AOPA’s statement sounded like a good plan, with the intent of providing readers with a quick, useful, summary of the ADS-B story. But the term “quick brush up” was greatly overstated. This writer’s quest for a simple description of ADS-B technology fell flat, as a search on the FAA Safety Team web site (www.faasafety.gov) failed to turn up what I was looking for. It is probable that I simply did not look in the right place, but a simple definition eluded me. The AIM came next and, indeed, it contained a learned discussion and some truly important details, but technical accuracy and legal cautions do not necessarily make for “a simple understanding.” So this abusive user of the keyboard hit good old Google and began looking for ADS-B manufacturers who would surely have a good description of their products on line. While several sites did have a great pitch about the goodness of their products, there was no general description of what this ADS stuff is all about that would be useful for this short column. Additionally, many manufacturers use new, unexplained acronyms to explain what new acronyms mean, a true waste of pixels. I then happened to stumble upon Trig Avionics (www.trig-avionics.com/adsb.html) who publishes a terrific, summarized account of what is happening. So with the Trig Avionics dissertation in mind and the AIM open to pages 4, 5, and 7, please tolerate the following as this writer tries to support AOPA’s call for more information, planning and training. I apologize in advance to all of those techies who did not learn to fly in a plane with a wind-driven generator, powering a LF radio with only two transmitting crystals, considered to be an advanced, wellequipped, trainer in its time! So when ADS-B becomes law, you simply pull out your old transponder and plug in an ADS-B for about the same price you can now pay for a new transponder, right? Probably not! First, ADS-B OUT (the rough equivalent of your current transponder) transmits your position to FAA ground-based ADS-B towers located around the country (the full network is up and operating) and other aircraft equipped with ADS-B IN (a non-mandatory option). Continued on Page 12
October 2014
www.inflightusa.com
HEADLINES ONLINE
7
Visit In Flight USA’s website to read these stories and more...
at www.inflightusa.com
VETERAN RECEIVES LONG OVERDUE PURPLE HEART AT SURPRISE EAA CEREMONY Seventy years ago this month, Fred Zurbuchen, of Waupun, Wis., was wounded by anti-aircraft flak during a World War II bombing mission over Dusseldorf, Fred Zurbuchen receives the Purple Germany. The B-17 ball turret gunner was a Heart from Lt. Brandon Scott, Wisconsin staff sergeant with the 493rd Bomb Group. Army National Guard. Despite his combat injury, he never received (Jason Toney and EAA) his Purple Heart because his mission paperwork was destroyed in a fire. When Chris Henry, EAA membership services representative, became aware of this in April, he set out on his own mission to correct it. Read more...
UPWIND SCHOLARSHIP PROGRAM CELEBRATES TWO NEW TEEN PRIVATE PILOTS The Upwind Summer Scholarship Program congratulates its 2014 winners for successfully completing the program. Julie Korsmeyer and Stephen Schick, both of San Mateo, Calif. were chosen from a large pool of impressive applications to receive a complete primary flight training program, including ground school, flight training, and all the corresponding materials and mentoring. Julie and Stephen went from ground school to check ride in only five months––they started ground school in April, flight training in June, and finished up with their Private Pilot checkrides in August. Read more...
THE LAST TOP GUN: F-14 PILOT’S NEW NOVEL ROCKS THE WINGS OF FACT & FICTION, PAYING HOMAGE TO CULTURE OF LAST GENERATION ALL-MALE NAVY FIGHTER ‘JOCKS’ Each time Dan Zimberoff fired up an F-14 Tomcat perched on the deck of an aircraft carrier, he knew that flying a fighter jet demanded a level of brashness and rock star-esque aplomb. He never forgot that he was part of an all-male team that was the envy of many – a culture that has now crashed and burned like the fiery mishaps he witnessed too many times over his distinguished career. Read more...
EAA RUNWAY 5K RAISES RECORD AMOUNT FOR LOCAL DOMESTIC ABUSE CENTER The annual Runway 5K run/walk during EAA AirVenture 2014 raised a record amount to help a local charitable organization, as nearly $15,000 was donated to the Oshkosh-based Christine Ann Domestic Abuse Services, Inc. Read more...
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In Flight USA Celebrating 30 Years
8
October 2014
MY FIRST YEAR By Mark Baker President and CEO AOPA
I
’ve just finished my first year as AOPA president. And what a year it’s been. I arrived with a pretty big to do list. I wanted to understand what matters to our members. Then I wanted to get back to our core competencies and align our resources with your needs. Next, I wanted to engage more with our members. And finally, I wanted to position AOPA to move toward the future. So, how did we do? From day one, I’ve traveled the country talking to members–it’s one of my very favorite parts of the job–and a few key themes have emerged. You’re
worried about the rising cost of flying; when your freedom to fly is threatened, you want AOPA to act decisively on your behalf; and you don’t want to be burdened with expensive or excessive regulations. I put those priorities at the heart of our decision making process, and they’ve guided us to some important victories in the past year. We got the FAA to back away from a policy that would have required thousands of pilots to go through expensive and intrusive testing for sleep apnea. And we brought a halt to the unwarranted stops and searches of domestic general aviation flights by Customs and Border Protection. And we’re still fighting the biggest issue of all–third class medical reform.
I also really wanted to reset AOPA itself, so our priorities align with yours. We started with a careful evaluation of all our programs and people. Based on what we found, we eliminated some positions, refocused on our core competencies, and cut our expenses to the lowest level since 2006. Then it was time to turn our attention to increasing engagement. We traded our national convention for a series of regional AOPA Fly-Ins–seven in all for 2014. Attendance is four to five times what we expected and members keep telling us how happy they are to see AOPA at their airports. These events help build the sense of community at airports. That’s good for engagement today and it’s an important
part of my last agenda item–moving to the future. To keep general aviation viable, we’ve got to increase GA activity. So over the past year we’ve begun building a comprehensive program to get people flying. We’re welcoming back lapsed pilots with the Rusty Pilots program–more than 1,700 people have already signed up. Through the AOPA Flying Club Initiative, we’re making it easy to find or start a club near you. And our Reimagined Aircraft experiment is designed to bring down the cost of flying to about as $65 an hour, including fuel. All in all, I think we’ve accomplished a lot in this first year–and it’s just a beginning. I can’t wait to see what we can achieve in year two.
FAA STREAMLINES AIRCRAFT CERTIFICATION PROCESS As part of the Federal Aviation Administration’s (FAA) ongoing efforts to improve its responsiveness to the U.S. aviation industry as it certifies new products and operators, the agency took an important step on Sept. 17 to streamline the aircraft certification process to help the industry get products to market faster and retain competitiveness. The FAA is replacing project sequencing with a new process to prioritize all U.S. aircraft certification projects. While the new process continues to use a
project’s safety benefit and complexity to prioritize and allocate resources, it now offers applicants increased predictability and a commitment to a response time for the review of the applicant’s compliance data. The time it takes for certification depends on the complexity of the project and the experience of the company. Once an application package has been accepted, applicants will be able to initiate projects without delay, particularly if they have an Organization Designation Authorization (PDF) or are using FAA
approved individual delegated engineering representatives. This new process responds to the recommendations from the Aircraft Certification Process Review and Reform Aviation Rulemaking Committee formed in accordance with Section 312 of the FAA Modernization and Reform Act of 2012. Due to limited resources, the FAA began sequencing certification projects in 2005. The agency was unable to tell applicants when a project would start,
which often resulted in long project delays until resources became available. Last year, the FAA certificated approximately 10,000 aviation products. There is currently not a backlog or queue for certification projects. The FAA’s Aircraft Certification Service’s 1,300 engineers, scientists, inspectors, test pilots, and other experts who are responsible for the design and production approval, airworthiness certification, and continued airworthiness programs of all U.S. civil aviation products.
AOPA WELCOMES FAA SUMMIT TO ADDRESS CHALLENGES OF ADS-B MANDATE The Aircraft Owners and Pilots Association (AOPA) welcomed a Sept. 18 Federal Aviation Administration (FAA) announcement that it would host a “call to action summit” to address the barriers and potential challenges associated with equipping tens of thousands of aircraft for Automatic Dependent Surveillance-Broadcast (ADS-B) by the Jan. 1, 2020 deadline. ADS-B is a critical component of the NextGen air traffic modernization program. “We are pleased that FAA is taking an inclusive approach to addressing the substantial challenges associated with ADS-B equipage,” said AOPA President Mark Baker, who was asked to serve on
the steering group for the summit. “The costs associated with purchasing and installing the required avionics are prohibitive for many pilots and aircraft owners, especially in light of the limited benefits they will receive. At the same time, we understand the FAA is facing its own structural challenges and potential delays in implementing the mandate.” The summit has been set for Oct. 28 and will involve representatives from government and all aspects of the aviation industry. The announcement came as the FAA and industry anticipated the results of an ongoing Department of Transportation Inspector General review of the FAA’s progress on NextGen imple-
mentation. While the report has not yet been released to the public, there are concerns that the FAA is behind schedule in addressing technical issues, facility integration, and training that could affect the feasibility of the 2020 mandate. “We hope that the Inspector General’s report will provide additional facts and details that aircraft owners need to make informed decisions about ADSB equipage,” said Baker. In its announcement, the FAA said it had “met its commitment and built the foundation for ADS-B,” adding that it’s now “time for all users of the national airspace–avionics suppliers, aircraft integrators, operators and installers–to work
together to ensure that all aircraft flying in controlled airspace are equipped with these NextGen avionics.” But the process of fulfilling the mandate has been fraught with difficulties, including uncertainties about the precise equipment requirements, delays in deploying needed infrastructure, the high cost of buying and installing avionics, and the lack of clear benefits for most general aviation operators. The sheer number of aircraft that still need to be equipped and the lack of availability of sufficient units and personnel to install them also present challenges when it comes to meeting the 2020 deadline.
Visit In Flight USA’s website for the latest aviation news... www.inflightusa.com
October 2014
www.inflightusa.com
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Closer Every Day A couple of months back, I told you that the FAA had closed the window for accepting potential avgas replacements for evaluation. Now, Iâ&#x20AC;&#x2122;m excited to tell you that the search for a new unleaded aviation fuel has taken another big leap forward. The FAA has selected four fuels [V NV [OYV\NO [OL Ã&#x201E;YZ[ Z[HNL VM SHI HUK YPN [LZ[PUN ;OPZ PZ ^OLYL ^L ILNPU [V TV]L MYVT M\LSZ [OH[ SVVR NVVK VU WHWLY [V^HYK ZVTL[OPUN ^L JHU HJ[\HSS` \ZL PU V\Y HPYWSHULZ 0[ [VVR [OL -(( Q\Z[ H ML^ ^LLRZ [V NV [OYV\NO [OL Z\ITPZZPVUZ HUK PKLU[PM` [OL TVZ[ WYVTPZPUN JHUKPKH[LZ MVY [LZ[PUN IHZLK VU ^OL[OLY [OL` JHU IL WYVK\JLK HUK KPZ[YPI\[LK ^PKLS` \ZLK ZHMLS` HUK ZVSK JVZ[ LÉ&#x2C6;LJ[P]LS`·HSS ^P[O TPUPTHS PTWHJ[ VU [OL L_PZ[PUN Ã&#x2026;LL[ )\[ [OPZ UL_[ WOHZL HJ[\HSS` ^VYRPUN PU [OL SHI ^P[O LHJO M\LS PZ T\JO TVYL JVTWSL_ HUK ^PSS [HRL JVUZPKLYHIS` SVUNLY·HIV\[ H `LHY PU MHJ[ ;OH[ TLHUZ ^L JHU WYVIHIS` L_WLJ[ YHKPV ZPSLUJL MYVT [OL -(( ^OLU P[ JVTLZ [V [HSRPUN HIV\[ H]NHZ YLWSHJLTLU[Z )\[ P[»Z PTWVY[HU[ UV[ [V JVUM\ZL [OH[ ZPSLUJL ^P[O PUHJ[PVU (67( PZ H SLHKPUN TLTILY VM [OL 7PZ[VU (]PH[PVU -\LSZ 0UP[PH[P]L Z[LLYPUN NYV\W ^OPJO IYPUNZ [VNL[OLY [OL .( JVTT\UP[` [OL WL[YVSL\T PUK\Z[Y` HUK [OL -(( @V\ JHU YLS` VU \Z [V Z[H` HIYLHZ[ VM [OL -((»Z WYVNYLZZ HUK [V THRL Z\YL [OL ULLKZ VM .( \ZLYZ HYL RLW[ MYVU[ HUK JLU[LY >L ^PSS JVU[PU\L [V IL HJ[P]LS` LUNHNLK [OYV\NOV\[ [OL WYVJLZZ HUK ^L»SS IL Z\YL [V IYPUN `V\ \WKH[LZ ^OLUL]LY WVZZPISL 6M JV\YZL L]LU VUJL [OL Ã&#x201E;YZ[ WOHZL VM [LZ[PUN PZ JVTWSL[L [OLYL ^PSS IL TVYL ^VYR [V KV -\SS ZJHSL [LZ[PUN PU HPYJYHM[ HUK LUNPULZ ^PSS MVSSV^ PU VYKLY [V LUZ\YL ZHML[` NLULYH[L Z[HUKHYKPaLK X\HSPÃ&#x201E;JH[PVU HUK JLY[PÃ&#x201E;JH[PVU KH[H HUK KL]LSVW WYVWLY[` HUK WLYMVYTHUJL KH[H ;OL -(( OHZ ZL[ H KLHKSPUL [V JVTWSL[L [OH[ WYVJLZZ ZV VUL VY TVYL \USLHKLK YLWSHJLTLU[ M\LSZ JHU JVTL [V THYRL[ :V ^OPSL [OL WH[O MVY^HYK PZ SVUN HUK [OLYL»Z Z\YL [V IL ZVTL YV\NO HPY ^L HYL TV]PUN KLJPZP]LS` PU [OL YPNO[ KPYLJ[PVU
President & CEO, AOPA
-VY TVYL PUMVYTH[PVU VU [OL (PYJYHM[ 6^ULYZ HUK 7PSV[Z (ZZVJPH[PVU HUK [OL PZZ\LZ [OH[ HÉ&#x2C6;LJ[ `V\Y Ã&#x2026;`PUN NV [V www.aopa.org [VKH`
In Flight USA Celebrating 30 Years
10
October 2014
GUEST EDITORIAL:
ISLAND
OF
By Sgt. Harry S. Woolway
D
o not close your small local airports. In doing so, communities do not use their foresight and place their families and neighbors in jeopardy of losing their chances of survival when a disaster–man-made or natural–occurs. When a catastrophe happens, most means of transportation come to a halt, including ground and railway. Electric power and gas are not available to homes or businesses. In order to receive materials and supplies right after a disaster and help you survive, your local airport uses small aircraft and helicopters to fly emergency supplies and commodities into the disaster area. Small aircraft will support a community law enforcement department. Water and power, ambulances, fire departments, hospitals, the Red Cross, and EMPA will help the community by means of aerial survey for fires, dam-
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SURVIVAL ages, gas leaks, and people stranded and needing help. Small aircraft will fly in medical supplies, medical personnel, and supplies for health, warmth, water, and food to increase residents’ chances of survival. During times of disaster, your local airport will also fly in whole blood, medications, human parts, and personnel needing transportation to medical facilities. A fly humanity fleet with food and medical supplies for those in need will fly anywhere to save a human life. So be careful when considering closing a local airport, and when you look up and see an aircraft, it is probably helping to make your home safer from harm by doing surveillance in your area for your protection. Local airports are a homeland of survival for everyone. By closing these airports, communities can become like deserted islands and significantly lower their chances for survival in times of emergency and distress.
FLYING PHYSICIANS URGE SWIFT MEDICAL REFORM The Flying Physicians Association (FPA) has become the latest group to lend support to third-class medical reform and urge government officials to speed up their review of the Federal Aviation Administration’s (FAA) notice of proposed rulemaking (NPRM). The NPRM would expand the number of pilots who could fly without needing to obtain a third-class medical certificate, a standard that has been successfully used by sport pilots for a decade. In its Sept. 12 letter, the FPA, which is made up of pilot-physicians, including many aviation medical examiners, urged the Department of Transportation and the Office of Management and Budget to quickly complete their reviews of the NPRM. Only after those reviews are complete can the proposed rule be opened to public comment. “Many doctors who fly agree that the third-class medical is adding a burden with very little benefit,” the group wrote. The letter also asserted that, “from a medical perspective, very little significant pathology can be detected by an AME performing an FAA flight physical by the very nature of the examination requirements and procedures.” In a survey of its members, 80 percent of respondents said they believe the third-class medical system is not neces-
sary, does not add to safety, and can be eliminated for private flying. The FPA is just the latest group to ask the Department of Transportation to expedite its review process. Similar letters have been sent by 11 senators led by John Boozman (R-Arkansas) and Jon Tester (D-Montana) who are co-sponsoring legislation to reform the third-class medical process; Rep. Todd Rokita (RIndiana) and Sam Graves (R-Missouri); 32 members of the House GA Caucus; Senate GA Caucus Co-chair, Mark Begich (D-Alaska); and a coalition of seven general aviation industry groups led by the Aircraft Owners and Pilots Association (AOPA). In its letter, the FPA suggested that pilots would be better served by a system that provides pilots with continuing education about maintaining their medical health and information needed to selfassess prior to flight. “Additionally, a system is needed that encourages, instead of discourages, open and honest dialogue between pilots and their longtime personal treating physicians,” the Flying Physicians wrote. “We believe this is a much better practice than a cursory medical exam with a doctor who has no history or clinical knowledge of an individual, as is often the case with FAA physicals.”
October 2014
www.inflightusa.com
11
GA ACCIDENT DECLINE HEADLINES NTSB STATISTICS By Dan Namowitz (AOPA)
G
eneral aviation accident reductions in 2013 could be “a positive sign” about how pilots are approaching training, education, and proficiency, said the new leader of the AOPA Foundation’s Air Safety Institute. The National Transportation Safety Board on Sept. 15 released preliminary statistics showing an overall decline in aviation accidents for 2013, and noting a decrease in general aviation accidents “in all measures.” “The Air Safety Institute is encouraged by this year’s reduction in general aviation accidents thus far,” said Air Safety Institute Senior Vice President George Perry. “Although it is likely too soon to definitely state that GA accidents are trending downward for the long term, the year’s numbers are an improvement from the previous year and a positive sign. “It is our hope that GA pilots view this reduction of accidents as an encouraging sign that serves to reinforce the need for continuous education, training, and proficiency.” The NTSB reported that civil aviation accidents declined from 1,539 in 2012 to 1,297 in 2013, according to pre-
LAS
liminary data. The decreased general aviation accidents headlined the NTSB’s news release on the accident statistics: “With regard to general aviation accidents, there has been a decrease in all measures,” the NTSB said. “The total number of general aviation accidents decreased by 249 in 2013, bringing the number to 1,222. The number of fatal accidents (221), fatalities (387) and the accident rate per 100,000 flight hours (5.85) also declined from the previous year.” In 2012, the accident rate per 100,000 flight hours was 7.04. The NTSB said the commercial air transport sector experienced its first fatal accident in three years on Aug. 14, 2013, when UPS Airlines Flight 1354, an Airbus A300-600, crashed on approach to Birmingham-Shuttlesworth International Airport in Alabama. The crash of Asiana Airlines Flight 214 that occurred in San Francisco, Calif., was not reported in NTSB statistics because it involved a foreign carrier operating under Part 129 operations, the NTSB said. Accidents involving scheduled Part 135 commuter operations increased from four in 2012 to eight in 2013, said the NTSB. Increases were registered in ondemand Part 135 operations, including “charter, air taxi, air tour, and air medical
flights.” See the complete set of preliminary statistics at http://go.usa.gov/paX5 An “All-Hands Effort” As AOPA’s safety arm, the Air Safety Institute produces a wide variety of online educational programs, awardwinning interactive courses, webinars, accident case studies, and safety videos that are free to all general aviation pilots. It presents more than 180 live seminars
every year and publishes a variety of safety publications and newsletters, reaching the pilot community nearly two million times each year. “The journey toward safety is an allhands effort and is needed in order to help the entire GA community continue making positive strides toward improving safety and reducing GA accidents,” Perry said. 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, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
Lafferty Aircraft Sales, Inc. 46 Years Experience • Sales • Brokerage • Acquisitions
1986 B36TC BONANZA
2767 TT, 1213 SMOH, Garmin 530, GDL-69 w/XM weather, stormscope, GTX-330 mode S w/TIS, KFC-150 AP/FD/YD, standby generator, standby vacuum, standby altimeter/attitude.
1981 A36TC BONANZA 3198 TT, 446 SFRMN, King digital radios, GPS, HSI, KFC-200 AP/FD/YD, tip tanks, EDM-800 engine data, oxygen.
1983 MOONEY ROCKET 2630 TT, 560 SMOH, 16 STOP, Garmin 750 & 650 GPS/Com/Nav/MFD, PMA-8000T audio panel, KFC-200 AP/FD, fuel computer, speed brakes, oxygen, New Paint & Interior.
1999 BEECH B36TC BONANZA 2468 TT, 673 SMOH, Garmin 430 IFR, Garmin GMX-200 MFD, GDL-69A data downlink, WX-1000 stormscope, KFC-225 AP/FD/preselect.
1978 CESSNA 414A 2938 TT, 250/350 SMOH, Garmin 530, Mircoline, GTX330 xpdr w/TIS, raddar, stormscope, moving map, C-800 IFCS, known ice, air, VG’s, EDM-760 engine data, fuel computer.
1977 V-35B TURBO BONANZA 3971 TT, “0” SMOH, Tornado Alley turbo normalized, Garmin 430, Garmin audio panel & xpdr, KFC-200 AP/FD w/STec yaw damper, GAMI, fuel computer, digital tach, GEM, engine baffle kit, tip tanks, tail mods, large baggage door.
1979 TURBO 210N 4229 TT, 1119 SMOH, GNS-430 WAAS, MFD, EHSI, GTX-330 w/TIS, stormscope, STec-55 w/GPSS roll steering/altitude preselect/remote annunciation, DROP DOWN GENERATOR, intercooler, speed brakes.
1983 B36TC BONANZA 3753 TT, 554 SMOH, GNS-480 WAAS, GMX-200 MFD, GDL-69A data downlink w/XM weather & music, radar altimeter, altitude alert & preselect, KFC-200 w/flight director & yaw damper, oxygen, standby gyro, standby alternator, fuel computer, GEM.
1966 BEECH DEBONAIR 5365 TT, “0” SMOH, Garmin 430W, MX-20 MFD, STec 50 AP/FD w/roll steering, 406 ELT, PM-3000 intercom, PXE-7300 MP3/CD/AM/FM player, windshield & windows replaced 2002.
Telephone: (408) 293-5352 • Web: www.Laffertyair.com • E-mail: sales@Laffertyaircraft.com San Jose International Airport
In Flight USA Celebrating 30 Years
12
Editorial: ADS-B
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Continued from Page 6 This might be what is closest to simply “replacing your transponder” and may be the cheapest option, but it requires an IFR certified GPS input. Do you have an ADSB compatible, IFR certified, GPS installed in your plane? IFR certified, by the way, does not necessarily mean WAAS augmented, but refers to self-testing capabilities. If your GPS is not an IFR approved unit, such a GPS can be an integral part of the ADS-B OUT that you buy, but the price and installation go up. You do not have to replace your old GPS, which may be working fine for your purposes. And what about the traffic display capability about which you have heard so much? Sure, you can get that by dropping some more bucks (a bunch) on ADS-B IN. This will enable you to display the position of other ADS-B OUT equipped planes on your flat panel display, such as a PFD, PND, iPad, smart phone, battery-powered etch-a sketch, or whatever you have that is compatible with ADS-B technology. Is your display compatible, or does that get added to the shopping list? By the way, the ADS-B IN also receives radar derived position information transmitted from the FAA ADS-B ground towers, which includes the position of planes using old fashioned radar transponders. Keep in mind that the AIM states such radar derived information may be up to 13 seconds behind the actual aircraft position and that you are not allowed to use ADS-B IN aircraft position displays to maneuver your airplane when flying in the IFR system. You advise ATC of the conflict, and they make the maneuver call. Of course, you are the boss, so do what is safe. But what about that good uplink stuff you have heard about, like weather information, through your ADS-B installation? So far, we have been talking about the 1090ES version of ADS-B. Don’t worry about what “1090ES” means; just know that this is the international version of ADS-B and is required for all flights above 18,000 ft. and in all airspace of most foreign countries. There is also a UAT (not important what it means) version of ADSB that is specific to the U.S and used only below 18,000 ft. The “OUT” version, the UAT/ADS-B, must utilize a compatible, contemporary, transponder and can be cheaper than the 1090ES/ADS-B if you already have such a transponder installed. Of course, the IFR certified GPS is also needed. The GPS and transponder can be an integral part of the UAT/ADS-B, but that really jumps the price. But, here is the good news part of the UAT based ADS-B. The “IN” version of the UAT/ADS-B has a broader bandwidth than the 1090ES version, allowing the uplink of complex data
October 2014
from FAA ADS-B towers in addition to aircraft location information. This means that the FAA will send Flight Service Station (FSS) related weather information directly to the flat screen display thingy you use, if it is compatible. There is, by the way, an interesting warning in the AIM that clearly states such weather information received through the UAT/ADS-B uplink does NOT meet regulatory requirements to “have all available information.” For that, you must communicate with FSS. Commercial companies will be offered this UAT bandwidth to sell additional aviation services for in flight use, but that will come with a subscription fee. Having an OUT/IN capability with only a UAT based ADS-B system restricts one to flying in the U.S. only and staying below 18,000 ft. But one can use a 1090ES based ADS-B for the OUT function (meeting requirements for flight above 18,000 ft. and international use), and use a UAT based ADS-B for the IN function. Indeed, many installers are offering this option, but it is not cheap. Know that installing ONLY a UAT based ADS-B IN system does not get you all the data benefits at a lower cost. The FAA ADS-B towers will not transmit that data to you unless it hears your “OUT” signal first. While not having conducted a complete survey of cost, one can anticipate a current IN/OUT ADS-B system will cost between $3,000 and $5,000, possibly more. ADS-B technology has many dependencies, upon a transponder, GPS, special antenna considerations and display options. Active traffic alerts (a display or voice that warns you of a specific conflict) require some form of compatible collision avoidance system interface. And remember, all collision avoidance systems rely on the offending airplane having some form of electronic device that can be received by whatever system you have installed. The pilot is always responsible to see and avoid. So much for technical comment –– let’s take an editorial shot. Many of In Flight USA’s distribution locations have an avionics shop, and many of these will read this article, all critical of the many details that have been left out or technical inadequacies. I acknowledge such errors of content in advance … but where the heck are you in this scenario? Read the AOPA announcement and note the FAA has said “it’s now time for all users of the national airspace – avionics suppliers, aircraft integrators, operators and installers – to work together to ensure that all aircraft flying in controlled airspace are equipped with these NextGen avionics.” In other words, the ball is in your court, but this writer does not see the installation community Continued on Page 14
October 2014
www.inflightusa.com
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The Museum of Fine Arts Boston brings the visual history of World War I propaganda to life with the exhibit...
OVER THERE: POSTERS WORLD WAR I
FROM
By Mark Rhodes The Museum of Fine Arts in Boston (www.mfa.org) has recently mounted an exhibition of vintage recruiting posters from World War I. The exhibit, titled “Over There: Posters from World War I” is a powerful exhibit mounted to coincide with the 100th anniversary of the outbreak of “The Great War.” There are 51 posters in “Over There,” most of them American, but the collection also includes works from Britain, Germany, France and various other powers involved in the conflict. The works here are eclectic in tone and style. The poster with the caption: “Join the Navy: The Service for Fighting Men” has an over-the-top comic vibe as it shows a sailor riding a suspiciously phallic looking torpedo (foreshadowing Slim Pickens’ memorable “ride” of a nuclear bomb at the climax of Doctor Strangelove). The Austro-Hungarian poster with the caption “Ziechnet die Sechste Kriegsanleihe” (translation: Subscribe to the Sixth Austrian War Loan) is a baroque medieval style depiction of a knight slaying a dragon. The exhibit touches on the use of aviation as a new and glamorous protector of American interests and a vehicle for American military victory. In the poster “Over There, American Military Aircraft of the Air Service” are depicted as a ghostly white appropriate to their stealth and a haunting warning for the enemies of U.S. Military Pilots. The reverse of this is the British recruitment poster captioned “It is Far Better to Face the Bullets than to be Killed by the Bombs at Home,” which depicts a ghostly white German Zeppelin charting a deadly course over a pitch black London cityscape. “Over There” is a wonderful exhibit showcasing the unique intersection of art, history and propaganda. It is well worth checking out as it offers rewards to the most jaded art, military or history buff. (Images courtesy of the Museum of Fine Arts Boston) (“Over There” runs at the MFA Boston until June 14, 2015. For more on the exhibit, see
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October 2014
AOPA RESPONDS TO FEDERAL WATCHDOG REPORT CRITICIZING FAA ON ADS-B IMPLEMENTATION Report Cites Program Delays, Lack of Capabilities, System-Testing Problems A new report from the Department of Transportation’s Inspector General is critical of Federal Aviation Administration (FAA) progress on ADS-B implementation, pointing out delays, cost overruns and inadequate benefits. These and other problems, including inaccurate data that has led to enforcement actions against pilots, mean the FAA may not be able to fully justify the investments taxpayers and pilots have made in the system, according to the report released Sept. 24. ADS-B, or Automatic Dependent Surveillance-Broadcast, is a cornerstone of NextGen air traffic modernization, and the FAA has mandated that aircraft operating in airspace that now requires a Mode C transponder must be equipped with ADS-B Out by Jan. 1, 2020. ADS-B Out provides position and altitude information to help controllers better manage traffic while ADS-B In, which is not included in the mandate, delivers weather and traffic information to the cockpit. “The Inspector General’s report highlights the profound problems associated with the 2020 mandate, and the FAA’s modernization program, which has seen repeated delays and cost overruns for a period of years,” said Mark Baker, president of the Aircraft Owners and Pilots Association (AOPA). “The Inspector General’s findings raise significant questions about whether the system will be ready by 2020, adding to the aviation community’s confusion about when and how to equip. We look forward to working with the FAA and the aviation community to develop solutions that are cost effective and offer greater flexibility in addressing ADS-B equipage issues.” The FAA has scheduled an Oct. 28
summit to address the challenges around ADS-B implantation and has invited Baker to serve on the steering committee for the event. Despite the mandate, the Inspector General’s report reveals that technical problems, training delays, and other issues are preventing ADS-B technology from living up to its promise. While taxpayers already have spent $6.5 billion on ADS-B, the Inspector General valued the program’s current benefit at just $5.9 billion, and the report suggests that the FAA’s lack of advanced technical capabilities may prevent the technology from ever producing sufficient benefits to justify the costs. The FAA estimates only about three percent of major air carriers and 10 percent of the general aviation fleet will be equipped for ADS-B Out by the end of the 2014 fiscal year. And the Inspector General’s report suggests those low numbers are a result of factors that include the FAA’s inability to provide advanced services and the cost to equip aircraft. “Equipping for ADS-B simply allows pilots to continue flying in the same airspace they use today at an added cost of between $5,000 and $6,000 to install the required equipment,” said Baker. “We need to look seriously at how the system can be made to deliver on its promises while considering issues like cost and portability.” According to the report, the FAA has made progress with ADS-B but remains years away from full implementation. Although the FAA has deployed 634 ground-based radio stations in support of ADS-B, the agency has identified coverContinued on Page 19
Editorial: ADS-B Continued from Page 12 fielding many players. Avionics shops are relying upon the equipment manufacturers to do the educating, and that is not their job, it is yours. This writer communicates with hundreds of aviation businesses each month and they do not advertise important services or participate in opportunities to educate buyers. Avionics installers had better get out in front of the rapidly expanding use of high technology GA avionics, which includes ADS-B. This writer works directly with
hundreds of pilots and CFI’s every year, and they do not know how to work the stuff you are installing in their planes. Don’t let your customers get eaten alive by NextGen and all the problems it is going to bring. Saddle up and get proactive, or get left behind by those that do. Look in the pages of In Flight USA for those shops that really do know what is going on as they join our publication in dealing with tomorrow’s technological challenges.
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NAVY'S TRITON UNMANNED AIRCRAFT COMPLETES FIRST CROSS-COUNTRY FLIGHT The MQ-4C Triton Unmanned Aircraft System (UAS) arrived at Naval Air Station Patuxent River Sept. 18 after completing its inaugural cross-country ferry flight, bringing the Navy closer to delivering this new capability to the fleet. This flight marked the transition from initial flight test, which established basic safety of flight, to testing that will demonstrate Triton’s capability to perform operational missions in the maritime domain. “Today we brought Triton home to the center of research, development, test and evaluation for naval aviation,” said Rear Adm. Mat Winter, who oversees the Program Executive Office for Unmanned Aviation and Strike Weapons (PEO (U&W)) at NAVAIR. “The testing performed here during the next few years is critical to delivering a capability that will provide our war fighter an unparalleled awareness of the maritime environment in locations across the globe.” Winter, along with the flight crew and members from the Triton’s Persistent Maritime Unmanned Systems Program Office (PMA-262), witnessed the historic landing at 7:53 a.m. During the approximate 11-hour 3,290 nautical mile flight originating from Northrop Grumman’s Palmdale, Calif., facility, the Triton flew along the southern U.S. border, the Gulf of Mexico and across Florida via an approved instrument route. Operators navigated the aircraft up the Atlantic Coast and Chesapeake Bay at altitudes in excess of 50,000 feet to ensure there were no conflicts with civilian air traffic. “The coordination to bring the Navy’s largest unmanned asset across the country was significant and involved
The Navy’s unmanned MQ-4C Triton prepares to land at Naval Air Station Patuxent River, Md., Sept. 18 after completing an approximately 11-hour flight from Northrop Grumman’s California facility. (U.S. Navy photo) many organizations,” said Capt. Jim Hoke, PMA-262’s program manager. “This phenomenal team executed the system’s longest flight to date exactly as planned.” Hoke said this perfect execution was no surprise to him since the system has exceeded performance standards during the course of the last year. Triton has completed 15 test flights prior to this ferry flight, demonstrating its ability to operate at various speeds and altitudes. PMA-262 has scheduled Triton operations to start at Pax River within the next several weeks. The Triton integrated test team will conduct further envelope expansion, sensor, communications and interoperability testing. These are just a few of the many robust tests we will conduct over the next three years, said Mike McDaniel, lead flight test director. Three Triton test vehicles will fly approximately 2,000 hours before achieving initial operational capability in 2017.
GAMA PRAISES FAA FOR STREAMLINING AIRCRAFT CERTIFICATION PROCESS General Aviation Manufacturers Association (GAMA) President and CEO, Pete Bunce, made the following statement after the FAA announced that it is streamlining the aircraft certification process by replacing the current project sequencing procedure with a new approach that better prioritizes all U.S. aircraft certification projects: “We are very pleased that the FAA is
improving the certification process by offering manufacturers much needed predictability to bring new products and technologies to their customers. GAMA has been working with the FAA to forge a better approach to manage limited certification resources since the sequencing process took effect in 2005. “We look forward to working with Continued on Page 17
October 2014
Contrails
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by Steve Weaver
HINTERLANDINGS
I
t was the perfect day to be on the Atlantic shore. The sky was Cerulean Blue with the high scattered clouds only accenting the beauty of the day. The wind, out of the south at a steady 15 to 20 knots, completed the triage of perfect August weather at the Maryland shore, when at last the temperature, the humidity and the cooling breeze blended to become as close to an ideal environment that a human being could ever experience. I was there on the sand, occupying a trackless expanse of remote beach, totally alone with the beautiful girl that was spinning my head around this bucolic summer of 1967 when my life seemed to be constructed of wondrous and limitless possibilities. But there was a flaw in this portrait of a romantic Shangri-La because I wasn’t strolling across the sand or watching the breakers, hand in hand with my girlfriend. No, I wasn’t. I was instead, at the controls of my Luscombe 8A, just beyond the reach of the surf, throttle firewalled, aircraft unmoving in the sand and the tide was coming in. I was scared. How, you might reasonably ask, could a rational pilot get himself in such a stupid and desperate condition? The seeds for the potential disaster had been sown a few years before, when as a fledgling pilot I had read, reread and then totally absorbed and committed to memory, a book by Wolfgang Langewiesche called I’ll Take The High Road. Without any question, this book affected my life and consequently my whole flying career. It was most definitely the reason I was here, stuck in the sand on an Atlantic Beach with my airplane about to be swallowed by the sea. High Road was a wonderful first person account of a young man learning to fly during the depression, and it was filled with such marvelous and skillfully
Aircraft Certification Continued from Page 16 the agency to ensure that the implementation of this new prioritization process meets its intended objectives to streamline the certification process and improve predictability. Additionally, GAMA will continue our efforts with the FAA to optimize the use of delegation programs such as Organization Designation Authorization to further the efficiency and effectiveness of the certification process.”
The Luscombe 8A.
(Steve Weaver)
described adventures that even now I can still remember them. One story that I had loved was the author’s graphic recounting of a beach landing in a Piper Cub near Kitty Hawk. In the tale, he was headed to Florida, following the coastline at low altitude, and he spotted a particular stretch of beach that looked so inviting that he decided he had to land and walk on it. That tale, still rattling around in my brain, had spurred this particular bit of insanity on my part and led directly to my present sad situation. The landing part of the story was what I was remembering
when my brain locked up and decided that I too needed to explore the inviting beach below, and It wasn’t until I discovered that the end of the landing roll was the end of any rolling at all, that I remembered he had also gotten stuck. Slowly, as the little Continental roared impotently, and the stationary Luscombe trembled, the balance of the tale started coming back to me. He did get stuck, but he also was able to fly it out. I wracked my brain for the rest of the story, and then I remembered. He raised the tail and used alternate rudder to cause
one wheel at a time to creep forward, walking it, faster and faster until the lift of the wings started to take the weight off the wheels and allow them to roll in a straight line. I tried it. It worked for me exactly as it did for the author in the book. The first yaw produced only a few inches of travel, but opposite rudder gave exponential increases in distance until at last it was rolling straight, and I could feel the wings start to lift. Faster and faster the little airplane accelerated, and suddenly we were flying free of the beach and safe from the hungry waves. I had learned a lesson about beach landings sure enough, but I seemed to continue to have a penchant for landing places where airplanes weren’t usually found, forced landings aside. Odd spots that struck me as needing the touch of an airplane drew me with a force-like magnetism, and I spent years landing in places that were not airports, just because I could. Continued on Page 19
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AOPA SEEKS FLEXIBILITY The Aircraft Owners and Pilots Association (AOPA) is pressing the Federal Aviation Administration (FAA) to offer pilots and aircraft owners more flexibility when it comes to the use of hangars at airports that have received federal funding. In formal comments filed Sept. 18, AOPA urges the FAA to expand its definition of “aeronautical use” and to give the owners of private hangars more freedom to use hangars as they wish. AOPA filed its comments in
IN
October 2014
FEDERAL HANGAR REGULATIONS
response to the FAA’s proposed updates to policies on the non-aeronautical use of hangars at airports that have received federal Airport Improvement Program funds. While those changes would ease the so-called “sterile hangar” approach, AOPA says the changes do not do enough to meet the needs of aviators. “This issue is important to our members who want common sense to govern what constitutes an aeronautical use of hangar space,” said Jim Coon, AOPA sen-
ior vice president of government affairs. “While we agree that hangars should be used primarily for aeronautical purposes and we appreciate the FAA’s attempts to clarify its rules, we ask that the agency go a little further to ensure the final policy reflects the practical realities of general aviation flying and ownership.” Controversy over the FAA’s enforcement of hangar use policies followed a number of audits showing that some hangars were being used not to store air-
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craft but other items, such as cars, furniture and household goods. Some of those airports have waiting lists for hangars, the FAA has noted. Confusion over FAA guidance and complaints about uneven enforcement of the rules led the FAA to offer the current policy update. While AOPA agrees with the FAA that hangars should be used for aeronautical purposes, the association says the FAA’s definition is too narrow and is asking the agency to expand the definition to include aircraft construction and other aviation-related uses. “AOPA believes that every hangar that has an aircraft based in it that is airworthy, in the process of becoming airworthy (under active construction, repair, or renovation) is an aeronautical use,” the association’s comments state. “Building an aircraft, next to actual flight, is possibly the quintessential aeronautical experience.” AOPA’s comments note that it supports the amateur-built aircraft community, and it is asking the FAA to reclassify the entire construction process, “from the time the first component is laid out and fastened to another, until the aircraft rolls out the door of the hangar ready for its first flight” is an aeronautical use. The association is also asking the FAA to treat privately owned hangars, built without the use of federal or airport funds, more like other types of private property. Many hangar owners view these spaces as an extension of their homes where their activities should not be subject to excessive scrutiny. “If private hangar owners have an aircraft in their hangar, the FAA and airport sponsors should afford a wider degree of latitude in use, consistent with their lease, airport minimum standards for commercial aeronautical activities, and local building codes,” AOPA writes. “The primary use of the hangar must be aeronautical in nature and the non-aeronautical uses should not hinder that.” In addition, AOPA wants the FAA to allow hangars to be used for a range of aviation-related items and activities that are not explicitly allowed under existing policy. These include allowing parachutes to be packed and stored in hangars along with training equipment and other items used in skydiving. AOPA wants similar consideration given to gliders and balloons, both of which should be allowed to be stored in airport hangars. And, AOPA says, it makes sense to store seasonal aircraft equipment, such as skis, floats, and wheels, in a hangar with the aircraft itself. This, too, should specifically be considered an aeronautical use, the association argues.
October 2014
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AOPA Responds Continued from Page 14 age gaps that could require an additional 200 radio stations, and the FAA continues to experience technical glitches and hazards that were previously identified but have yet to be resolved. In addition, the FAA must upgrade automation systems at more than 230 air traffic control facilities nationwide before the ADS-B ground infrastructure will provide benefits. Those upgrades will not be completed before 2019 at the earliest, according to the report. In the meantime, ADS-B In, the element of the system with the potential to offer significant direct benefits to pilots, can be used for “advisory purposes only,” severely limiting its usefulness for traffic and weather avoidance. To compound the problems, there
Contrails Continued from Page 17 For example, early one Sunday morning when most normal people were still sleeping, I was on one of my Dawn Patrols in the Luscombe, the air cool and smooth and the Luscombe and I alone in the sky. Suddenly and without warning, there it was, beckoning to me like the sirens singing to Odysseus, an inviting stretch of the newly built Interstate-79. This section of the road was gracefully draped on a gentle slope then arced across the top of the hill before starting an easy descent into the next valley. It gleamed enticingly in the morning sun, clean and new, not yet open to traffic, and as I gazed down at it in the slanting light it begged, begged I tell you, for the gentle kiss of an airplane tire. I had no choice. Recently while at a Walmart store here in West Virginia, a middle-aged looking fellow came up to me and asked if I was Steve Weaver. I admitted that I was and wondered where this was leading. He told me that 30 or more years ago, when he was helping his family bale hay on a farm in the central part of the state, I had landed the Cub in their field where they were working. I remembered the incident and immediately recalled why I had done it. It was a beautiful, warm late-summer day and as I flew over, I saw the children that were helping with the harvest, running and waving at the airplane overhead. Suddenly my eight-year-old self was running beside them, thrilled beyond speaking with the thought that an airplane was about to drop out of the sky beside me. Such an event was my greatest wish during that time of my life, but it never happened for me. Now I could make it happen for these kids, and so I did.
have been issues with the integrity of ADS-B In data collection, including at least one incident reported by AOPA that led to a pilot being cited for airspace violations. The association has expressed serious concerns about the safety problems that could result from inaccurate data, a fact noted in the Inspector General’s report. In its own investigation, the Inspector General’s office identified eight reports of problems with the accuracy of ADS-B In data.
The Inspector General made a series of recommendations, which the FAA has largely accepted according to the report. These include resolving performance problems and conducting “end-to-end” testing of the ADS-B system to determine how it can be used to control traffic, expediting development of a monitoring system to assess the performance and integrity of the ADS-B system, improving communication with the aviation community, determining when and how
ADS-B In capabilities can be used at busy airports, and moving quickly to a clearly defined “end state” for the ADSB program. One more recommendation, delaying payment of subscription fees for ADS-B services at locations where those services are not being used was rejected by the FAA as a violation of the terms of its contract with service providers. The FAA now has 30 days to formally respond to the report.
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“FOREVER WING
TO
October 2014
WING”
A peaceful final resting place at the Portal of the Folded Wings for aviators of yesterday and tomorrow. By Donia Moore
T
he Boeing 737 leaped off the southbound runway into the sky from nearby Bob Hope Airport in Burbank, Calif. As it crossed the open expanse of green below, its almost imperceptible wing dip acknowledged the fallen aviation heroes reposing peacefully beneath its flight path in the Portal of the Folded Wings. Carl Squire, barnstormer, test pilot and Vice President of Lockheed once called it “the Westminster Abby of reverence for the founders of the air age.” The Portal of the Folded Wings is on the National Registry of Historic Places. This shrine to aviation is tucked into Valhalla Memorial Park, just south of the Burbank Airport. Once the grand entrance to the memorial park, it is now the final resting place for more than 30 historic aviators, including Carl Squire. The list of burials here parallels American aviation history.
Explorers, Daredevils and Record Setters
Walter Brookins, the first civilian pilot who was personally trained by Orville Wright, flew on the Wright Brothers Exhibition Team. Soloing after only two and a half hours of instruction, he went on to set a world altitude record of 4,380 feet. By 1910, his sensational flights included the Gordon Bennet Cup speed race at Belmont Park in New York in which he crashed his Baby Grand (Wright Baby Racer biplane). He was the first to be placed in the Portal at a moving ceremony led by Lt. General Ira Eaker (USAF retired). Bertrand Acosta was the copilot with Admiral Richard Byrd on their attempted flight from New York to Paris in 1924. Flying a Fokker airplane called America, the aerial explorers landed in the sea before reaching Paris. He and Byrd lived to fly again. Mathilde J. Moissant was the second licensed female pilot in the United States. She was instructed by her brother, John Moissant, the day after he qualified the first female pilot in the United States, Harriet Quinby. John, who built the first
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all metal airplane in 1909 and was the first aviator to fly directly from Paris to London, joins his sister beneath the Portal. W. Bertum Kinner created the first certified aircraft engine. He also built Amelia Earhart’s first airplane, the Kinner Airster. His wife, Cora, is interred here with him with the moving inscription “Forever Wing to Wing”. Stunt pilots, dirigible captains, early aircraft designers, and test pilots have all come to rest at the Portal. The memorable structure that now holds these early heroes was designed by Kenneth MacDonald, Jr., a famous San Francisco architect. The shrine was built in 1924 as the original entrance to Valhalla Memorial Park and the first modern cemetery in the growing San Fernando Valley. Visitors to the park drove beneath its towering arches. The lovely grounds were designed to be a family destination with beautiful fountains and a park-like atmosphere. Surrounded as it was by dairies and farms, the 72-foot tall rotunda was the tallest structure in the Valley. Early aviators referred to it as the “Marble Orchard” and used it as a landmark.
Social Setting The 1920s and ‘30s saw the Portal’s Rotunda with its graceful garden walls and three reflection pools, serving as a meeting place for social gatherings, including musical concerts, special public events and performances, which were then broadcast on KELW Radio. When the Boeing Company opened United Airport (now Burbank Airport, also known as Bob Hope Airport), the frenetic history of aviation in California took off. Much of the country’s fledgling aviation industry began in Burbank. The first fly-in BBQ on record was held in 1921. Slate Aircraft Corporation built and sold all-metal dirigibles. Howard Hughes built his R-1 Racer there, marking the beginning of Hughes Aircraft.
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With the beginning stirrings of another world war, the Lockheed Company purchased the airport in 1940 for defense use during WWII. The airport became known as Lockheed Terminal. In 1951, partly in response to the airport’s rapid growth, the grand Burbank Portal entrance gates on Hollywood Way were closed. The memorial park remained within the city limit of Burbank with a
new entryway on Victory Boulevard. James Gillette was general manager of Valhalla in 1937. He realized that all the activity at the nearby airport reflected the vast aviation history in the area and conceived the idea of dedicating the Rotunda to America’s great aviators and aircraft creators. He spent two decades working for this. Finally, on the 50th anniversary of the Wright Brothers first powered flight, Dec. 17, 1953, Gillette was able to organize a fitting dedication ceremony. Later, Gillette joined the aviator heroes he admired so much in the Portal where he is now interred. On the 100th anniversary of the first powered flight, Dec. 6, 2003, refurbished by the professional artisans of the Sculpture Conservation Studio of Los Angeles, the shrine was re-dedicated to the fallen aviators.
Heart of Stone and Marble The Portal’s ornate sculptural style is known as “Churriqueresque,” a combination of Rococo and Beaux Arts design, developed from the lavishly ornamented late Spanish baroque style. The exterior of the dome glistens with the riotous colors of exquisite hand-made Alhambra Tiles. The interior of the dome is studded with a more subdued star design. The four-arched stone and marble building was created by Italian-born sculptor, Federico Giorgi. Famous for his decorative sculptures for the 1915 Exhibition in San Francisco, Giorgi designed and sculpted buildings in Balboa Park in San Diego. He also created amazing sets for the silver screen and is well known around Hollywood for his work on the 1917 D .W. Griffith movie Intolerance. He too is buried near the Portal. Directly in front of the Portal, a model of the orbiter Columbia is mountContinued on Page 22
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Forever Wing to Wing Continued from Page 20 ed as a salute to more recently fallen aviation giants. While several twentieth century deceased aviators are honored, a bronze plaque commemorating Amelia Earhart is prominently displayed.
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Today the Portal is serene and peaceful. Just as architect McDonald hoped, it has become a quiet, restful place for families to visit their loved ones. Eschewing the more formal and glittering celebrity of neighboring memorial parks, Valhallah is a comfortable place to reminisce about life and a peaceful, healing place to contemplate the future. The Portal is also a temporary home to the Burbank Aviation Museum. Docents are there on Sundays intermittently, from 1 until 3 p.m. The Rotunda is open to visitors any time the memorial park is open. Spaces are still
available in and near the Portal, allowing todayâ&#x20AC;&#x2122;s pilots to ponder, spending the hereafter in magnificent company. For more business information about Valhalla Memorial Park and the Portal of the Folded Wings, please contact Pierce Brothers, Valhalla Memorial at 818/763-9121. Donia Moore is a published author and â&#x20AC;&#x153;rusty pilotâ&#x20AC;? who specializes in freelance copywriting and web content. She may be reached at iwritewordssc@gmail.com, on LinkedIn and on Facebook/iwritewordssc.
AOPA ANNOUNCES 2014 FLIGHT TRAINING EXCELLENCE AWARDS The Aircraft Owners and Pilots Association (AOPA) has awarded its third annual Flight Training Excellence Awards to top flight schools and flight instructors ranked by more than 3,600 flight students who voluntarily reviewed their flight training experience through an AOPA online poll. AOPA has recognized Paragon Flight of Fort Meyers, Fla. as the 2014 Best Flight School and Spencer Watson of Manassas, Va. as the 2014 Best Flight Instructor. Ten additional flight schools and 10 instructors were named â&#x20AC;&#x153;Outstandingâ&#x20AC;? by AOPA as a result of the poll results. â&#x20AC;&#x153;All of us at AOPA would like to extend our heartfelt congratulations to this yearâ&#x20AC;&#x2122;s award winners,â&#x20AC;? said Brittney Miculka, senior manager of pilot community development. â&#x20AC;&#x153;We created these awards to recognize those who instill a lifelong passion for aviation among their students, and who exemplify the best the flight training industry has to offer. It was clear from the customer reviews that these professionals are providing a superior flight instruction experience.â&#x20AC;? The award winners will be recognized at the AOPA Homecoming Fly-in in Frederick, MD on Saturday, Oct. 4, 2014. AOPA has also named an Honor Roll of 62 flight schools and 75 flight instructors, all of which demonstrated a high standard of accomplishment and received at least three nominations.
In addition, a Studentâ&#x20AC;&#x2122;s Choice Award was given to the flight school that receives the highest number of positive nominations. For the third year in a row, Aviation Adventures of Virginia won that award with 198 nominations. The 2014 Presidentâ&#x20AC;&#x2122;s Choice Award winner is GIFT Academy of Vernon, Tex. The president of AOPA gives this award for significant and innovative contributions to the flight training community. GIFT Academy is aimed at helping female pilots find success in-flight training in a supportive setting. To select the award winners, AOPA invited those who have taken flight training within the last 24 months to take part in the poll. Each individual could nominate one flight school and one flight instructor. The online poll was conducted from June 3 to Aug. 23, and contained safeguards to ensure fairness. That process yielded an evaluation of 1,447 different flight schools and 1,500 individual flight instructors. The poll consisted of 39 survey questions designed to measure the overall performance of a flight school or flight instructor. AOPA will be sharing individual poll results with schools and instructors later this year. All the award winners may be viewed on the Flight Training magazine website at http://flighttraining.aopa.org/ awardwinners/2014winners.html
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SENATORS URGE QUICK ACTION ON THIRD-CLASS MEDICAL REFORM Eleven U.S. senators, all co-sponsors of a bill to reform the third-class medical process, are asking the Department of Transportation and the Office of Management and Budget to take quick action on their review of the Federal Aviation Administration’s (FAA) proposed medical reform rule. In a Sept. 2 letter to Transportation Secretary Anthony Foxx and OMB Director Shaun Donovan, the senators warned that, “This is a time-sensitive issue” and asked that both agencies complete their review within one month. Once the reviews are complete, the FAA can open its Notice of Proposed Rulemaking (NPRM) for public comment. The Senate letter notes that, “This NPRM would expand upon the highlysuccessful light sport pilot medical standard, which has been in place for more than a decade. The FAA was asked to initiate a review nearly three years ago and has thoroughly analyzed the issue.” The letter is the latest in a series sent by legislative and industry leaders urging the Department of Transportation and Office of Management and Budget to move quickly through the review
process. Previously, the original co-sponsors of the General Aviation Pilot Protection Act, 32 members of the House GA Caucus, Senate GA Caucus Co-chair Mark Begich (D-Alaska), and a coalition of seven general aviation industry groups led by AOPA all sent similar letters. “In recent years, general aviation has suffered significant setbacks, and our country risks losing its position as a global leader in GA,” the bipartisan group of senators wrote in the latest letter. “Tens of thousands of GA pilots are giving up flying. The loss of these women and men in general aviation has a significant negative impact on economic conditions and job opportunities in sectors ranging from manufacturing and agriculture to tourism.” The letter was led by Senators John Boozman (R-Arkansas) and Jon Tester (D-Montana), and signed by their fellow S. 2103 co-sponsors James Inhofe (ROklahoma), Mark Pryor (D-Arkansas), Orrin Hatch (R-Utah), Mary Landrieu (D-Louisiana), Joe Donnelly (DIndiana), Jerry Moran (R-Kansas), Pat Roberts (R-Kansas), Roger Wicker (RMississippi), and James Risch (R-Idaho).
HUMAN SPACE FLIGHT REPORT PROMOTES INNOVATION The Federal Aviation Administration (FAA) has released a compilation of practices that it believes are important and recommends for commercial human space flight occupant safety. The “Recommended Practices for Human Space Flight Occupant Safety” report (available at www.faa.gov) provides a framework for industry to use in developing industry consensus standards. It can also serve as a starting point, should there be a need for the government to issue regulations at some point in the future. In developing the document, the FAA’s Office of Commercial Space Transportation reviewed existing government and private sector requirements and standards to tap into the wealth of information that has been accrued through 50 years of human space flight. The FAA
also consulted with a wide audience, including the Commercial Space Transportation Advisory Committee, the National Aeronautics and Space Administration, the FAA’s Civil Aerospace Medical Institute, and the FAA’s Center of Excellence for Commercial Space Transportation. The recommended safety practices are broadly written and primarily performance based, stating a safety objective to be achieved, and leaving the design or operational solution up to the designer or operator. In preparing the recommended practices, the FAA wanted to encourage technology innovation and, with safety being FAA’s highest priority, see that flight crew or space flight participants are less likely exposed to avoidable risks.
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In Flight USA Celebrating 31 Years
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October 2014
W h a t’ s U p ! ?
OK, HERE W GO AGAIN... AND I TOLD YOU SO
I
know by now you are probably tired of hearing my song and dance routine about using “common sense.” May I respectfully request that you try and get over it! You see my fellow aviators, it continues to work and save a few lives along the way. Admittedly I am not a
CFI, I don’t play one on television and never aspired to be one, but I will admit that I love teaching and sharing the titbits I’ve picked up along the way to old age, not zero time students but those of you who have been sitting on your ticket long enough to be a member of AARP.
I truly love the title of “Mentor” or King of Common Sense. I’ve begged, borrowed and threatened so many of you to give me the benefit of the doubt and join my Church of Common Sense. Day after day I cover my head, or eyes so I won’t see the silly things one sees when you spend more than half your life on an airport. Your troops do some really dumb things that you would never do in the other parts of your life, the part that pays for your flying expenses, sunglasses and silly shirts. I’m thrilled to report that in the past month, I have shared two of what I lovingly call, “a common sense mentoring flight.” This writer can report that on both occasions, my time was well spent and, seeing the fruits of my labor paid off more than rewarded me. I saw not one but many actions that might not have been executed if it had not been some of the time I spent mentoring these troops. I can even brag that I was successful again by talking a few dudes out of buying the wrong airplane. As easy as that may sound, tell someone that wants a hamburger or hot dog to have a crepe instead... it is not an easy task. If you were stuck with having to see or visit with me on a somewhat regular basis, you would quickly learn that I listen to what you are saying, and I give you the truth in return, and while that might sound mighty nice of me, some of you don’t want the truth. Please, I beg of you, don’t come to see me and tell me how wonderful your airplane is and ask me to get you one that goes 50 mph an hour faster. This is especially painful when it’s a retired or almost retired pilot with no place to go and absolutely no place to get to faster. Yes, I know, there are exceptions... you just bought a vacation home 500 miles away, you’ve now got another grandchild you want to see more often and you need to get to this new addition to your life 10 minutes faster, or 20 minutes, but the more you push that throttle forward on your newly acquired higher horsepower steed, that invisible wire that is attached to your throttle on one end and your wallet on the other end will make you ask, “how much are those extra few minutes worth? While I know some of you could present a few good arguments and make me look wrong, I am also referring to those of you who are not in any hurry to go anywhere, and you just love the thrill and exercising the privilege of being a
Larry Shapiro pilot. Here’s the rub... if you move up 20 or 30 mph, you’re probably going to be okay. However, when you move 100 horsepower and approach that magic 200 mph, you are now aviating in a different neighborhood, and things happen faster, mistakes cost more, and decisions need to be made faster as well. What you did and how you flew the Old Bird, is now history. The picture and the new view may prove to be more than you bargained for, and maybe the old neighborhood is a better place for you to spend your time and continue to enjoy the airplane you now have and love, and you will also have less surprises and disappointments.
I Told You So Continued . . . I wish I could find a delicate way to write this, but I had a real scare a few weeks ago. I was home watching the late night news and caught the end of a story about an airplane crashing about 50 miles up north of my area. I was watching with one eye and commented to my wife that the airplane looked familiar, and I was happy to hear there were no fatalities. Then the text messages started coming in, and I then knew why the airplane looked familiar. It was one I had begged the pilot to give away and that made me nervous, but he justified why he had it and why he was flying it, so I backed down, but it didn’t change my feelings about the airplane in any way. The pilot was one of the most committed aviators I’ve ever met, and I also had many opportunities to fly with all over our country. He had more hours than I had, weighing less than 200 pounds, but I knew this was going to attack his ego and pride, and he would blame himself for whatever went wrong. The fact of the matter is when an airplane breaks, it’s not always the pilot’s fault, and when engines quit, I suggest not taking it personally. Your landing might look ugly, they usually do if there are power lines involved, but if both passengers can tell me about it, then it was a good landing and not an indication of lacking pilot skills or ability. I would say it proves how good a pilot you really are. I am not mentioning names because it won’t make what I’m writing any betContinued on Page 36
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October 2014
GA GROUPS OPPOSE U.S. SENATE BILL THAT WOULD CLOSE MISSOURI’S ST. CLAIR REGIONAL AIRPORT The Aircraft Owners and Pilots Association (AOPA) and three other general aviation groups have urged key members of the U.S. Senate to forgo legislation that could close St. Clair Municipal Airport (K39) near St. Louis, and instead follow established Federal
Aviation Administration (FAA) procedures for the potential closure of airports that have accepted federal grants. In a Sept. 16 letter, AOPA President Mark Baker and the other aviation groups told U.S. Senators John D. Rockefeller IV (D-W.Va.) and John Thune (R-S.D.),
chairman and ranking member of the U.S. Senate Commerce Committee, that a bill in their committee could improperly close the airport. “As you know, this legislation would close the St. Clair Regional Airport, in St. Clair, Mo.,” the letter states. “As represen-
tatives of the general aviation community, we have serious concerns about closing and further limiting access to general aviation airports across the country, especially through legislation.” In addition to Baker, the presidents of the General Aviation Manufacturers Association, National Business Aviation Association and National Air Transportation Association signed the letter. U.S. Senate Bill 2759 would, “release the City of St. Clair, Mo., from all restrictions, conditions, and limitations on the use, encumbrance, conveyance, and closure of the St. Clair Regional Airport.” It was passed by the Senate Committee on Commerce, Science and Transportation on a voice vote and will go before the full Senate next. Sen. Claire McCaskill, (D-Mo.) introduced the bill. The City of St. Clair has sought to close the airport and make that land available for commercial development, according to news reports. The FAA is conducting a review of the city’s request to close the field since the city has previously accepted FAA airport improvement funds. The airport has been in operation since 1965. “There is already a process established by statute under the Airport Improvement Program Grant Assurances requirements for the closure of airports like St. Clair that have received federal funding,” the letter states. “The review of the St. Clair airport closure is already underway, and we would respectfully request that the established FAA process move forward with a decision in a timely manner. It is our belief that this course will better balance the legitimate interests of the local community, aviation users, and the federal government.”
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Flying With Faber FINAL STOPOVER
AT
AUCKLAND, NEW ZEALAND
B
ack in the ‘60s, as I was about to embark on my very first trip to Europe, a friend, who had just returned, imparted some sage advice. “If you plan to visit several countries, from Great Britain to Hungary and from Sweden to the tip of Italy, chances are you will fall in love with each country. This will create severe serial separation anxiety. As much as you love the country you are about to depart, tear yourself away. You will love the next destination even more.” To this day, that was one of the best travel tips I have ever received. As our B737 departed Queenstown, I twisted my head back as far as I could for one last look at this magnificent parcel of earth. Saddened, I recalled the words my friend had uttered almost a half century ago. Auckland will be even better – and it was true.
Auckland – A City of Sails Auckland is a city between two oceans – the Pacific Ocean to the east and the Tasman Sea to the west. The city, within the northern quadrant of North Island, is situated on an isthmus, which, at its narrowest point, is less than two miles wide. Surrounded by rivers, inlets and bays and dotted with a host of bridges, harbors and marinas, Auckland, with more than 2,000 miles of coastline, is one of the most picturesque cities in the world. With its 49 volcanic cones, Auckland is never far from water. Set in this magical place called the “City of Sails” and looking out toward the islandstudded Hauraki Gulf – whether you are gazing from your room in the iconic Sofitel Auckland Viaduct Harbour Hotel, walking along the Viaduct or dining in a café, there is a perpetual motion of activity in every direction. Views of stately cruise liners sailing into port, yachtsmen, pretending to be captains, ferries crossing the water, and local long-boarders and kayakers in vessels less ostentatious, present an ever-changing tableau of fun and pleasure. There are many opportunities for guests to share in the activities, whether it’s helping to sail a former America’s Cup yacht, renting a jet ski or going fishing. Auckland is the gateway to New Zealand’s North with its secluded coves, secret harbors and long sandy beaches, and to the majestic south with its
Stuart J. Faber and Aunt Bea
A view of downtown Auckland and the marina. (Stuart J. Faber) spectacular scenery, mountain ranges, fiords and rivers. You can participate in any of these treasures – or just explore the many neighborhoods and simply do nothing. We roamed the avenues, walked along the waterside cobblestone streets, peeked into shops, cafes and bars from morning until the early hours of the next morning without a scintilla of concern. The beautiful and spacious lobby of The Auckland seems to have pinched off Sofitel Auckland Viaduct Harbour. morsels from the world’s greatest cities – (Stuart J. Faber) San Francisco, New York, Paris, Hong Kong – to name a few and has cloned them together into a city and countryside like no other in the world.
A Stylish Hotel on the Waterfront After the short flight, we landed at Auckland International Airport. (ICOA: NZAA; IATA: AKL). Should you elect to fly your aircraft to Auckland, the field is 23 feet above sea level. Runway 5L/23R is 10,204 feet long, and Runway 5R/23L is 11,926 feet long. The time zone is UTC+12. We were driven from the airport to what I considered a harbor oasis – The Sofitel Auckland Viaduct Harbour, 21 Viaduct Harbour Avenue, phone +649/909-9000. Situated in the center of town on the edge of the marina, this chic hotel is ideally located within walking distance of the business centers, the best restaurants, and if you crave a bungee jump, just minutes from the Sky Tower. Once at the hotel, we hardly used motor-
The beautiful and spacious lobby of The Sofitel Auckland Viaduct Harbour. (Stuart J. Faber) ized transportation. The 172 guestrooms and suites are graced with floor-to-ceiling windows. Whenever I was in my quarters, I left the drapes wide open and gazed at the harbor, the skyline and the pedestrian areas. The rooms feature luxurious beds, a full work desk, oversize marble bathrooms with rain showers and deep soaking tubs, private balconies and espresso machines. The newly opened spa is adjacent to a well-equipped fitness center. We
enjoyed the lap pool, sauna, the gym and the steam room. Exhilarating and rejuvenating therapies and treatments from around the world are offered. Named So SPA at Sofitel, the latest in French cosmetology sublimely blended with the essence of New Zealand is presented in a variety of treatments. Viaduct Harbour is a veritable maritime playground. Auckland, the nation’s largest city (population 1.5 million), is defined by its harbor setting. Locals spill down Queen Street after work to play at Princes Wharf and the Viaduct Harbour. Known for expertly made espresso, fine wine and Pacific Rim-inspired cuisine, Auckland has emerged as one of the world’s renowned gourmet destinations. Nearby boutiques showcase the designs of New Zealand’s best fashion talent, including Trelise Cooper and Karen Walker. The precinct is the city’s leading commercial, restaurant and entertainment hub and is also home to major international corporations, including KPMG, Microsoft, Vodafone, Air New Zealand and Pernod Ricard. If you are planning a meeting, family reunion or aviation get-together, reach out and take a New Zealand adventure. Sofitel has six flexible and stylish venues for just about any type of affair. Three boardroom style spaces boast natural daylight and comfortable furnishings. The largest room seats up to 130 people. The hotel offers complimentary high-speed fibre Internet wi-fi access to all guests. Sofitel’s Lava Dining has stunning waterfront views. Using the best of the season’s produce, the dining concept blends contemporary New Zealand cuisine with French technique to deliver an innovative menu. The name “Lava” reflects the restaurant’s sophisticated interior, inspired by Auckland’s volcanic origins. Lava’s back-lit marble interiors are a rich and bold design statement creating an allencompassing warm amber glow. With views of the marina, 21 Viaduct Café, renowned for its stunning Continued on Page 30
In Flight USA Celebrating 31 Years
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October 2014
Flying With Faber Continued from Page 29 sun-filled terrace and great café cuisine, is a popular retreat for local business people and tourists.
From Airplanes to Motorcycles to Yachts One rainy morning, our group gathered outside the hotel where a fleet of shiny
Harley Davidson Motorcycles greeted us. The drivers looked like stereotypical motorbike guys (and women), complete with beards, tattoos and leather jackets. We donned leather jackets and helmets and off we went for a tour through magnificent mountains, majestic oceanfront scenes and urban neighborhoods. I love airplanes, yet I have always harbored some fear of motorcycles. The apprehension soon abat-
ed as these guys gently weaved us along winding streets, morning traffic and up a mountain path. For more information, contact www.motorbikesnz.co.nz. The bikers dropped us off at the dock where we boarded the Pacific Mermaid, a luxury yacht that can accommodate up to 80 people. The mahogany paneled dining room can seat up to 80 for a buffet dinner or 30 for a luxurious china
Ride on the Pacific Mermaid to Waiheke Island. (Stuart J. Faber)
Gorgeous Mudbrick Restaurant & Winery. (Stuart J. Faber) and silver sit-down affair. We casted off for an hour cruise along the Waitemata Harbor to the Waiheke Island where we were about to experience a drive through the lush island countryside for a sumptuous lunch and wine tasting at the Mudbrick Restaurant and Winery. Overlooking the sea, the island’s Mudbrick Vineyard includes plantings of cabernet sauvignon, merlot, cabernet franc, syrah chardonnay and viognier. Lunch in the restaurant was served in a formal setting with great views of the bay. Service was a palpably authoritative – annoying yet efficient. Cuisine was a trifle fussy but thoughtfully prepared with the freshest of provenance. We began with just-baked bread with Italian olives. Oysters from the bay were presented with squid and smoked eel. Entrees included a tender braised beef cheek with wild boar sausages. With each course, a taste of local wines, including Mudbrick Sauvignon Blanc 2013, Mudbrick Pino Gris 2013 and a Reserve Syrah. It was obvious that these handpicked wines were lovingly nurtured from vine to bottle. For more information, visit www.mudbrick.co.nz. This 12-mile long island in the Hauraki Gulf has 83 miles of sparkling coastline and clear waters. The diverse landscape is home to historic reserves, working farmland and quaint villages. A number of islanders commute each day from the island to their offices on the mainland. Next, we drove around the island, stopped at Wild on Waiheke, a bistrobrewery where guests can relax, sip beer and take on some skeet shooting, archery, Continued on Page 31
October 2014
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Flying With Faber Continued from Page 30 jump on the trampolines and roam around the grounds. Visit www,wildonwaiheke.co.nz.
Let’s Go Bungee Jumping
Bungee Tower. (Stuart J. Faber) While in Queenstown, I chickened out over jumping off a bridge, which was about 100 feet from the water, so imagine my terror when faced with a jump off of a 600foot tower. I’m told that one reaches speeds of 85 miles per hour and that it feels like you are flying. Well, I know what it feels like to fly, so I will stick with airplanes. Nevertheless, it was a thrill to watch others engage in this exceptional sport. Located in the heart of downtown, the Sky Tower is 63 stories high. If you fear the jump, you might consider the SkyWalk. Here, at 60 stories, you can walk around the entire perimeter of the tower on a ledge that is about three feet wide. A full body harness and overhead safety lines keep you from falling off. For more information, visit wwwlskyjump.co.nz and www.skywalk.co.nz. On our way up to the observation deck, we stopped at the 53rd floor for lunch at the Sugar Club. This restaurant serves a delicious lunch with 360-degree views of Auckland. After lunch, we visited the East Day Spa at Sky City. The spa has 12 individual treatment rooms with a spacious relaxation area, steam room and shower. Visit www.eastdayspa.com.
A Few More Restaurants Chef Simon Gault has created an outstanding local establishment. Named Euro, www.eurobar.co.nz/euro, this restaurant, located on the waterfront, serves contemporary New Zealand and European cuisine. I’m trying to develop a relationship with octopus, and this was an
acceptable first date. Grilled with cherry tomato ragout and leeks, it was tender and tasty. A crab and prawn appetizer with crème fraiche and wasabi caviar was delightful. For mains, I sampled an extraordinary rotisserie chicken with a special rub. The bird was slowly cooked and served on creamy mashed potatoes. A dish of bay clams and mussels in a lemongrass and chili broth was outstanding. I can never stay away from short ribs. Simon cooks the critters for 36 hours and serves them with shitake mushrooms – they melt in the mouth. Botswana Butchery, located in the historic Ferry Building, is Auckland’s newest waterfront restaurant. The chef combines fresh produce and local wines with beautiful meats and seafood. We launched with a huge plate of local oysters on the half shell and proceeded to a rich French onion soup with loads of caramelized onions and a crunchy crouton. For entrees, we selected a grilled free-range pork chop with caramelized cauliflower, a diver scallop with rich raisin vinaigrette. The beef bourguignon is made with tender beef cheeks, heirloom carrots and pancetta. Tuna eaters will love the seared wasabi blue fin Tahitian tuna. The restaurant is located at 99 Quay St, Ferry Building, Auckland, telephone, +649/307-6966, auckland@ botswanabutchery.co.nz Our final dinner was at Soul Bar on Viaduct Harbour, www.soulbar.co.nz, a trendy restaurant filled with young happy locals and tourists. We savored our final encounter with local seafood. Appetizers of spicy tuna tartare, Ora King Salmon with potato rosti, a kingfish tostada with fresh herbs and toasted peanuts were perfect selections. A Hawke’s Bay lamb rack with heirloom carrots was divine. I managed to sample roast duck with green papaya, coriander and mint salad, mango puree and toasted peanuts; plus, I negotiated a hunk of braised short rib with a pumpkin puree and honey roasted yams. Food, atmosphere and service were exceptional.
Just Outside Town – A Wilderness We took a half day excursion to Auckland’s Bush and Beach. This is an area of craggy, black sand beaches and a lush rainforest – yes, a true living rainforest. With a heavy downpour falling upon us, we strolled through the dense forest. The rain enhanced the mood of this adventure. We viewed waterfalls, giant tree ferns and ancient kauri trees. As we emerged from the forest and removed our rain gear, Continued on Page 32
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In Flight USA Celebrating 31 Years
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October 2014
ZLIN MEISTER By David Brown
T
wenty years ago former F-15 pilot and Air Force Academy graduate, Jeff Koehler, worked for Northrop Grumman on the B2 program, but still yearned to return to the skies. Initially he used a Cherokee 140 to commute to Los Angeles from his home in Camarillo, but eventually he realized that he wanted more from his flying. What he really hungered for was an aerobatic aircraft, so took his time looking at all the possible contenders, ranging from the Pitts Special to the CAP 10. One consideration was cockpit room, as Jeff is over six feet tall. This ruled out a number of contenders with cramped cockpits. Working in Melbourne, Fla. by this time, Jeff had an opportunity to fly the Moravan Zlin 242, which was a Lycoming-powered variant of the Czech Zlin 241 of famed aerobatic lineage (Zlin 526 and Zlin 50) and was at that time relatively cheap for a new aircraft ($125,000). Also, the cockpit was of ample size. Says Koehler, “I was immediately impressed by the Zlin. The controls used pushrods and ball bearings, so there was no slop. Control harmony was good between pitch and roll. It flew in a very precise manner, just like a jet. It was a rugged aircraft (+6/-3.5g) and had a Christen inverted oil system to keep the engine running through even advanced aerobatics.” Koehler was soon the proud owner of an aerobatic Zlin N242DC. Having bought the Zlin, the next step was for Koehler to ferry it back to the west coast. He says, “In addition to the two main tanks, the Zlin has two auxiliary tanks in the outer wings. Filling them all gave a four-hour range. The downside was that at this time, the Zlin had no navigational
Two-seat tourer or aerobatic trainer, the Zlin 242 excels at both. It is sturdy, agile and will cheerfully pull gliders or tow banners on its day off. (David Brown)
The cockpit of the Zlin shows its military background with hefty sticks and dual throttles. Flaps are operated mechanically by the large lever between the seats. (David Brown) gear. I flew from Stuart airport flying strictly VFR and called in at Melbourne before fighting bad weather to the Florida Panhandle. Then I continued to Houston where I broke the journey to meet family. The next day we continued in improving weather to Scottsdale, Ariz., and finally in crystal clear weather, I flew the last leg to Los Angeles, cruising at 12,500 feet altitude and burning around 10 gallons per hour for this part of the trip.”
The Zlin was put to work as an aerobatic trainer and has served mainly in this role for the last few years. It can accomplish all the normal positive g maneuvers, can handle inverted maneuvers, and will spin nicely. Koehler said, “We have had students complete our aerobatics course and come back with big grins plastered across their faces. In addition to the superb handling in maneuvering flight, they like the big
canopy with exceptional visibility. We have even had one student start flying our Zlin without any experience and go on to qualify for his PPL. From my point of view as an instructor, I like the side-by side seating, with substantial seats, which can be configured for touring or take parachutes for our aerobatic flying, the military-style cockpit, which has hefty levers and switches, and the corrosionproofing of the structure, which pays dividends in our operations close to the Pacific.” Jeff Koehler has worked extensively with the local “Tomorrow’s Aeronautical Museum” in Compton, demonstrating the aerobatic capability of the Zlin to under-privileged kids. “It’s rewarding and always neat to demonstrate zero g to them, when they will experience the sensations of zero gravity, although securely strapped in.” The city of Torrance is also a stopover for European airline crews, and Koehler has given a range of airline pilots an introduction to aerobatics, “which is much appreciated as a welcome change from hours of straight and level flying in their day jobs.” Over the years, this Zlin has been upgraded with Goodrich electric gyros, so it is now IFR-capable. Jeff has swapped out the original wheels and brakes for Cleveland units to improve access and ease servicing. The original single battery was prone to leak acid when inverted and has been replaced by a pair of US 12 volt batteries. It now has Goodrich electric gyros, King radios, and has been used for serious IFR crosscountries up and down the west coast. The only weakness in the design has been the rubber hoses used in the pitotContinued on Page 34
Flying With Faber Continued from Page 31 the downpour suddenly stopped. We headed for the black sand beach, walked through the soft sand and waded in the cool surf. We felt as if we were miles from civilization. Auckland was less than an hour away. For more information, visit www.bushandbeach.co.nz.
The Closing Chapter On our final day in Auckland, my level of separation sadness matched the mood I experienced when I departed Queenstown. Which destination did I prefer? Which of my children do I love more? These are imponderable questions. The end of this trip arrived all too
soon. We checked out of the hotel and headed to the airport. We spent an hour in Air New Zealand’s Emperor Lounge for some pre-flight snacks. We boarded and entered the Premiere Business Class of this Boeing 777-30. I settled into my isolated seat. The seats are placed in a herringbone configuration, which creates a comfortable solitary confinement. The only structure between seats is a cocoonlike partition. At my request, the attendant transformed my seat into a full-length bed. I slept like a baby for nine and a half hours as the ship headed home to Los Angeles. Air New Zealand is one of the best airlines I have ever flown. New Zealand is one of the best places I have ever visited. The black sand beach.
(Stuart J. Faber)
October 2014
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PROGRAM CREATES FLIGHT MEMORIES FOR SPECIAL NEEDS FAMILIES, CHILDREN
Jack Lewis and a smiling Lizzi McCready share the cockpit of his Piper Warrior. (EAA Photo)
By EAA Staff
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or the past two decades Michiganbased Dreams and Wings has been providing aviation experiences and creating memories for special needs children and their families. It conducts about a half-dozen events annually out of Ann Arbor; Grand Rapids; Port Huron; Flint; and Gary, Indiana as well as other airports. Each involves about 40 families. Dreams and Wings is led by Jack Lewis, EAA 410656, of North Branch, Michigan, who lost the use of his legs years ago when a pickup truck fell on him. He learned to fly in a specially configured aircraft and today flies a Piper Warrior with manual rudder controls. He’s also flown more than 1,100 Young Eagle flights. “We continue to make friends in the general public for general aviation when these wonderful special needs children get to experience the joy and freedom of flight,” he said. “It allows them and their families to see life from a different perspective, and usually it winds up that they teach us more than we teach them.” A recent passenger of Jack’s, sixyear-old Isabelle “Lizzi” McCready, touched his heart. She was referred through the University of Michigan C.S. Mott Children’s Hospital for the annual Dreams and Wings Fly Day on Sept. 6 in Ann Arbor. Lizzi has had a lot to overcome in her young life––she suffered a brain aneurysm at age four, has undergone numerous medical treatments, has Type 1 diabetes, and recently was diagnosed with celiac disease. Her mother, Joy McCready, wrote a thank you email to Lewis after Lizzi’s flight. “Our daughter was so excited to fly for the very first time! She loved every
minute of the flight––she didn’t want it to ever end. What a blessing it is for us to be able to give our children these remarkable memories and show them that absolutely anything is possible regardless of their physical struggles in life. “When we can surround her with these types of experiences and with people who have overcome their own challenges, we know that her outlook will be positive and her goals as high as the sky! We cannot thank you enough for this incredible gift you have given to our daughter and so many other children like her.” Lewis shared the response with EAA headquarters. “From time to time, we have the honor to be touched by a true angel,” he said “Lizzi’s smile and laughter gave new meaning to life beyond struggle. If, in our weaker moments, we ever question why we work so hard to make these events a success and push on year after year, we need look no further than the smiles, the laughter, and the love that comes so authentically from these precious angels. “I know that I am so very blessed to be able to share a moment of these wonderful children’s lives and give them my small gift of seeing their world from a new perspective…perhaps to dream.” Dreams and Wings has about 24 volunteer pilots on its roster along with about 20 ground volunteers per event. They fly an assortment of airplanes, from Cessnas and Pipers to Mooneys, a King Air, and a twin Seneca. The low-altitude flights include family members as well as the children, last about 20 minutes, and fly a predetermined course. The organization has flown about 6,000 special needs children throughout the years. To learn more, visit the Dreams and Wings website at http://www.dreamsandwings.us.
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In Flight USA Celebrating 31 Years
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Zlin Meister
Continued from Page 32 static system, which could not stand up to the California summer heat. Could you improve on the Zlin? I ask Koehler. As an aerobatic pilot, Jeff of course wants more power to give more vertical performance. Handling is not a problem. In fact, it could not be better. Inside and outside maneuvers are performed routinely.
Flying the Zlin 242 I meet Jeff Koehler’s Zlin at Torrance’s Zamperini field on a sparkling summer day. It’s a neat two-seat aerobatic ship with a spiffy red, white and blue sunburst paint scheme. The Zlin is all-metal and has a large forward-sliding canopy, which promises to give excellent visibility. We check the four fuel tanks in the wing. I note the neat fuel cap with combined dipstick for each tank. We will fly with only fuel in the mains today as aerobatics is not permitted with fuel in the outer wing tanks. The aux tanks increase fuel capacity from 32 to 60 gallons. Construction is steel tube for the center fuselage and metal semi-monocoque for the rear fuselage. The metal tube center section has a sealed spar pressurized with nitrogen. There is a gauge in the cockpit to warn of any reduction in pressure, which would indicate leaks or cracks. Outer wings contain the auxiliary fuel tanks and composite upturned wingtips. Composites are used for panels and fairings. Generous aerodynamic balances on elevator and rudder contribute to the light forces. The trailing edge of the elevator has a big trim tab and a servo tab to again lighten the loads. A glider/banner tow hook is located under the tail. We check the tricycle gear, which has large wheel pants to reduce the drag. We check out the engine compartment. Unlatching three quick-release fasteners releases the hinged lift-up engine cowling on each side. This gives good access to the AEIO-360 engine and its tube mount, together with the oil system. The nose sports an imposing threeblade MT constant speed propeller, a boon for serious aerobatics. The battery installation sits behind the cockpit on the left hand side, reached by a neat-hinged panel. N242DC has been modified for twin 12v batteries rather than the original single 28v battery, which in early operations tended to leak acid during inverted flight. The present system does not leak. There is a Christen inverted oil system, good for a minute of inverted flight. The bubble canopy fits over the two-seat cockpit, sliding forward. It can be jettisoned in an emer-
gency. There is room for baggage behind the seats under a plastic flexible cover, and fabric sunshades can be pulled forward inside the top of the canopy to give protection from the sun during crosscountry flying. For our evaluation flight, which will involve aerobatic flight in our local practice area over the Pacific, we put on flotation vests, then I don a back-type parachute, cinch it up and climb aboard over the trailing edge of the wing. The canopy is slid forward and a handgrip on the fixed canopy frame aids my access to the left side of the cockpit. Carefully stepping down into the cockpit, avoiding the stick in front of the seat, I slide the seat back to its aft limit and strap in. Koehler straps into the right seat. The cockpit has a military flavor. The hefty control stick is in front of me, topped with radio and intercom buttons. I notice that the rudder pedals have toe restraint straps (for inverted flight), and we have elevator and rudder trims between the seats on the floor. We have individual throttles for our left hands while a substantial lever between the seats operates the trailing edge flaps. Master switch on, fuel pump on and the AEI-360 is soon running. We taxi out to the run-up area for 29R at Torrance. Koehler cycles the prop and dials in right rudder trim and takeoff elevator trim. Ready to go, we pull up to the hold-short line, close the canopy and get ready to fly. We are cleared for takeoff. Jeff releases the brakes and we track the centerline, lift off and climb. Jeff brings the prop rpm back in deference to our local noise restrictions and then smartly turns right, then right again so we are climbing downwind. Abeam the tower we are cleared to turn right for the practice area, which lies to the south over Palos Verdes hill. Jeff gives me control of the aircraft in the prescribed military manner, and I climb at 75 knots to 3,000 feet. The Zlin needs right rudder in the climb to keep the ball centered. As advertised, the controls are very light, so my initial moments include the odd wing wagging and pitch bobbles until I adapt to this very precise control system. Jeff’s description of “it handles like a jet fighter,” is proving accurate. I top the ridge of the Palos Verdes Peninsula and coast out into the practice area airspace over the Pacific. The canopy comes down to waist level, and the resulting visibility is superb. Using a mountain peak on Catalina Island as a reference point, I do a couple of clearing turns. The ailerons are light, but adverse yaw makes it essential to use the rudder to keep the ball in the middle. I progress
to steeper turns and continue to clear for other traffic. It’s a beautiful sunny day with a three-ship formation of T-6s practicing their join-up techniques below us, and at sea level, a blue whale is heading majestically westbound below us off Portuguese Bend, ploughing through the calm Pacific. It’s time for aerobatics, and we clear the decks for action. Jeff starts with a wingover and then a slow roll. Both are unerringly precise. I try to replicate his roll. I’m too slow by 10 knots and untidy with a late rudder application. I blame a decade-long absence from aerobatics. Another roll with the correct 120 knot entry speed goes better. Jeff demonstrates a loop. All is as it should be. We pull just over three Gs with an entry of 130 knots, float inverted over the top with wings exactly level, and recover. I attempt a loop, misread my airspeed indicator (curiously on this East European ASI the needle goes twice round the dial) and enter the loop with insufficient speed, so we stagger over the top in a less-than perfect maneuver. Jeff demonstrates a hammerhead, pulling to the vertical, surfacing the nose down through the horizon, then heading straight down for the ocean before pulling out, I attempt to replicate this and fail to get the perfect vertical, kick the rudder too late and again exit from the maneuver in an untidy manner. We are now at 3,000 feet over the Pacific south of the Trump golf course and report our position over the radio while keeping a lookout for other traffic. I progress to four point rolls, liking the ailerons more and more. They are light and effective. This is fun. Slow rolls can be really...really... slow. The five-point harness keeps me anchored to the seat, but while we are inverted, my checklist escapes and floats up to the canopy where Jeff retrieves it from mid-air. I settle down to get a performance cruise point, and at 3,000 feet with 75 percent power, I eventually see 110 knots. To add speed, Jeff shows me the jet pilot trick of unloading slightly, which gets the plane accelerating without significantly losing height. Finally, we see a reading just shy of 120 knots. It’s time to head back. Jeff gets the ATIS for Torrance and takes us back to Pt. Fermin, then turns north for the Vincent Thomas Bridge, which is our entry point for rejoining. Torrance Tower clears Jeff for the break. We come over the field at 800 feet, break left towards Palos Verdes hill for a landing, start the flaps down at 85 knots on
October 2014
Proud Owner Jeff Koehler with Zlin N242DC in its present paint scheme. (David Brown)
This photo was taken when Jeff Koehler’s Zlin had a stopover in Arizona en route to the west coast. (Budd Davisson, airbum.com)
Specifications for Zlin 242L Engine: AEIO-360-AIB6 200HP Fuel injected Propeller: MT 3-blade constant speed propeller Dimensions Span: 30.64 ft Length: 22.77 ft Height: 9.68 ft Fuel Main tanks: 2 x 16 US gallons Auxiliary tanks: 2 x 14.5 gallons Range: 267 nm (mains alone) Range: 570 nm with aux and mains together. Performance Rate of climb at sea level: 1,080 ft/min Max speed at sea level: 127 knots Cruise: at 2,450rpm/6,560 ft 122 knots Takeoff ground run: 689 ft Distance over a 50” obstacle: 1,476 ft Weights Empty weight: 1,642 lbs Takeoff weight: 2,140lbs G limits: +6/-3.5 downwind, then curve round in a descending 180 degree turn with full flap at 70 knots to a landing on 29L. We taxi back and shut down. I must confess to a hint of a grin. This is a utility plane, designed for training, aerobatics, touring and glider towing (it has a hook under the rear fuselage). It excels at all of these tasks. My thanks to Zlinmeister Jeff Koehler for letting me share his Zlin for the afternoon. It was a fun airplane.
October 2014
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In Flight USA Celebrating 31 Years
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What’s Up Continued from Page 26 ter, but I am hoping the pilot has not wasted any time questioning all the “ifs” and just moves on to his next adventure.
Ten Years Ago By the responses and comments I’ve received from my columns from 10 years ago, I’d like to once again show you how things have pretty much stayed the same. Here are few comments I shared with you 10 years ago.
Boats vs. Airplanes Just a quick comment on this subject –– those of us who spend time on the other formula, which has air in it, the one we call water, know that the captain of the vessel is responsible for his wake. May I offer the suggestion that the captain of the flying machine be a little more responsible for the wake of their prop and other assorted features of their aircraft? Dust and rocks, small children or pets can all be blown around, and most of them end up in my hangar. I hope my point is taken in a well-meaning way, so think about powering down after starting and be aware of the people and objects around you.
FAA Ramp Checks I hate being wrong, even more; I hate being wrong and having to admit it to everyone in our aviation community. Even worse, I hate having to say I’m sorry to the FAA, and even more, I hated the possibility of losing my ticket because I was being so stubborn I just did not want the Feds to be right. Openly, right here in front of G-d and all of you who do it by the book, I am admitting to and apologizing to FAA for not taking them seriously enough when they asked for some paper work. OK, more specifically, proof of currency and proficiency. You see, it wasn’t that their request was so outrageous; it was my mistake for thinking it had to do with an incident I was involved with that happened months before that. I was not cited for it and no violation was committed. So when the request came from our friends at the FAA for some paperwork, I made the very
wrong decision to ignore them. My point is simply this; if the FAA asks for something, give it to them. There are certainly exceptions to this rule, but they are too far and few between. I should add that I would only send copies, never originals. As much as we make jokes about these dudes, in the end, they really are there to help. My final comment, and the hardest one to believe, after explaining about a personal hardship not being able to fly was going to create, one of their lawyers was an absolute pleasure to work with, and she knocked herself out to help me. Communication was extraordinary, and follow through was just as good. I felt little doubt that someone in the Western Region actually cared, and the result proved it.
October 2014
Bo Bobko flew three shuttle missions. final price paid to this nice fellow was close enough to the appropriate value to call it a win for our side. Again, I encourage those of you thinking about a partnership to make sure. No, make that absolutely sure that the door out opens as easily as the door in.
(Larry Shapiro)
PS On Final On partnerships: No sooner had I written about partnerships in last month’s issue of In Flight, then this sweet ‘ol fellow age 21, more than three times, walked into my office asking for some help. He explained he was a partner in an airplane for more than 20 years with a “friend (?)” He came to ask me to appraise his airplane for him, and the story began to unfold. As he described the problem, tears began to well up in his eyes, and his partner started to sound familiar to me. The aviation community is a small one and sure enough, I knew his partner from a less than enjoyable previous experience. Cutting to the chase, it was obvious to me that he was being ripped off by his “friend/partner” in regards to a buyout price on the airplane. My simple question was: how much does the partnership have it insured for? Show me some past tax bills. When I got the answers, I responded, “that’s good.” That plus AOPA and other value setting websites helped set the real value, leaving very little doubt. Now get a check for half that amount or pay him what he wants from you. I promise you a fair price is forthcoming. I also suggested that it would be worth a few minutes and a few dollars to have an appropriate letter written by an aviation knowledgeable attorney and ensure success. I’m happy to report the
My trip to Seattle last month to applaud my wife completing the Susan G. Komen 60 mile for the cure was better than the World Series for me. I can’t begin to tell you the level of excitement and the surprise to me to meet ladies and gentlemen walkers from all over our country and other parts of the world who came to walk. Bravo to all of you for your commitment, strength and endurance... I’d like to give a shout out and roses to a very special young lady that offered to help us with our Airport Day 2014. There are so many details to ensure a success day, and we got lucky to have as our APD coordinator, Ms. Noel Flaker. She worked so many hours, and even as I left the field close to dark, she was still making sure the tents were taken down and the chairs were folded for pickup. Bravo to you, Miss Happy Face, you and the Civil Air Patrol made it possible for us to call our day another success, And finally for this edition . . . It’s October, the WX is starting to change, the days are getting shorter and hopefully the smoke will continue to clear from all the fires and disappear, and no one will spoil my trick or treating outing with my five-year-old grandson by doing something dumb. Until next time . . . That’s Thirty!
Right to left: Cadet senior airman, Amin Najami, age 13 Cupertino Middle School; Cadet Master Sam Scholz, age 16, Bellarmine College Preparatory; Cadet Senior Master Sargeant Andrina Hoffman, age 16, Homestead High School; Cadet Senior Airman Gunner Youngblood, age 16, Menlo-Atherton High School. (Larry Shapiro)
Just doing what he does. (Kimberly Shapiro) “Over” About the writer: Larry Shapiro is an Aircraft broker, aviation humorist and fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles and can be reached at the Palo Alto Airport office: 650/424-1801 or Larry@Larry
Sell Your Airplane Fast with an In Flight USA Classified Ad. Turn to Page 56 for details or call (650) 358-9908 to use your Visa/MasterCard
October 2014
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YOUNG EAGLE NAMED FLIGHT TRAINING SCHOLARSHIP RECIPIENT EAA is happy to announce that Brandon Gore of Quad Cities, Ill. is the recipient of the Tinker Murdock Flight Training Award and will receive $7,500 to complete his private pilot certificate training. To be eligible for the scholarship provided by the Tinker Murdock Family Fund, applicants must be a Young Eagle and Next Step participant, a program in collaboration with EAA Young Eagles, actively involved in EAA’s online ground school or other training program. Brandon, a high school junior, took his first Young Eagles flight at age eight and has been hooked on aviation ever since. He’s attended EAA’s Air Academy three times and plans to return next summer as a camp counselor. Brandon plans to pursue a degree in aerospace engineering from Purdue University and eventually become a military test pilot. He is a cadet in the Civil Air Patrol and became the youngest person to achieve the rank of second lieutenant, the highest cadet position. He is also the executive officer and leads a group of 30 cadets in weekly drills, lesson planning, physical fitness testing, and aerospace education.
EAA Young Eagle Brandon Gore has been selected to receive a $7,500 flight training scholarship to complete his training. (EAA photo) Brandon serves as a volunteer coordinator for the Quad Cities Hot Air Balloon Festival where he helps raise money, secure sponsorships and media coverage, and coordinate volunteers. He also volunteers for Pilots N Paws, helping coordinate volunteer flights for animal rescues. His career goal is to design supersonic jets for the military. Brandon also plans to become a certificated flight instructor, fly Young Eagles, and share his passion for aviation with other people all around the country. This scholarship is made possible through the generosity of the Tinker Murdock Family Fund.
Third Class Medical Continued from Page 35 the contributions of general aviation to their districts and their states – from business growth, to vital air services and assistance in times of need and disaster. Our shared aviation community appreciates their support now, as well, as we anticipate prompt action from DOT allowing medical certification to move forward. The industry has waited nearly two-and-a-half years for a practical solution exempting certain pilots from third-class medical certification requirements. NBAA is pleased to add its voice to a strong and united chorus seeking meaningful reform of the pilot certification process, and to remove an unnecessary hurdle for thousands of pilots within our industry. Sincerely,
Ed Bolen President and CEO National Business Aviation Association
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In Flight USA Celebrating 31 Years
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From Skies to Stars
By Ed Downs
ORION, FOLLOW UP
B
eing a column that concentrates on the wonders of the night sky and all things astronomical, one might think this month’s contribution is about that big dude in the sky that is chasing the Pleiades constellation, also known as the “Seven Sisters.” What the heck, guys will be guys! But no, this is a follow up to this writer’s remarkable experience about this time last year involving a visit to the Johnson Space Center and a “check out” in the Orion spacecraft. The Orion, officially known as the Multi-Purpose Crew Vehicle (MPCV), is a manned space vehicle now being readied for launch by NASA in December 2014. Built by Lockheed Martin as a dedicated NASA project, the Orion represents America’s step back into the leadership role of interplanetary space travel. This launch will be historic, as it is the first time a man-capable spacecraft will have entered interplanetary space in 42 years. Launch is near, and NASA has just released photos and information regarding launch progress. Contemporary news services may give this historic event little or no coverage, so
take a look at what NASA has to say. NASA is making steady progress on its Orion spacecraft, completing several milestones at NASA’s Kennedy Space Center in Florida in preparation for the capsule’s first trip to space in December. Engineers finished building the Orion crew module, attached it and the alreadycompleted service module to the adapter that will join Orion to its heavy lift United Launch Alliance Delta IV booster, and transported the spacecraft to a new facility for fueling. “Nothing about building the first of a brand new space transportation system is Continued on Page 43 The Orion crew module, stacked atop its service module, moved out of the Neil Armstrong Operations and Checkout Building at NASA’s Kennedy Space Center in Florida on Sept 11. Orion was transported to the Payload Hazardous Servicing Facility at Kennedy where it will be fueled ahead of its December flight test. During the flight, Orion will travel 3,600 miles into space to test the spacecraft systems before humans begin traveling in Orion on future missions. (NASA photo)
October 2014
October 2014
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OODIES AND ADGETS
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One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.
CubCrafters Introduces Amphibious Floats from Aerocet Designed for Carbon Club and Sport Club Light aircraft designer and manufacturer CubCrafters has partnered with Aerocet to offer amphibious floats specifically designed for CubCrafters’ CC11 airframes, which include the popular Carbon Cub SS, Sport Cub S2 and Carbon Cub EX kit models. Aerocet’s Model 1500 Amphibious Floats represent an entirely new design approach for the company and feature an all-carbon fiber hull for light weight (only 245 lbs.) and durability. Pilots have long recognized that CubCrafters’ aircraft make extraordinary floatplanes. With this introduction, flyers can now experience the full potential of CubCrafters’ Carbon Cub and Sport Cub on floats. The combination of Aerocet’s slippery, light weight hull and CubCrafters’ exhilarating performance guarantees the perfect pairing. “We’ve worked with the Aerocet team on this project for almost three years,” says CubCrafters General Manager, Randy Lervold. “Our CC11 airframe is very special. It is lightweight but very strong. Our Carbon Cub and Sport Cub models have elevated pilots’ expectations of backcountry airplanes. We were determined to offer floats that achieve the same modern standard, and we’re thrilled with the result.” Aerocet’s new Model 1500 Amphibious Floats include a carbon fiber version of the company’s double-fluted hull design that weighs less but affords superior strength. The rivet-free construction eliminates leaks and, with all-stainless steel hardware, precludes corrosion. The floats contain six watertight compartments, and large storage lockers can accommodate fuel cans.
On the Water The dual water rudders are controlled by a simple tiller design yielding excellent maneuverability. The floats’ superior hydrodynamic design provides a soft ride in choppy conditions and resists bow spray at all taxi speeds. The high level of floatation resists burying the nose during downwind turns.
On the Runway The Model 1500 landing gear includes large 5:00 tires and Aerocet’s Oleo shock system, a pneumatic trailing arm link that allows off-airport duty while providing smooth, no-bounce comfort during taxi. Aerocet has incorporated their oil bath wheels that eliminate seasonal bearing replacement. A dual-action hydraulic hand pump efficiently retracts the landing gear. “Mounted on our Carbon Cub, the Aerocets deliver an energetic takeoff,” says Lervold. “With full power and small headwind, the takeoff is so swift, you’re airborne before getting on the step! This is exactly the kind of performance seaplane enthusiasts dreams about.” The Aerocet Model 1500 Amphibious Floats are available from CubCrafters as an option for new aircraft, kits and installation on existing aircraft. Contact CubCrafters or your CubCrafters Certified Sales Center for more information.
MH Introduces The portable CoPilot, a hand-held aviation oxygen system designed for supplemental oxygen at higher altitudes. Mountain High Equipment & Supply Company, an international leader in the design, manufacturing and distribution of aviation oxygen systems is launching The CoPilot™, an affordable and extremely portable hand-held aviation oxygen system for supplemental breathing at higher altitudes. The CoPilot™ is specifically designed for those pilots who occasionally fly at the altitudes requiring oxygen but do not need a fullfeatured oxygen system for their aircraft. Available through Mountain High Equipment & Supply Company as well as selected distributors, the CoPilot™ is superior to other systems. The design of the CoPilot™ oxygen regulator includes an on/off switch as well as an oxygen volume control knob that is adjustable from OFF to two liters per minute. The face mask is removable and can be replaced with an Oxymizer® conserving cannula for continuous “hands off” use for durations more than 30 minutes at 15,000 ft.; per cylinder. The easy to read built-in pressure gauge allows the user to quickly see how much oxygen is available at all times. The CoPilot™ system can be shut off and stored, with a cylinder installed, for more than a year without any noticeable leakage. The basic CoPilot™ system starts at a reasonable price of $195.00 (USD). It comes with a regulator, built-in pressure gauge, a facemask, three 18-liter non-refillable replacement cylinders and an instruction manual. Options include additional 18-liter non-refillable replacement cylinders, the Oxymizer® cannula and holster-pack. The CoPilot™ System and options can be ordered, with quick delivery, from Mountain. To order, contact Mountain High Equipment & Supply, toll free at 800/468-8185 or email sales@MHoxygen.com. Information and links on the comprehensive line of MH aviation oxygen equipment can be found at www.MHoxygen.com
GAMA PRAISES FAA FOR STREAMLINING AIRCRAFT CERTIFICATION PROCESS General Aviation Manufacturers Association (GAMA) President and CEO, Pete Bunce, made the following statement after the FAA announced that it is streamlining the aircraft certification process by replacing the current project sequencing procedure with a new approach that better prioritizes all U.S.
aircraft certification projects: “We are very pleased that the FAA is improving the certification process by offering manufacturers much needed predictability to bring new products and technologies to their customers. GAMA has been working with the FAA to forge a better approach to manage limited cer-
tification resources since the sequencing process took effect in 2005. “We look forward to working with the agency to ensure that the implementation of this new prioritization process meets its intended objectives to streamline the certification process and improve predictability. Additionally, GAMA will
continue our efforts with the FAA to optimize the use of delegation programs such as Organization Designation Authorization to further the efficiency and effectiveness of the certification process.”
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EAA HIGHLY VISIBLE EAA Chairman, Jack J. Pelton, and several other staff members were in Chino, Calif., last weekend to participate at AOPA’s regional fly-in. EAA was invited to participate at this and other AOPA events this year to help showcase aviation in various regions of the country. Pelton appeared with AOPA President/CEO, Mark Baker, in a forum to outline where the two organizations are continuing their joint efforts. The top priority is on third-class medical certification reform, particularly the push to get the promised FAA rulemaking package to the public comment stage. The two organizations are gathering support from the legislative and medical communities as well as continuing briefings and education to
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EAA Chairman, Jack Pelton, right, and AOPA President/CEO, Mark Baker, speak during AOPA’s regional fly-in at Chino, Calif. (Mike Collins) federal agencies involved in the process. In addition, Pelton answered several questions on the FAA’s proposed hangar-
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use policy, where EAA has taken a lead role. EAA’s full comments will be submitted to the FAA next week before the
public comment period ends on Oct. 6. AOPA submitted comments this week that support flexibility in the policy as well as EAA’s recommendations that such activities as active aircraft construction and aviation organization presence are protected aeronautical activities. Pelton and EAA’s Vice President of Advocacy and Safety, Sean Elliott, also met privately with Baker to further review other top priorities for members in the coming months. EAA will be a part of the AOPA Homecoming Fly-In on Oct. 4 in Frederick, Md., including appearance of the B-17 Aluminum Overcast and the One Week Wonder Zenith airplane built during EAA AirVenture Oshkosh 2014.
MEDICATION, DRUG USE RELEASED
AOPA Cautions Findings Are Incomplete and Inconclusive A new study on pilot drug use recently released by the National Transportation Safety Board is incomplete, and its conclusions should be regarded with caution, the Aircraft Owners and Pilots Association (AOPA) said on Sept. 9. The study of more than 6,600 cases reviewed toxicology tests performed on pilots killed in aviation accidents from 1990 through 2012. The study concluded that drug use of all types, including overthe-counter and prescription medications, is on the rise among pilots and that the
risk of impairment from drugs is also increasing. Despite the apparent increase in drug use among pilots, the study noted that there has not been a corresponding increase in the proportion of accidents in which the NTSB determined that impairment was a contributing factor. In fact, there are only a handful of accidents each year in which medical or drug impairment is cited as a contributing factor. The study also noted that some portion of the increased level of drug use could be attributable to the fact that the pilot pop-
ulation, like the U.S. population, is aging. “There are just far too many gaps and unknowns in this study for us to be able to draw any meaningful conclusions about aviation safety,” said AOPA President, Mark Baker. “Overall the number of general aviation accidents has declined significantly throughout the past decade, and continuing that trend should be our focus. What pilots really need is good information about how to determine their fitness to fly, and we are working with medical experts and others in the aviation community to give them better
IAOPA HOLDS 27TH WORLD ASSEMBLY Leaders of the International Council of Aircraft Owners and Pilots Associations’ (IAOPA) 73 worldwide affiliates – representing more than 400,000 general aviation aircraft owners and pilots – convened in Beijing earlier this month for their 27th biennial World Assembly to discuss challenges confronting the world’s general aviation community. “We are here to ensure that the voice of general aviation is heard in each of our 73 home countries, in vital international forums, and around the world,” IAOPA President, Mark Baker, told the delegates. “The challenges facing general aviation today are both local and global in nature, including the rising cost of flying, a looming pilot shortage, access to airspace and protecting our airports. As we address each of these challenges, we must remember that one size does not fit all.”
The assembly also served to highlight China’s burgeoning general aviation community while sharing experiences and guidance with Chinese officials on how to accelerate the growth of general aviation. International Civil Aviation Organization (ICAO) Secretary General Raymond Benjamin greeted assembly delegates via video-link, and recognized the importance of IAOPA in representing general aviation on the world stage. In his address, Benjamin stressed that while there have been many accomplishments in general aviation, many challenges remain. Those include improved pilot training and determining the proportionate level of regulation. The 27th World Assembly was also held in conjunction with the 2014 AOPA China Low Altitude Summit, which
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addressed items of importance to general aviation development in China. Those topics included: • The global trend of general aviation development • Development of community air ports, urbanization of China and around the globe • Flight training and aviation safety • Impact of regulation on general aviation The World Assembly itself produced a series of 15 resolutions to guide IAOPA and its affiliates in the future, including efforts to urge regulators to eliminate charges for touch and go operations and also to explore medical reform efforts similar to those proposed in the United States. A further resolution urged communities, states, regional, and administra-
educational and decision making tools.” In the report, the NTSB recommended that the FAA provide a list of drugs that are allowed and disallowed. Currently, the agency only provides such information to medical examiners and does not make it available for use by pilots. It is also impossible to tell how drug use among pilots compares to drug use in other forms of transportation since only aviation has such strict toxicology testing standards and maintains a robust database, Baker noted.
BEIJING tive authorities to ensure that communities have access to general aviation aerodromes and promoting the development of general aviation in China. “We have addressed issues and passed resolutions that will affect the way we fly for years to come,” Baker said during his closing remarks at the World Assembly. “But most important, we have exemplified the spirit of community and collaboration that has served general aviation so well for the past century and will continue to serve us as we address the challenges of the future.” The full text of all IAOPA World Assembly resolutions may be found at www.iaopa.org IAOPA is made up of affiliates from 73 countries and is administered through AOPA headquarters in Frederick, Md.
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FINAL TALLY: ‘GATHERING’ RAISES MORE THAN $2 MILLION By Ian Brown Editor – Bits and Pieces, EAA
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AA’s annual Gathering of Eagles fundraiser held July 31 during EAA AirVenture Oshkosh 2014 brought together more than 1,000 aviation enthusiasts that raised more than $2 million in support of EAA’s youth education programs. The Gathering, held at the EAA AirVenture Museum, opened with a video honoring EAA’s late founder, Paul Poberezny, as a tribute to his life and accomplishments for aviation and the organization, setting the tone for a night of celebration and memories. The highlight of the fundraising auction was a one-of-a-kind Ford Mustang,
with a design inspired by the new F-35 Lightning II fighter jet that sold for $200,000. The Raise the Windsock activity throughout the evening raised its highest total in history with individual donations at $310,000, including $57,000 in specially minted Gathering of Eagles coins collected from attendees. The funds raised during the Raise the Windsock activities go directly to EAA Young Eagles, in which EAA-member volunteer pilots have flown more than 1.8 million young people at no charge since 1992. One of the evening’s most entertaining moments occurred during Raise the Windsock. A video showed EAA Chairman, Jack J. Pelton, sending EAA Vice President of Communities and
Member Programs, Jeff Skiles, into a dunk tank on the nose of a replica Airbus followed by the live opening of the Eagle Hangar doors revealing Skiles in the same situation. The highest bidder for the live dunk tank, Clay Presley of Charlotte, N.C., was a passenger on the original “Miracle on the Hudson,” landing in January 2009. Presley successfully soaked Skiles again, this time in support of Young Eagles. Clues for an auction “mystery box” were given to the audience throughout the night, with bidding occurring prior to revealing the box’s contents. When bidding finished, the highest bidder discovered it was a complete Sonex Aircraft kit. GE Aviation generously donated the kit to EAA for the auction.
“There were plenty of smiles and fun moments throughout the evening, but the real winners were the kids with dreams of flight,” said Nadia Farr, EAA’s director of donor relations. “This event gives the aviation community the opportunity to come together in support of youth aviation education, which in return is helping preserve the future of flight for generations to come.” In previous years, the event has drawn such personalities as actors Harrison Ford, John Travolta, and Morgan Freeman, sports luminaries including Arnold Palmer and Jack Roush, and aviation legends such as Apollo astronauts Jim Lovell and Gene Cernan.
NEW WRIGHT "B" FLYER PROJECT RECEIVES MAJOR GIFT AND "CHALLENGE GRANT" Wright “B” Flyer Inc. has received another major gift to fund a new flying lookalike of the Wright brothers’ first production airplane. The new Wright Model B lookalike will replace Wright “B” Flyer No. 1, also known as the Brown Bird or Iron Bird, which has been flying since 1982. The new airplane will be easier to transport to distant events and easier for the all-volunteer organization to maintain. The need to begin planning an eventual replacement for the Brown Bird was in discussion for a year before an individual from outside Ohio – an engineer and amateur aircraft builder with a passion for aviation history – flew on the airplane this summer. Upon learning of plans for a new airplane, he immediately donated $50,000 to launch the project. During a visit last week, he doubled his donation and added a $50,000 “challenge grant” to encourage others to support the project. “We are extremely grateful to this individual not only for his financial support, but also for his recognition of the importance that a flying symbol of America’s aviation heritage has for Dayton, Ohio and the nation,” said Jay Jabour, Wright “B” Flyer president. “The challenge grant gives others the chance to double the impact of their
(Courtesy Wright “B” Flyer Inc.) donations, whether it’s a dollar or $10,000,” Jabour added. Wright “B” Flyer’s volunteer pilots and ground crews have flown and displayed the Brown Bird at major events across the United States and in Germany. They have displayed its non-flying Wright "B" replica, the Valentine Flyer, at major aviation and industry shows, including the Farnborough International Air Show in England. The organization estimates a total
project cost of $250,000 in financial and in-kind donations. In-kind donations could include an aircraft engine and accessories, flight instruments, aircraft electronics, materials and machining and technical services. Wright “B” Flyer volunteers designed and built the Brown Bird in the 1970s and early ‘80s as a flying example of America’s first mass-produced airplane, built in Dayton by the Wright brothers beginning in 1910. It resembles
an original Model B from a distance, but it’s made of modern materials and meets modern airworthiness standards. Individuals who join Wright “B” Flyer as Honorary Aviators or Lifetime members are eligible for a short orientation flight on the Brown Bird. The new airplane project comes as two of Wright “B” Flyer’s heritage partners in the congressionally designated National Aviation Heritage Area, the nonprofit National Aviation Heritage Alliance (NAHA) and the Dayton Aviation Heritage National Historical Park, are working to restore the original Wright Company factory buildings in Dayton as a new national park unit. “Wright ‘B’ Flyer’s new airplane will ensure that visitors to the National Aviation Heritage Area will continue to see America's aviation heritage on display in the sky as well as on the ground,” said Tony Sculimbrene, NAHA executive director. Donations to the new airplane project may be made by sending checks or money orders to Wright “B” Flyer Inc. at 10550 Springboro Pike, Dayton-Wright Brothers Airport, Miamisburg, Ohio 45342. For more information, phone 937/885-2327 or email wbflyer@dayton.net
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October 2014
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
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uel management errors continue to account for a significant percentage of the General Aviation forced landing incidents reported to ASRS. However, since fuel exhaustion and fuel starvation events often result in significant aircraft damage and personal injury, an even greater number of fuel management errors result in NTSB accident reports. The following ASRS reports offer sobering lessons from pilots who have “been there, done that” and, fortunately, survived to share their experiences. Top off your fuel management wisdom by learning from these fuel management mishaps.
In a Position to Fail This Twin Piper pilot learned that “close” is not good enough when it comes to positioning fuel tank selector switches. • While flying solo on an IFR flight plan in a rental Twin Piper approximately 20 nautical miles to the east of my destination, I was cleared to descend from 8,000 feet to 6,000 feet. At this time, I was in IMC with light rain. As part of routine pre-landing checks, I switched both left and right tanks from Auxiliary to Main. As I was reaching 6,000 feet, the right engine started to run rough for a few seconds and subsequently failed. Since I was in the landing phase of the flight, there was no time to complete the “cause check” procedure. When ATC asked me to maintain altitude, I responded, “Unable” and explained that I was on one engine only. At this time, I was in VMC. I squawked 7700, declared an emergency, and requested vectors to the nearest airport. ATC vectored me to a nearby field, advised that I could land on any runway, and switched me to Tower frequency. Tower immediately cleared me to land. I maintained a safe airspeed, lowered the landing gear and flaps, and landed uneventfully. The next day, I found that although the fuel selector had been set to the Main position, the engine was still drawing fuel from the auxiliary tank, which had eventually emptied and led the engine to fail due to fuel starvation.
Apparently, the fuel selector valve had not been positioned completely in its detent position (close, but had not “clicked” ). This incident was a good lesson learned, and I have become more alert and diligent to ensure the fuel selector valves are properly positioned when using them to switch between tanks.
An Inconvenient Truth A faulty recollection of the last flight influenced this C180 pilot’s optimistic interpretation of the aircraft’s fuel gauges. Although somewhat inconvenient, visually checking the fuel tanks could have prevented an even more “inconvenient” forced landing. • The engine quit for (at the time) unknown reasons. I turned toward lower terrain while slowing to best glide speed. The area was mountainous with thick timber and mixed clear cuts, none suitable for landing. About five miles west, I chose a pasture and made a forced landing with no aircraft damage or personal injury. After my nerves settled down, I investigated the cause and found it to be fuel exhaustion. I thought I had preflighted the aircraft carefully. I had checked both right and left fuel gauges and believed them to be reading FULL. The gauges are original equipment for a Cessna 180 and were working properly. The problem is the gauges are built with EMPTY and FULL both on the bottom of the gauge, very close together. I also think the needles can go below EMPTY in certain attitudes, which would put them closer to the FULL marks. When [the tanks are] full, the gauges can go above the FULL mark, which would put them closer to the EMPTY mark. My last flight was almost three months prior and was a long one, landing not too much above FAA minimum fuel remaining. I mistakenly thought my last flight had been from my local fuel stop after filling up, which is the normal way I park the airplane. I was airborne around 30 minutes, which would fit with the fuel to be expected after the actual last flight. What I learned was to do a better preflight and watch out for
the fuel gauge problem. The fuel gauges bounce around starting at about 1/4 tank and go to “ 0” when parked in the normal ground attitude. I did not check the tanks visually, which I will try to do any time the fuel gauges are not in the middle. The Cessna 180 tanks are hard to check (high wings made worse by large tires and the lack of any steps to climb up on in case a ladder is not available). My wish list includes better aftermarket fuel gauges for the aircraft and a better brain for me.
A Self-Induced Surprise After inadvertently switching both tanks “ OFF,” a Light Sport Aircraft pilot was fortunate to have plenty of runway remaining when the engine quit less than 200 feet in the air. • Having very recently completed my CFI renewal, BFR and Light-Sport Aircraft checkout at an FBO, this was to be my first solo flight in about a decade. Because of these circumstances, I was being very deliberate and careful in everything I did. The aircraft was the same one that I had flown for my BFR the week before. I had noted that the aircraft had a rather complex fuel system for a simple high-wing aircraft. It featured both engine-driven and electric fuel boost pumps and an independent fuel shutoff valve for each wing tank located on the respective windshield pillars. According to the checklist, the valves (small “batwing” types) are “OFF” at engine stop and, obviously, “ON” for flight operations. Additionally, the engine back-feeds surplus fuel to the right tank only, which introduces fuel management issues…. I had noted to friends that this seemed a bit complex for an LSA-class pilot and aircraft, but obviously (I thought to myself), not for ME. On preflight, I noted by visual check that the left tank was full and the right, brim-full. Since I knew that any excess returned to the full right tank would simply spill out the overflow tube, I started to think about “managing” that environmental issue, so after startup, I positioned the selector valves to draw off the
right tank only during taxi and run-up. Because I had noted that there were no fuel tank items on the Before Takeoff checklist, I would have to remember to recheck/reconfigure the fuel selectors. After more than 50 years in aviation, I thought I could remember to do this, and I did, just before taking the runway. With that mentally checked off, I rechecked the other items (flaps and trim, engine gauges) as I lined up. The [aircraft] leapt off the ground in a few hundred feet. Somewhere between 100 and 200 feet, the engine sputtered and quit. After a fraction of a second of disbelief, having never had a complete power failure before (let alone on takeoff), I dumped the nose and landed uneventfully well before the first turnoff. As I rolled out I wondered, “Why?” There was no mixture control or carb heat on this engine, the Aux Fuel pump was on, and I knew I had checked and reset the fuel selectors. I looked at each windshield pillar and noted with satisfaction that they were both similarly positioned. Then to my astonishment, I processed what I was seeing; they were both “ OFF” ! I turned them back on, turned the key, and the engine was running again…. It was obvious “what” had happened, but it took about two hours after the flight for me to suddenly realize “how.” As I ran back through my thought processes at run-up, I realized that because all my thinking about the fuel situation was focused on the right tank, when the time came to reconfigure, I moved the “RIGHT” (wrong!) fuel selector, which of course had been “ON” to burn some excess fuel while the left was “OFF.” I turned the right tank “OFF” because my brain had become fixated on changing the right tank, rather than on both tanks “ON.’” While I’m hardly surprised that I could make a mistake, I was astonished that I could make this one. I fully understood the fuel system and its selectors. While it is a bit complex for a simple aircraft, and in some respects the system design helped me Continued on Page 43
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NASA, NAVY PREPARE A team of technicians, engineers, sailors and divers just wrapped up a successful week of testing and preparing for various scenarios that could play out when NASA's new Orion spacecraft splashes into the Pacific Ocean following its first space flight test in December. After enduring the extreme environment of space, Orion will blaze back through Earth's atmosphere at speeds near 20,000 mph and temperatures approaching 4,000 degrees Fahrenheit. Its inaugural journey will end in the Pacific, off the Southern California coast, where a U.S. Navy ship will be waiting to retrieve it and return it to shore. “We learned a lot about our hardware, gathered good data, and the test objectives were achieved,” said Mike Generale, NASA recovery operations manager in the Ground Systems Development and Operations Program. “We were able to put Orion out to sea and safely bring it back multiple times. We are ready to move on to the next step of our testing with a full dress rehearsal landing simulation on the next test.” NASA and Orion prime contractor Lockheed Martin teamed up with the
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U.S. Navy personnel use a rigid hull inflatable boat to approach the Orion boilerplate test article during an evolution of the Underway Recovery Test 2 in the Pacific Ocean off the coast of San Diego, California on Aug. 2, 2014. (NASA/Kim Shiflett)
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hardware to test and tested a secondary recovery method that employs an onboard crane to recover Orion, as an alternative to using the well deck recovery method, which involves the spacecraft being winched into a flooded portion of the naval vessel. “Anchorage provided a unique, validated capability to support NASA's request for operational support without adversely impacting the Navy's primary warfighting mission,” said Cmdr. Joel Stewart, commanding officer of the Navy vessel. “This unique mission gave Anchorage sailors an opportunity to hone their skills for the routine missions of recovering vehicles in the well deck and operating rigid-hulled inflatable boats in the open water while supporting NASA. The testing with NASA was a success and Anchorage sailors continue to raise the bar, completing missions above and beyond any expectations.” Learn more about Orion at: http://www.nasa.gov/orion Learn more about NASA's Ground Systems Development and Operations Program at: http://go.nasa.gov/ ground systems
U.S. Navy and the Defense Department's Human Space Flight Support Detachment 3 to try different techniques for recovering the 20,500-pound space-
craft safely during this second “underway recovery test.” To address some of the lessons learned from the first recovery test in February, the team brought new
the crew module. The adapter that will connect Orion to the United Launch Alliance (ULA) Delta IV Heavy rocket was built by NASA’s Marshall Space Flight Center in Huntsville, Ala. It is being tested for use on the agency’s Space Launch System rocket (more powerful than the famed moon rockets) for future deep space missions. NASA, Orion’s prime contractor, Lockheed Martin, and ULA managers oversaw the move of the spacecraft from the Neil Armstrong Operations and Checkout Building to the Payload Hazardous Servicing Facility at Kennedy, where it will be fueled with ammonia and hyper-propellants for its flight test. Once fueling is complete, the launch abort system will be attached. At that point, the spacecraft will be complete and ready to
stack on the Delta IV Heavy. Orion is being built to send humans farther than ever before, including to an asteroid and Mars. Although the spacecraft will be uncrewed during its December flight test, the crew module will be used to transport astronauts safely to and from space on future missions. Orion will provide living quarters for up to 21 days, while longer missions will incorporate an additional habitat to provide extra space. Many of Orion’s critical safety systems will be evaluated during December’s mission, designated Exploration Flight Test-1, when the spacecraft travels about 3,600 miles into space. To be sure, this marks America’s reentry into manned space travel. NASA recently announced the primary commer-
cial contractors that have been select to support manned space flight to the International Space Station, with NASA flights to begin next year. Our long dependence upon Russian launch capabilities is coming to an end. Oh yes, what about the “Stars” part of this column? The GAIA satellite, launched in 2013, is now up and ready to do science, having had a rough start. This satellite is sort of NASA’s version of a Google mapping car that drives around taking photos of everything. GAIA will do the same for our galaxy, mapping more than a billion stars. That will give us telescope fans something to work on for the next few days! For more information on Orion, visit: http://www.nasa.gov/orion
it was the latter. I can’t imagine that actually “seeing” both valves horizontal wouldn’t have rung my bells. My takeaway from the affair is not a new one for me or for any airman. Look and think about each checklist item, especially the potential killers.
gallons of fuel they paid for and subsequently learned a lesson about the need to verify the amount of fuel on board. But given the fuel required for the one-hour reserve, perhaps their calculation of the fuel needed for the flight was also a bit short. • During an instrument flight lesson we decided to add 10 gallons of fuel to meet the club requirements of one-hour reserve. We requested 10 gallons of fuel with ramp personnel and the FBO front
desk. We went in and flight planned, and in approximately a half hour, we paid our fuel bill for 10 gallons and departed. We thought we had the fuel, but we experienced an engine out on short final followed by an emergency landing. We received a phone call from the FBO the next day stating that the fuel uplift was in error and that we received only one gallon as opposed to the ten gallons we paid for.
Skies to Stars Continued from Page 38 easy,” said Mark Geyer, Orion Program manager. “But the crew module is undoubtedly the most complex component that will fly in December. The pressure vessel, the heat shield, parachute system and avionics are ready to go. Piecing all of that together into a working spacecraft is an accomplishment. Seeing it fly in December is going to be amazing.” Finishing the Orion crew module marks the completion of all major components of the spacecraft. The other two major elements, the inert service module and the launch abort system, were completed in December of last year and January of 2014. The crew module was attached to the service module in June to allow for testing before the finishing touches were put on
Safe Landings Continued from Page 42 make this mistake, I’ve logged substantial flight time in…many other aircraft with more complex fuel systems than this one, and never had a single self-induced fuel system surprise. Nor was I rushed or over-confident on this occasion. I wish I could remember whether I physically looked at the fuel valves as I took the runway or whether I just mentally checked off “good to go” for that system. I hope
Nine Gallons Short of a Stetson Two C172 pilots did not receive the 10
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October 2014
PILOT FLIES AGAIN THANKS TO AOPA'S RUSTY PILOT PROGRAM After Having Stopped Flying for 17 Years By Benét J. Wilson (AOPA)
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amie Crandall, a pilot who had not flown in 17 years, is crediting an AOPA Rusty Pilot seminar he attended in San Marcos, Tex., with getting him back into the skies. He sent a letter to AOPA President Mark Baker praising the organization for creating the program. Crandall owned a lead battery company in Austin, Tex., in the 1970s. “My wife would always say that there was an interesting guy who bought batteries regularly, and he owned an airplane,” he said. “One night when I was working, he came in and introduced himself and said he had a complaint. He asked why he bought batteries from me when I didn’t fly planes with him.” So Crandall started taking lessons and earned his certificate. “A few years later, I was doing a lot of flying for my business, so I got my instrument rating,” he said. But then Crandall sold his battery company and started a new one. “I needed money for a new building and said I wasn’t flying as much as I used to, so I sold my plane,” he said. “My wife told me not to do it, saying I would be unhappy. She was right.” After dealing with some medical issues, Crandall got his medical back about a year ago. “At that point, I wanted to see if I was smart enough to fly again. It was around the time I learned about the Rusty Pilot Program and the seminar
AOPA was holding in San Marcos, only a few hours away from me.” Crandall wasn’t sure he wanted to attend. “I thought it was going to be 10 old buzzards like me, but there were actually 80 people, all kinds. Pat Brown was the teacher who did a great job,” he said. He realized that Brown was from Houston, where Crandall’s business is located. “I told him that I wanted to start flying, and I wanted to spend my money with him,” said Crandall. “We did three sessions at Pat’s airport, Houston Southwest, then one session at mine, Navasota Municipal Airport.” It took Crandall about five hours to get up to speed again. “I thought it would take a lot longer to be honest. I did a lot of reading and visited flight schools before I met Pat,” he said. “The rule of thumb I was given was an hour for each year you were off.” Crandall’s advice to other rusty pilots: Make up your mind to do it. “It’s a lot more expensive now than it was years ago, but that’s not surprising,” he said. “Find a small cheap aircraft to start. I bought a Cessna 150.” Crandall is paying it forward by funding flight lessons for two young men at his airport. “All they have to do is pay for the gas. I thank a lot of them. They knew I was interested in returning to flying,” he said. “So when I decided to do this, I said they had to do it with me. We’re hoping they will be finished by the end of the year. That’s our goal.”
SEARCH CONTINUES FOR VINTAGE PLANE Civil Air Patrol’s search for a vintage olive drab military observation aircraft continued last month, despite weather delays on the morning of Saturday, Sept. 20. By midday, one Alabama Wing aircrew was ready to launch from Abbeville Airport, now the command post for the search. Two other crews were on standby in Eufaula and Pell City. The flights were delayed because of a low cloud ceiling in southeast Alabama. Meanwhile, ground teams from four CAP wings––Alabama, Georgia, Florida and Mississippi––were available for the
search on Saturday near the Chattahoochee River. Three of the ground teams were deployed to the east side of the river in Clay County, Ga., while the fourth team was on standby. “We’ve had outstanding support,” said Maj. David Hester, CAP’s incident commander, who said numerous other agencies and first responders, including the Henry and Escambia County sheriff’s departments, are also participating under the oversight of the Henry County EMA. The FEMA regional search and rescue team and volunteers from the Continued on Page 47
October 2014
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Marilyn Dash’s
45
The Pylon Place
2014 NCAR REVIEW – PART 1
T
he 2014 National Championship Air Races (NCAR) will be remembered for several recordbreaking moments. Let’s get started in Part 1 of our two-part review.
International Formula 1
Steve Senegal in his Record Setting Racer, Endeavor. (Anthony Taylor/warbirdfotos.com) IF1 already had a great year. They were able to add a race in Spain earlier this summer with a handful of our racers heading over there to race and monitor the event. It seems there will be even more races for them in 2015. That is great news for a truly competitive class with a reasonable financial entry point. (Hint – to all those wannabe racers out there!) This year at NCAR, the racing was amazing as always. So many of these race planes are evenly matched, which creates close, competitive racing. Steve Senegal in Endeavor set a course record with 267.289 mph, beating Jon Sharp’s old record of 263.188 set in 1999. Senegal also took the Gold on Sunday for his fifth win. Congrats to Steve and Team Endeavor! Last year’s winner, Vito Wypraechtiger, qualified third behind Steve Temple in Madness. Madness was later disqualified for low flight in a Gold Heat and was moved back to Silver only to move back to Gold later in the week. Elliot Seguin and Justin Phillipson qualified fourth and fifth respectively – finishing with Justin in third and Elliot in fourth. Again, great, competitive racing – fun to watch – if you wake up early enough! Congrats to the whole crew. IF1 seems to have their future dialed in and I know it will be fun to watch!
Biplanes Tom Aberle also broke a record this year – his own, going from 260.811 mph to 274.091. This was partially due to a change in the course length for the biplane class, and partially due to magic. That’s the only thing that makes sense –
Biplane Winner, Jake Stewart in Bad Mojo. (Anthony Taylor/warbirdfotos.com)
Team Ruby before the Sunday Gold. (Anthony Taylor/warbirdfotos.com)
having a normally aspirated 360 cubic inch engine on a biplane go that fast – it must be magic. The reason the course length was changed was to continue the consistent 3.0 Gs at the fastest potential lap. From the RARA Rules: In 2003, RARA chose to employ an optimum race path based upon a speed and G-force provided by each Race Class to determine the minimum radius turn and a more representative circuit around the pylons. No pylons were moved at that time, yet the course lengths increased due to the difference in distance between pylon to pylon (straight line distances) and a curved track, which is more representative of the path that can be flown. Therefore, the Biplane Course is now 3.3417 miles based on a speed of 275 MPH and 3.0 Gs. Jake Stewart and Karl Grove kept the heat on Tom during the week. Unfortunately, Tom was unable to compete on Sunday – so in the end, Jake Stewart was crowned the victor in Bad Mojo. Team Ruby (me!) moved into the Gold. Probably the best laps I’ve ever flown just happened to be my two qualifying laps on a perfect Tuesday morning. This put me on the back row of the Gold Races and gave me the privilege of being passed by Tom – several times. We ended up fifth in the Gold because of two low flying calls for racers finishing right in front of me. So a Fifth in the Gold – and my best previous result was Third in the Silver. We were happy to say the least! Another word about Biplane Racing… if you are interested in racing with us, let me know, and I’ll help you get the right information. We are a great group of people who love competing and flying.
the three different types and variants of WWII trainers – the AT-6, Harvard, or SNJ. They use 650 HP, nine cylinder Pratt & Whitney R-1340 radial engine. Teams are not allowed to increase the cubic-inch displacement of their P&W power plant. However, they may optimize the engines by balancing the pistons, polishing the heads, cylinders and blower and even polishing the carburetor. Teams are also allowed to remove the rear seat to reduce weight. The T-6 Class course is 4.9352 miles based upon a speed of 250 MPH. This year, Dennis Buehn was unbeatable, qualifying first and finishing each race in first place. John Lohmar in
T-6 This class abides by a very strict set of guidelines. Race planes must be one of
Radial Velocity was a strong and consistent second place. Chris Rushing in Baron’s Revenge was a solid third place. The T-6 Silver had Joey “Gordo” Sanders taking the win. If you were anywhere near their pits this year, you probably met some or all of the stars of Airplane Repo from the Discovery Channel. Mike Kennedy was an alternate pilot for Gordo. Kevin Lacey is a regular at NCAR and any other fun aviation event. Heather Sterzick, the newest member of the Repo crew, accompanied him this year.
Part 2 That’s all for now – but stay tuned for the next edition – where we will review the results from the Sport Class, Jets and Unlimited. Until then, you know the drill… Fly low, fast and turn left.
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
Contact Dan Vance 707.972.1293 Vance824@aol.com OPERATING OUT OF:
Sonoma Jet Center 6000 Flightline Dr., Santa Rosa, CA 95403
In Flight USA Celebrating 30 Years
46
October 2014
2014 Reno Championship Air Races
NATIONAL CHAMPIONSHIP AIR RACES RACE RESULTS 2014 Class
Race
Winner
Speed
Class
Race
Winner
Speed
Jet Unlimited Unlimited Jet Unlimited Unlimited Jet Unlimited Jet Jet Unlimited Jet Jet Jet Sport Sport Sport Jet Sport Unlimited Unlimited Sport Sport Sport Sport Sport Sport Sport Sport
Gold Gold Heat 3 Gold Heat 2 Heat 1A Breitling Gold Silver Heat 2 Heat 2A Silver Heat 3 Heat 1B Heat 2B Silver Heat 1 Bronze Heat 1C Silver Heat 3A Heat 1A Gold Heat 2C Heat 2A Bronze Heat 1 Silver Heat 2B Heat 1B Silver Heat 3B Heat 1C Bronze Heat 2C Heat 3C
Fast Company Voodoo Voodoo Fast Company Voodoo Strega Fast Company Precious Metal Riff Raff Riff Raff Sawbones Reality Czech Blue Streak Sarance Race 39 Race 39 Race 39 Sarance Race 39 Precious Metal La Patrona Jus Pass'n Thru Poncho Lucky Girl Lucky Girl Breaking Wind Determinator Determinator Determinator
495.244 492.525 473.967 466.800 462.926 462.431 459.483 437.952 420.503 416.765 416.159 413.881 409.184 405.378 403.227 399.002 398.960 397.559 390.506 359.366 342.256 296.468 295.209 291.392 291.108 264.867 262.835 262.335 259.089
Formula One Formula One Biplane Formula One Biplane Formula One Biplane T-6 T-6 T-6 T-6 Sport T-6 T-6 Formula One Biplane Sport Formula One Sport Sport Formula One Formula One T-6 T-6 T-6 Biplane Biplane Biplane Biplane
Heat 3A Heat 2A Heat 2A Gold Heat 1A Heat 1A Heat 3A Gold Heat 1 Gold Medal Gold Heat 2 Silver Heat 2 Medallion Silver Medal Silver Heat 1 Heat 2B Gold Heat 3D Silver Heat 1D Heat 2D Heat 3B Heat 1B Bronze Heat 1 Bronze Heat 2 Bronze Medal Heat 3B Heat 2B Silver Heat 1B
Endeavor Endeavor Phantom Endeavor Phantom Endeavor Phantom Midnight Miss III Midnight Miss III Midnight Miss III Big Red Papa's Ride Big Red Big Red Madness Bad MoJo Titan Miss USA Ace Racer Miss B Haven III Miss Demeanor Second Wind Strip Teeze Strip Teeze Strip Teeze Joey Joey Joey Miss Diane
258.307 256.162 252.098 252.090 251.773 250.002 240.948 239.770 239.163 238.970 229.794 229.487 229.367 228.842 228.292 225.022 223.261 221.850 221.587 220.195 218.195 212.806 212.332 208.699 204.166 200.655 199.784 198.442 192.884
STATEMENT REGARDING 2014 UNLIMITED GOLD CHAMPIONSHIP RACE Sunday, Sept. 14 concluded what was one of the most competitive National Championship Air Races in recent history. Throughout the week, nearly 120 pilots, across six classes of airplanes, thrilled fans with racing that was intense and extremely close. Unfortunately, the results of Sunday’s thrilling Breitling Unlimited Gold Race have been called into question by some fans and pilots. Five-time reigning champion, Steve Hinton, won his sixth National Championship flying the P-51 Mustang Voodoo. Sherman Smoot and his Yak-11, Czech Mate, finished in second place. Unofficial race results had Thom Richard
finishing in third place in the P-51 racer, Precious Metal. On Richard’s second lap, the Contest Committee Judge responsible for judging the East Showline ruled that Richard had crossed the showline. This is a violation of Federal Aviation Administration (FAA) rules and regulations and, according to official race rules, results in disqualification. This led to Dennis Sanders and Dreadnought finishing in third place. According to the official race rules, the ruling on a showline cut is not open to appeal. The Contest Committee Judges are positioned on the showline and have a clear view of the aircraft position and
flight path relative to the showline. Due to the lack of calibration and standardization in the placement of cockpit cameras, the Contest Committee does not normally review cockpit video. In this case, the Contest Committee did review the aerial cockpit video from Precious Metal and determined that it clearly shows the flight path on lap two to be east of all the other laps flown. RARA works very closely with all six race classes, as well as the FAA, to ensure a safe and competitive event. And, as a National Championship event and the only one of its kind in the world, RARA is committed to working with all
of its race officials and the class organizations to maintain the integrity of each race result. RARA has integrated new and advanced technologies into the timing and recording of the event and is committed to work with the FAA and the appropriate race classes to evolve race rules to maintain the highest degree of objectivity and accuracy in each and every race. We very much appreciate the support and engagement from all of our loyal and dedicated race fans. It is with their help that “the world’s fastest motorsport” will continue far into the future.
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HOUSE GA CAUCUS SEEKS SPEEDY MEDICAL REFORM Thirty-two members of the U.S. House of Representatives General Aviation Caucus are asking the Department of Transportation to speed up the review of a Federal Aviation Administration (FAA) proposal to reform the third-class medical process. In an Aug. 22 letter, the caucus members urged Transportation Secretary, Anthony Foxx, to have his agency complete its review of the FAA notice of proposed rulemaking (NPRM) within the next 30 days. That review must be completed before the NPRM can be opened for public comment. The Aircraft Owners and Pilots Association (AOPA) led six other general aviation organizations earlier this month in a similar call for a 30-day review and fast action on medical reform. â&#x20AC;&#x153;The general aviation community is tired of the FAA dragging its feet when it comes to medical reform,â&#x20AC;? said AOPA President, Mark Baker. â&#x20AC;&#x153;Members of the General Aviation Caucus recognize how important this issue is to the future of general aviation, and we appreciate their willingness to work alongside AOPA and the GA industry to keep this moving.â&#x20AC;? The letter points out that those flying under the Sport Pilot rule have successfully operated without the need for a third-class medical certificate for more than a decade and that the FAA has had ample time to study the issue. â&#x20AC;&#x153;For the past two-and-a-half years, the FAA has extensively reviewed this issue and enthusiastic pilots in our congressional districts have become frustrated with the lack of progress on reform,â&#x20AC;? the letter states. It also notes that the general aviation industry has struggled in recent years and would benefit from this move to lower costs and reduce or eliminate outdated
practices. In addition to Caucus Co-Chairs Rep. Sam Graves (R-Missouri) and Rep. Jon Barrow (D-Georgia), the letter was signed by Reps. Richard Hanna (R-New York), Walter B. Jones (R-North Carolina), Adam Kinzinger (R-Illinois), Bill Johnson (R-Ohio), Bill Flores (RTexas), Billy Long (R-Missouri), Kevin Cramer (R-North Dakota), Vicky Hartzler (R- Missouri), Scott Perry (RPennsylvania), Blaine Luetkemeyer (RMissouri), Rodney Davis (R-Illinois), Mo Brooks (R-Alabama), Grace Napolitano (D-California), Steve Daines (R-Montana), Collin Peterson (DMinnesota), Richard Nolan (DMinnesota), Thomas Massie (RKentucky), Kurt Schrader (D-Oregon), Howard Coble (R-North Carolina), Todd Rokita (R-Indiana), Tony Cardenas (DCalifornia), Larry Bucshon (R-Indiana), Reid Ribble (R-Wisconsin), Chris Collins (R-New York), Tim Griffin (RArkansas), Daniel Lipinski (D-Illinois), Tom Petri (R-Wisconsin), Patrick McHenry (R-North Carolina), Steve Stivers (R-Ohio) and Lou Barletta (RPennsylvania). Previously, AOPA and EAA jointly filed a petition with the FAA to expand the number of pilots who can fly without a third-class medical certificate. When the FAA allowed the AOPA-EAA petition to languish for more than two years, AOPA turned to friends in Congress for help. On Dec. 11, 2013, Rep. Todd Rokita (R-Indiana), a member of the House General Aviation Caucus, and GA Caucus Co-Chair Rep. Sam Graves (RMissouri), introduced the General Aviation Pilot Protection Act (GAPPA). GAPPA now has 129 co-sponsors in the House and 17 in the Senate. Original GAPPA sponsors Reps.
Search Continues Continued from Page 44 American Red Cross are on site as well. The 1942 Piper J3C-65, with two men aboard, was reported missing about 2 p.m. Tuesday, Sept. 16 after failing to return to Headland, Ala., after a leisure flight to Lake Eufaula. The search is focused on a 40-square-mile area on the eastern side of Henry Countyâ&#x20AC;&#x201C;â&#x20AC;&#x201C;a search grid identified earlier this week through CAPâ&#x20AC;&#x2122;s forensics of the occupantsâ&#x20AC;&#x2122; cell phones. â&#x20AC;&#x153;A lot of work has been done in the lake and the river below the lake, but so far, all the leads have come back negative,â&#x20AC;? Hester said. Radar records have not provided any
definitive clues about the Piper Cub, and while an emergency locator transmitter was on board, no signal has been received. Since the search began on the evening of Sept. 16, the Alabama Wing has made 53 flights and the combined Alabama, Georgia, Florida and Mississippi wings have conducted 28 ground sorties. In addition to the ground team efforts, the wings have also conducted door-to-door follow-ups of leads provided by the public. To date, 50 CAP members have contributed. As of In Flight USAâ&#x20AC;&#x2122;s press time, the aircraft had not been located.
Graves and Rokita recently sent a similar letter urging Foxx to act swiftly, as did Sen. Mark Begich (D-Alaska). At the same time, thousands of AOPA members have contacted their
congressional representatives in Washington and signed an AOPA traveling petition in support of third-class medical reform.
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In Flight USA Celebrating 30 Years
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ZENITH’S HANGAR DAY DEEMED Hundreds of people showed up on Friday, Sept. 19, for the pre-Hangar Day activities, and hundreds more came on Saturday for demo flights, factory tours and encounters with Zenith Aircraft kit builders, factory personnel, and the curious. Sebastien Heintz, President of Zenith said: “By all accounts and measurements, the 23rd annual Hangar Day was an incredible winner. Most felt they had learned a great deal, and everyone enjoyed the camaraderie.” On Sept. 19, there were a number of seminars and construction demonstrations dealing with all aspects of building
an aircraft. One of the most popular classes featured a panel discussion that included representatives of the various engines that can be mounted on a Zenith. The firewall forward section of all Zenith designs allow for a wide range of choices when it comes to power plants. The light aircraft engine panel discussion included Continental Motors (Kim Winner), Corvair (William Wynne), Jabiru (Pete Krotje), Rotax (Rob Seaton), UL Power (Robert Helms) and Viking Honda conversions (Jan Eggenfellner). Among the highlights of the two-day event was the arrival of EAA’s two Zenith
October 2014
A
SUCCESS
aircraft. One was an EAA staff-built version of the CH 750 Cruzer, and the second was the One Week Wonder CH 750 that was completed during AirVenture with assistance from over 2,500 people. Zenith also held their first annual STOL aircraft competition. Seven pilots participated, and the winner of the STOL competition was Jan Eggenfellner flying a Zenith STOL CH 750 powered by a Viking 110 engine, a popular Hondabased auto conversion. His take off measured 109 feet, and his precision landing measured 110 feet for a combined winning score of 219 feet.
“We’ll do it all again next year,” said Heintz. “The popularity of this kind of event continues to grow since the emphasis always remains on having a good time.” For more information about Hangar Day and Zenith Aircraft designs, visit Zenithair.com
SAN JOSE PILOT CRASHES RENO AIR RACES
No Runway? No Problem
At approximately 3:30 p.m. on Sept. 8, Sport Class pilot, Lee Behel, 64, from San Jose, Calif. was involved in a fatal accident during a qualifying heat of the National Championship Air Races at the Reno-Stead Airport. Behel was flying a GP-5, Sweet Dreams. This was a singleplane incident and no other pilots or spectators were injured. In addition to being one of the founders of the Sport Class and its current president, Behel was a retired Air Force fighter pilot and a loving father. Behel was a former Sport Class champion and longtime Air Race pilot. “Lee was a very talented pilot, but more importantly, an enthusiastic and compassionate friend, and the entire Air Race family will miss him deeply,” said Mike Major, chairman of the Reno Air Racing Association. “This is a difficult
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day for all of us, and our thoughts and prayers are with Lee’s family and friends.” At this time, the Reno Air Racing Association will not speculate on the cause of the accident, which is currently under investigation by the Federal Aviation Administration (FAA) and National Transportation Safety Board (NSTB). As is standard procedure, they said they would evaluate all race planes prior to returning to the racecourse. Qualifying for the 51st annual National Championship Air Races resumed, as scheduled, at 8 a.m. on Tuesday, Sept. 9, and the event officially opened to the public on Wednesday, Sept. 10. A tribute for Behel was planned and took place later in the week. Please visit www.airrace.org for more information.
CONSUMERS SPEAK OUT ABOUT POWER FLOW TUNED EXHAUST SYSTEMS Having shipped more than 4,500 tuned exhaust systems in the past 15 years, Power Flow has received considerable feedback from their customers. Response has been almost universally positive and enthusiastic. Pilots learn quickly that the systems perform as advertised and that is because the company is consistently conservative in its claims about performance enhancements. A tuned exhaust system boosts horsepower and engine efficiency. Terry Hocking, a CFII/MEI, who trains people in a Piper PA-28 160, said: “While I have not seen a pronounced
increase in airspeed after installing Power Flow, what I have noticed is an increase in climb performance. I firmly believe there is a safety of flight component that results from getting away from the ground as quickly as possible.” Terry Continued on Page 49
October 2014
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AVIATION LEGEND, BOB HOOVER, HONORED WITH WRIGHT BROTHERS MEMORIAL TROPHY Robert L. “Bob” Hoover will receive the 2014 Wright Brothers Memorial Trophy from the National Aeronautic Association (NAA). The trophy is awarded annually to a living American for “…significant public service of enduring value to aviation in the United States.” One of the most important, historic, and visible aviation and aerospace awards in the world, the Wright Brothers Memorial Trophy, reflects a timeline of aviation and aerospace’s most innovative inventors, explorers, industrialists, and public servants. Jim Albaugh, NAA Chairman and a member of the Selection Committee, heralded the choice. “There are very few people in the world who capture the history, progress, importance, and sheer excitement of aviation and aerospace like Bob Hoover,” Albaugh said. “For 70 years he has set the standard for skill, leadership, and bravery, which may last forever.” An icon of the aviation community, Hoover is considered one of the great pilots in history. At the age of 92, he is a living bridge from the origins of flight and space travel to the present, having personally known industry giants such as Orville Wright, Eddie Rickenbacker, Charles Lindbergh, James H. Doolittle, Chuck Yeager, Jacqueline Cochran, Neil Armstrong, and Yuri Gagarin. Doolittle called him, “the greatest stick-and-rudder man who ever lived.” Yeager, the first man to break the sound barrier, called Hoover, “the best pilot flying today.” The Centennial of Flight edition of Air & Space Smithsonian named him the third greatest aviator in history. With the onset of World War II, Hoover enlisted in the Tennessee National Guard and, subsequently, entered United States Army Pilot
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT LARRY: HELP! I need a Kick-A-- ad for this airplane. It’s a TREASURE and it needs to be sold ASAP or I’ll lose the bet! Editor:
Too Late. You missed the deadline!
LARRY: STOP THE PRESS! Editor:
Training. Upon completion, he was sent to England and, after the Allied invasion of North Africa, he was stationed in Casablanca, where he flight-tested aircraft that had been shipped from the United States and re-assembled. Later assigned to the 52nd Fighter Group stationed in Sicily, he flew 58 successful missions before being shot down off the coast of Southern France. That 59th mission led to his capture by the Germans and a 16-month detainment in the Stalag Luft 1 prison camp. In recognition of his outstanding military service, he was awarded the Distinguished Flying Cross, the Soldier’s Medal for Valor, the Air Medal with Clusters, the Purple Heart, and the French Croix de Guerre. But it was Hoover’s exceptional skill and precision as the world’s greatest air show pilot that made him an inspiration and example to pilots around the world. In more than 50 years of flying, he is believed to have performed in more air shows, in more types of aircraft, in more countries, and before more spectators than any other pilot in the history of aviation. His performances in the Shrike Commander were among his most thrilling exhibitions as he swooped, rolled, looped, and finally maneuvered Continued on Page 55
Power Flow Continued from Page 48 added: “When compared with other PA28s with the same horsepower, but stock mufflers, there is no doubt whatsoever I have recaptured the horsepower lost by the Piper OEM muffler and exhaust.” He noted that he could easily keep up with Cherokee 180s on climb out. Don Ferguson, who owns a C-172N with a 0-320, reported that he saw a fuel reduction of 0.7 gal/hr at cruise, added an extra 1,500 feet to his service ceiling and found he had more power at higher altitudes. In flying his Mooney M20C, Fred
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Perlman has seen “a 2” gain in manifold pressure and an increase in rate of climb that runs 12 – 15 percent.” What the tuned exhaust system does, over original equipment, is to allow the engine to develop near its full rated horsepower, which shortens takeoff rolls and boosts climb. Because of the improved efficiency, it takes less throttle to achieve the same RPM or manifold pressures. This allows the pilot to decide whether to go faster or save fuel at previous airspeeds. For more information, visit powerflowsystems.com.
After reading your column... this is a test! (See Larry’s column on page 26.) ...Okay Larry, here it is!!
Huskyy Forr Sale
Here's the poop: It’s a 2000 Husky loaded with everything, plus an MT Prop and IFR Panel. Every option is on this airplane and the total time is 136 hours. Cost is $100K less than a new one and all the specs can be found on our Website, LarryShapiro.com Please pull out all the stops, I need to sell this ASAP and it’s a real Jewel. Let's talk!
Located at the Palo Alto Airport (PAO) in the San Francisco Bay Area, California Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about this plane and others, Please Visit Our Web Site: www.LarryShapiro.com
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JULIE CLARK – EXCELLENCE
IN
AIR SHOW ENTERTAINMENT
Julie Clark’s Juice Plus+ T-34 Juice Plus+ is proud do sponsor award-winning pilot, Captain Julie Clark, North America’s only solo T-34 aerobatic performer. For over three decades, Julie has performed before millions of spectators in up to 20 air shows each year. Restoration fans will appreciate that Julie bought her Beechcraft T-34 in 1977, “sight unseen” at a government surplus auction, in Anchorage, Alaska, for $18,000. She flew the airplane, dubbed Free Spirit, 2,900 miles to her home in California. Julie personally and painstakingly restored her aluminum airplane, hand polishing inside and out. Throughout the last four years, Julie spent many long hours bringing the airplane back to mint condition. Beginning with her creative version of the “Air Force One” paint scheme, the aircraft constantly requires upgrading and modification. The Juice Plus T-34 is powered by an Eagle Engine’s, Stratos Plus Series Engine, producing approximately 300 hp, coupled to a Hartzell three-bladed Designer Prop by American Propeller. Eagle Engine and American Propeller are of Redding, Calif. Although T-34 aircraft saw countless hours in the 1950s as trainers for U.S. Air Force and Navy, the airplane demands tremendous skill to fly aerobatics. The T34 requires concentration and anticipation during aerial maneuvers as the aircraft does not have an inverted oil or fuel system, and inverted flight must be carefully
calculated. Due to its size being larger than most air show aerobatic aircraft today and its low power-to-weight ratio, the airplane’s flight controls become very heavy during the aerobatic routine.
Serenade in Red, White and Blue Her unique and patriotic presentation, “Serenade in Red, White and Blue,” is breathtakingly choreographed to Lee Greenwood’s “God Bless the USA” or “God Bless You Canada.” 2013 marks Julie’s 30th year of flying to Lee Greenwood’s song. Thirty years ago, patriotism was not what it has evolved into today. Consequently, Julie’s desire to continue performing to this remarkable song has made her a personal friend of Lee Greenwood. To enhance her routine, multi-colored wing-tip smoke trails her every maneuver, and she concludes her performance with crowd-pleasing
pyrotechnics and dazzling fireworks.
A Woman of Distinction A pilot for more than 43 years and a retired Northwest Airlines Captain, Julie Clark has logged more than 32,000 accident-free hours in the air and is rated in more than 66 types of aircraft. Marking her 34th year as a solo aerobatic air show pilot, Julie has earned the admiration of fans everywhere and garnered many awards and honors. Some of her notable awards are: • 1991 Bill Barber Award for Showmanship (presented at EAA AirVenture – World Airshow News) • 1992 EAA Warbirds of America: Best T-34 engine compartment • 1992 GAN Flyer - Readers Choice, Favorite Female Performer • 1993 Inducted, International Forest of Friends, Atchison, Kan. (99’s Inc.) • 1997 GAN Flyer – Readers Choice,
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October 2014
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Favorite Female Performer • 1997 Inducted into the “Honorary Royal Snowbirds” (by Canadian Snowbirds) • 1998 The Art Scholl Memorial Award for Showmanship (awarded annually at ICAS-International Council of Air Shows) • 1999 ICAS – Best Website, Air Show Performer (as noted by independent marketing company) (over 350 websites in contention) • 2000 Francis C. Hillard Award Outstanding Alumna, Alpha Phi International Fraternity (highest award in organization) • 2002 Inducted, Women in Aviation, International Pioneer Hall of Fame • 2003 Named one of 100 “Women who have made a difference in aviation, International” • 2006 inducted, “Living Legends of Aviation Honoree” (sponsored by Kiddie Hawk Air Academy) • 2007 Woman of the Year, California State Legislative • 2011 Inducted, Air Show Hall of Fame – ICAS (International Council of Air Shows) • 2012 Crystal Eagle Award, Aero Club of Northern California Julie has been known to say that if she can inspire just one young air show fan at each air show to become involved in aviation, then she feels she will have accomplished something worthwhile. Julie is the personification of Excellence in Aviation! Julie would like to thank the following companies for product support, which help keep the Juice Plus T-34 flying high. 1. American Propeller 2. Eagle Engine 3. Air Chart Systems 4. Bendix King 5. Bose 6. Champion (Spark Plugs) 7. Concorde (Batteries) 8. ICom 9. Insight 10.Flight Guide 11. Gami 12.Goodyear 13.L3 Communication 14.Oregon Aero 15.Pulse Lite Systems 16.Sandal 17.Softies 18.Vedalo 19.Hooker Harness 20.Whelen Engineering 21.Select Airparts 22.RC Allen For more information, visit www.julieclarkairshows.com
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GUARDIAN AVIONICS SHIPS THEIR 5000TH CARBON MONOXIDE DETECTOR Guardian Avionics, which got its start in 2000 with the development of a Carbon Monoxide (CO) detector, recently shipped their 5,000th unit. Since it was initially introduced, the CO Guardian has gone through a number of refinements. Most units currently in production now feature altitude alerts that sound alarms when unpressurized aircraft rise above 10,000,’ 12,500’ and again at 14,000.’Any pressurized aircraft operating above 14,000’ would receive at least three
alarms if the cabin pressure began to drop. It makes an excellent backup for situational awareness of emergency conditions. Currently available in FAA TSO Certified configurations, as well as non-certificated models for Experimental Aircraft, the CO monitors will provide aural as well as visual cues when carbon monoxide levels begin to rise above normal levels. Carbon monoxide is an odorless, colorless and lethal gas that is a byproduct of
petroleum exhaust. The presence of small amounts of CO can seriously affect pilot judgment, and in higher concentrations can cause death. CO Guardian units take up very little panel space, can be installed in a few hours and typically require no more than a logbook entry for experimental or certificated aircraft. They are currently being installed in Cessna, Cirrus and Diamond aircraft, as well as Skycrane helicopters. For a complete list of CO Monitor mod-
els along with price information, visit GuardianAvionics.com.
STALLION 51 CORPORATION OFFERS IFR UNUSUAL ATTITUDE TRAINING IN A SPECIALLY EQUIPPED L-39 TURBOJET Stop by the UAT Booth # 4073 at NBAA 2014 Kissimmee, Fla.-based flight training organization, Stallion 51 Corporation, offers real-time, real-life Upset Prevention and Recovery Training in a specially equipped L-39 turbojet. This comprehensive and innovative upset prevention and recovery training, is identified by the unique graphic “UAT” and is the next evolution in Stallion 51’s more than 25 year heritage of offering training in high performance aircraft. “Our Upset Prevention and Recovery Training Program definitely raises the bar even higher for pilots who fly for a living and under all types of conditions,” said Lee Lauderback, Stallion 51’s president. The former chief pilot for golf legend, Arnold Palmer, noted that the unique curriculum has taken several years to develop. “We now have a comprehensive program that covers all areas of prevention, recognition and recovery from unusual attitudes of flying.” “Every pilot’s definition of unusual attitudes is a little different,” Lauderback continued. “The FAA defines them as a position in excess of 25 degrees nose up, 10 degrees nose down and 45 degrees of bank angle; however, the real life definition is pilot-specific and is based on variations of experience. Addressing those variations is what sets this program apart from simulation or other training. We tailor our instruction specifically to the individual”. The UAT Company is located within Stallion 51’s facility at the Kissimmee Gateway Airport and is a division of Stallion 51 Corp. Its purpose is to train pilots to recognize and respond accurately and quickly before the situation progresses into one from which they may be unable to recover. This type of comprehensive training, with syllabi in both aero-medical and aerodynamics subjects, has not been readily available to civilian
pilots until the inception of this program. At AvDoc 51, the medical division of Stallion 51, Flight Surgeon (AME) Dr. William Busch, also a UAT instructor pilot, teaches the physiology and aero-medical aspects of spatial disorientation that can cause the onset of unusual attitudes. “Our curriculum offers pilots insight into when and why physiological sensations are experienced in the upset environment, how to overcome them, and then safely respond. Flight simulators are very limited in reproducing those disori-
enting sensations. That is why our program is a safe way to fully realize those sensations and train for appropriate responses.” The UAT L-39 is outfitted with a state-of-the-art Electronic Flight Instrument System with the design capability to withstand extreme flight attitudes. The EFIS equipment closely simulates current corporate and executive aircraft cockpit layouts. The UAT L-39 is also equipped with specially designed onboard cameras that allow for accurate visual and audio
debriefs of the training from both inside the cockpit and outside the airplane. The NTSB strongly recommends that flight departments provide training in the recognition and recovery from unusual attitude and aircraft upset situations. The UAT program does just that in a manner that has not been done before. This FAA-approved program teaches techniques that will not only create safer pilots but will hopefully lower insurance rates for aircraft owners as well.
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In Flight USA Celebrating 30 Years
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October 2014
Business & Rotor News
BUSINESS JET MARKET WORTH $33.8 BILLION According to the new market research report, “Business Jet Market by Aircraft Type (Light Jet, Mid-size Jet, Large Jet), by Geography (North America, Asia-Pacific, Europe, the Middle East, Latin America, and Africa) - Global Forecasts, Trends & Analysis to 20142020” published by Markets and Markets, The global Business Jet Market was valued at $20.9 billion in 2013 and is expected to reach $33.8 billion by the end of 2020, to grow at a CAGR of 6.86 percent. This report provides a market analysis of the Business Jet Market for the next five years. It provides an overview of the drivers, challenges, and restraints that impact the industry. It also discusses the industry, market, and technology trends that currently prevail in the business jet
market. It tracks, analyzes, and lays out the market size of the major spenders in each region and analyzes the types of business jet aircraft such as light jets, mid-sized jets, and large jets. It provides information of the leading competitors in the business jet market. It also provides details on their financial positions, key products, their unique selling points, and key developments. This research report segments the market on the basis of aircraft type, region, country, forecasting revenues, market share, and analyzing trends in each of the sub-sectors. The Business Jet Market can qualitatively be segmented into two major categories – branded charters (which also include air taxis) and fractional owner-
ship. The air charter market has shown significant growth since its inception, which was about five decades ago. There were about 3,650 worldwide charter and air taxi fleet in 2013. The primary demand for chartered flights is due to consistent demand from North America and Europe, which constitutes 70 percent of the total demand. In the recent past, the strongest fleet growth in the charter market has been observed from APAC, Latin America, and Africa. A competitive landscape with respect to the identification of key players and their market share has also been provided in the report. The strategic profiling of key players of the business jet market, along with a comprehensive analysis of their recent developments, investments,
BY
2020
and core competencies in each segment have been identified. Key players profiled in the report are Bombardier Inc. (Canada), Gulfstream Aerospace Corporation (U.S.), Cessna Aircraft Company (U.S.), Dassault Aviation S.A. (France), and Embraer S.A. (Brazil). Commercial Aviation Flight Management Systems Market (Flight Management Computer, Flight Management Control Unit, Flight Management Visual Display), (2013-2018) Commercial Aviation In-Flight Entertainment and Communications Market (2012 - 2017). To obtain a copy of the report, please visit www.markets and markets.com/market-reports/business-jetmarket.
BECKER AVIONICS PROVIDES DIGITAL AUDIO SYSTEM SOLUTION FOR HALO-FLIGHT BELL 429 Becker Avionics is pleased to announce that another Bell Helicopter 429 light-twin, operated by HALO-Flight Inc. (Corpus Christi, Texas), has been equipped with the popular Becker DVCS Digital Audio System. HALO-Flight’s Bell 429 will be on display at the Bell Helicopter booth (#923) at the Air Medical Transport Conference (AMTC) in Nashville, Tenn., Sept. 22-24. Also, please visit the Becker Avionics booth (#827) to learn more about our digital audio solutions and the Polycon wireless intercom system. Recognized for its unparalleled noise reduction and flexibility, Becker’s DVCS6100 Digital Voice Control System is able to match a wide range of airborne EMS customer requirements. The built-in scalability and flexibility reduces not only the cost and time requirements for engineering and certification, but also reduces the learning curve for integration. Through
software programming options, the system is easily and quickly configurable; thus, saving time and money. Designed as a state-of-the-art compliment for today’s aircraft glass cockpits, the Becker Digital Audio System ensures a modern and capable aerial platform. At Becker, our focus is meeting individual customer requirements with the highest commitment to quality and customer satisfaction.
DVCS6100 Digital Audio System Features The DVCS6100 has been designed for both fixed-wing and rotary-wing applications and fully reflects Becker Avionics’ proven know-how of more than four decades in audio system development for the aerospace industry. Since the market introduction of the 1st generation DVCS, over 1,400 systems have
been delivered, and all have achieved outstanding field reliability. The company’s continuous product improvement program has made the DVCS6100 another Becker success story. Becker’s Digital Audio technology is a superior system that offers crystalclear voice communication quality, a proven Man-Machine-Interface (MMI), outstanding reliability, scalability and flexibility, and is software configurable. The main system components of the DVCS6100 system are the Remote Electronic Unit (REU) 6100, the Audio Control Unit (ACU) 6100, and the optional Intercom Amplifier IC3100. Each REU offers up to eight transmit (TX) and eight receiver (RX) channels, an integrated warning tone generator, built in speaker amplifier, as well as interface capability for two Cockpit Voice Recorders (CVR) and a Public
HAI NAMES CHARLOTTE R. ZILKE The Helicopter Association International (HAI) has selected Charlotte R. Zilke to be its new director of conventions. As director of conventions, Zilke is responsible for the overall preparation, coordination, and execution of all aspects of the association’s annual trade show and exposition, HAI HELI-EXPO®, the world’s largest trade show and exposition dedicated solely to the vertical lift industry. Zilke most recently served as HAI’s manager of convention services where
she was the main point of contact for exhibitors and developed the exhibit hall floor plan to maximize efficient use of space. She was also instrumental in developing marketing materials such as the Exhibitor Prospectus, Convention Preview, and other print and electronic marketing. Zilke began working for HAI in 2008 as the exhibits coordinator. Prior to joining HAI, she was an exhibit services coordinator for the National Association
AS
DIRECTOR
OF
of Broadcasters, which hosts one of the largest trade shows for radio, television, and Internet broadcasters in the world. She holds a CMP (Certified Meeting Professional) certification from the Convention Industry Council and a CEM (Certificate of Exhibits Management) certification from the International Association of Exhibitions & Events. She is a graduate of the Robert H. Smith School of Business at the University of Maryland in College Park, Md.
Address Amplifier (PA). It is also the only commercial digital audio product available that can provide simulcast capability on eight channels, along with a radio relay function, and emergency and slaved mode operation. Up to six audio control units (ACUs) can be operated together with one REU. For above the average numbers of transceivers and/or receivers found on many mission aircraft, multiple REU’s can work together offering capabilities no other system can provide. Each audio system can be configured to give complete adjustments across different onboard systems. The system also meets the highest standards for night operation under NVG and military conditions. The DVCS6100 represents a unique mission support tool that easily outperforms the competition.
CONVENTIONS
October 2014
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Green News
FAA SELECTS FOUR UNLEADED FUELS The Federal Aviation Administration (FAA) has selected four unleaded aviation fuels to undergo initial testing at the agency’s William J. Hughes Technical Center. Two fuels developed by Swift Fuels and one fuel each developed by Shell and TOTAL will undergo laboratory and rig testing beginning this fall and concluding in fall 2015. The fuels were submitted for consideration through the Piston Aviation Fuels Initiative (PAFI), a joint industry-government effort to facilitate the development and deployment of a new unleaded avgas that will meet the needs of the existing piston-engine aircraft fleet. In addition to the Aircraft Owners and Pilots Association
(AOPA) and FAA, the PAFI Steering Group includes the American Petroleum Institute, the Experimental Aircraft Association, the General Aviation Manufacturers Association, the National Air Transportation Association and the National Business Aviation Association. “This is an important milestone in the search for a replacement for leaded avgas,” said AOPA President Mark Baker. “We appreciate the collaborative efforts of everyone involved to keep the process moving forward while ensuring the needs of the aviation community are considered at every step along the way.” Before choosing fuels for testing, the FAA evaluated all proposals submitted
FOR
through PAFI in terms of impact on the existing fleet, production and distribution infrastructure, environment, toxicological effects and anticipated cost of aircraft operations. The results of the initial testing phase will determine how many fuels continue to full scale testing in engines and aircraft. That second phase of testing, which the FAA expects to complete in 2018, will produce standardized data for the properties, performance, and certification of one or more fuels. The testing program has earned support in Congress, which provided $6 million to fund PAFI in the 2014 fiscal year. Both the U.S. House and Senate
TESTING Appropriations Committees have proposed providing another $6 million for the program in FY 2015. The FAA’s William J. Hughes Technical Center is near Atlantic City, N.J. There are approximately 167,000 aircraft in the United States and a total of 230,000 worldwide that primarily rely on the currently available 100 low-lead avgas for safe operation. It is the only remaining transportation fuel in the United States that contains added tetraethyl lead (TEL) needed to create the very high octane levels required by highperformance aircraft engines. Operations with inadequate octane can result in engine failures.
VYCON’S ENVIRONMENTALLY FRIENDLY KINETIC ENERGY FLYWHEEL SYSTEMS CHOSEN TO PROTECT MEXICO CITY INTERNATIONAL AIRPORT VYCON, the designer and manufacturer of environmentally friendly, high-speed energy storage flywheel systems, recently announced that The Benito Juárez International Airport (AICM) in Mexico City has purchased three of VYCON’s award-winning kinetic energy storage flywheel systems. These backup systems will increase power protection to the airport’s vital runway lighting and other critical navigation systems. AICM is the second largest airport in Latin America, serving more than 31 million passengers per year. To guide aircraft during landings and takeoffs, it is paramount for visual navigation systems to have reliable and consistent power. While the airport has sophisticated power protection systems in place, it required an even higher level of protection to assure fail-safe operations. VYCON’s VDC-XE clean energy flywheel units were selected to take over power protection when other equipment
fails to quickly bridge power to the airport’s onsite generators. AICM chose VYCON over the competition, in part because unlike other flywheel systems, VYCON’s flywheels do not require expensive bearing replacement. This savings provides AICM with a high return on its investment. In addition, the green aspects of the flywheels were of keen interest––saving the airport from costly battery maintenance and disposal of toxic materials. “This contract from AICM is a great testament to the reliability and cost-effectiveness of our clean kinetic energy storage flywheel systems,” said Frank DeLattre, president of VYCON. “We are honored to be chosen to raise the level of protection of the airport’s critical navigation systems, while providing a lower cost of operation. VYCON’s flywheels are used around the globe to assure power security and availability for mission-critical operations, and we’re proud
to add AICM to our distinguished customer portfolio.” During a power disturbance, VYCON’s flywheels provide instant back-up power and will seamlessly transfer to the airport’s generators if the power outage is prolonged. Instead of depending on lead-acid batteries – which are unpredictable and require costly maintenance and replacement – VYCON’s VDC-XE flywheel stores energy kinetically by spinning a mass around an axis. Electrical input spins the flywheel rotor up to speed, and a standby charge keeps it spinning 24/7 until called upon to release the stored clean energy. “With the frequent power disturbances that the Mexico City Airport has to deal with, VYCON’s flywheels are the perfect solution to provide power when all other equipment fails,” said Victor Zavala from IGSA (VYCON’s distributor). “Being in a tropical location with a high elevation, Mexico City is subject to
not only unpredictable weather, but also to high-heat conditions. The VYCON flywheels perform flawlessly and will provide the added level of power continuity that the airport requires. We are pleased that we could offer this proven power solution for the airport’s needs as well as to our other mission-critical customers here in Latin America.” As one of the busiest airports in Latin America, the Mexico City airport has been host to Air Force One – a Boeing 747-200B – as well as other highprofile worldwide transports. The airport has become the main gateway to the capital country for national and international visitors and a strategic point for conducting business and connectivity around the world. For more information on VYCON’s innovative green power solutions, contact VYCON at sales@vyconenergy.com or visit VYCON’s web site at: www.vyconenergy.com
CALIFORNIA, GEORGIA TEACHERS WIN SAFE 2014 AVIATION EDUCATION GRANTS Two classroom teachers, Sonya Williams and Joseph Perrotta, were recently named recipients of the 2014 K12 Classroom Teacher Grant Awards from the Society of Aviation and Flight Educators (SAFE). The $250.00 grants to encourage aviation and aerospace lesson plans and aviation student projects in classrooms have
been awarded by SAFE since 2013. The awards have helped stimulate teacher interest nationally in aviation-related education as part of science, technology, engineering and math (STEM) studies. Sonya Williams, a fourth grade teacher at the 107th Street STEM Magnet School in Los Angeles, Calif. won SAFE’s award in the Kindergarten
through seventh grade category. Joseph Perrotta, a physics teacher at Starr’s Mill High School in Peachtree City, Ga., won in the Grade 8-12 category. \Williams plans to develop an interactive aerodynamics unit for her elementary students on the four forces of flight: lift, weight, thrust, and drag. In her proposal, she noted that “this grant money
(will) provide much needed exposure for my students as they strive to compete with students from more affluent circumstances.” Perrotta will use his SAFE grant for equipment necessary for his advanced placement 12th grade physics students to study Newton’s Laws of Motion. He Continued on Page 55
In Flight USA Celebrating 30 Years
54
FLYING AVIATION EXPO FEATURES NEWEST AVIATION TECHNOLOGY
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The Flying Aviation Expo exhibit floor is sure to dazzle attendees with new technology developments ranging from headsets to flight systems. Among the list of companies debuting new products at the three-day aviation event is Aircraft Spruce & Specialty Co, IMC Club IFR Proficiency Center and Bose. The Flying Aviation Expo is set for Oct. 31 through Nov. 2 at the Palm Spring, Calif. Convention Center. Highlighted exhibits and products include: • Aspen Avionics presents the entire series of ADS-B solutions along with its Evolution flight display system • Avidyne displays its newly certified IFD540 touch-screen GPS/nav/com, along with its Entregra Release 9 fight deck and traffic awareness solutions • Bose features its A20 aviation headset with an auxiliary jack and Bluetooth connectivity • David Clark demonstrates its DCPro-X headset, with a lightweight, compact design • DTC DUAT representatives present new website features, including the latest Weather SnapShot with the graphical weather depictions needed to successfully plan flights • ForeFlight reveals their latest app, which works with the new Stratus 2 ADS-B receiver for complete in-flight information and a battery-powered, wirefree design • Garmin shows off G3X Touch, just released from the development lab, along with new versions of pilot favorites such as
the G500 MFD/PFD, G750 GPS/nav/com and G2000/G3000 avionics suites • Lightspeed debuts its Zula PSX headset with the Streaming Quiet feature dynamic active noise reduction to continuously adapt to the user’s environment • Visit our Silent Auction and bid on Garmin D2, Garmin Verb elite camera, Bose A20 head-set, David Clark head-set and Sheyden True Aviator watch just to mention a few. A full list of exhibitors is available at www.aviation-xpo.com, and it continues to be updated as more exhibitors are added. The inaugural Flying Aviation Expo is expected to draw up to 10,000 pilots and aircraft enthusiasts Oct. 31-Nov. 2 at the Palm Springs Convention Center in Palm Springs, Calif. The three-day aviation showcase and trade show is open to the public and will host a wide variety of aircraft, helicopters, aviation equipment, service, hands-on demonstrations, seminars and a parade of planes. Tickets and registration are available for purchase online at www.aviationxpo.com. Early-bird tickets start at just $35 per day. An all-inclusive three-day pass includes access to seminars, the exhibit hall, Parade of Planes, Friday night kick-off party and Saturday night event for only $210. Early bird pricing is available until Sept. 14. For more information on sponsorship or exhibitor opportunities, contact: Marco Parrotto, President, Lift Event Management, at 702/589-4811, email marco@lifteventmanagement.com or visit www.aviation-xpo.com.
AAHS GATHERING VINTAGE AIRCRAFT FOR ANNUAL MEETING February 7 at Flabob Airport, Rubideaux, Calif. The American Aviation Historical Society (AAHS) is partnering with the Antique Aircraft Association Chapter at Flabob Airport to host a vintage aircraft fly-in as part of the AAHS Annual Meeting Feb. 7, 2015 at Flabob Airport, Rubideaux, Calif. Mark your calendar for this enjoyable, educational day and surround yourself with flying vintage aircraft, good food and good company. The day will include free coffee and donuts for early morning flyers, a talk on the ongoing restoration of Serial Number #2 Stinson 108, catered lunch and a keynote speaker (to be announced soon), raffles, giveaways, and more!
The day’s events, all-inclusive, will only be $68 for AAHS members and flyin guests, and $79 for non-members. All proceeds from the event support AAHS’ restoration and preservation of aviation history records. Come support this important project and meet some new friends as well! Contact Don Newman, AAA Chapter president, for questions about the fly-in at newmannumber11@earthlink.net. To learn more about the AAHS Annual meeting, please contact the AAHS office at 714/5494818, or contact Jerri Bergen at 909/2976688, or jerri.bergen@aahs-online.org or visit the AAHS website at www.aahsonline.org.
October 2014
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AIRCRAFT SPRUCE ANNOUNCES CUSTOMER APPRECIATION DAY Aircraft Spruce will host its annual Customer Appreciation Day on Saturday, Oct. 4 at all three of their locations. Visit Aircraft Spruce West at 225 Airport Circle in Corona, Calif. close to the Corona Airport (KAJO) from 7 a.m.-3 p.m., Aircraft Spruce East at 452 Dividend Drive in Peachtree City, beside Falcon Field (KFFC) from 8 a.m.-4 p.m., or Aircraft Spruce Canada at 150 Aviation Avenue at the Brantford Municipal Airport (CYFD) from 8 a.m.-3 p.m. Representatives from a number of leading aviation products, including a range of avionic items, will be on hand to demonstrate and discuss the benefits of their products. These representatives will include Garmin, J.P. Instruments, Hartzell Engine Technologies, Icom, Electronics International, Tempest, Bose, MidContinent Instruments, Pilot USA and more. An assortment of popular aviation products will be specially priced to provide additional savings to those who attend the Aircraft Spruce Customer Appreciation Day. Numerous promotions
will be offered to the event attendees, including a free Tempest oil filter with the purchase of a case of oil. There will be raffles held throughout the day with a number of raffle prizes, including a Sennheiser S1, Garmin Pilot Pro Apps, Scheyden sunglasses, Bose SoundDock, magazine subscriptions, and much more! EAA Chapter 1 and EAA Chapter 468 will be selling the raffle tickets to benefit the Young Eagles Program at the Corona, Calif. and Peachtree City, Ga. locations. COPA will be selling the raffle tickets to benefit the COPA For Kids Program at the Brantford Ontario, Canada location. For detailed information including manufacturer attendance, raffle prizes, promotions and seminars scheduled for this day please visit www.aircraftspruce.com View Aircraft Spruce’s complete product line at www.aircraftspruce.com. Request your complimentary copy of the company’s free 900+ page catalog (in print or on CD). For more information, please contact Aircraft Spruce at 877/477-7823.
Bob Hoover Award Continued from Page 49 the aircraft to a landing with no engines running, following his famed “energy management sequence.” As a tribute to Hoover’s legacy, the Shrike Commander was put on display at the National Air and Space Museum’s Stephen F. UdvarHazy Center. The Selection Committee was comprised of: • Jim Albaugh, Chairman, NAA • The Honorable Marion Blakey, President and CEO, Aerospace Industries Association (Wright Trophy Recipient 2013) • Major General Charles Bolden, USMC (Ret.) • Ed Bolen, President and CEO, National Business Aviation Association • Nick Calio, President and CEO,
Airlines for America • Captain Gene Cernan, USN (Ret.) (Wright Trophy Recipient, 2007) • Pete Dumont, President, Aero Club of Washington • Robert Goyer, Editor-In-Chief, Flying Magazine • Dr. Sandy Magnus, Executive Director, American Institute of Aeronautics & Astronautics • Jonathan Gaffney, President and CEO, NAA (Chairman of the Committee) “Now in its 67th year, the Wright Brothers Memorial Trophy is one of the most prestigious aviation awards in the world,” said Gaffney. “Adding Mr. Hoover’s name to its historic list of recipients is a wonderful tribute to his remarkable career.”
Education Grants Continued from Page 53 plans to use the grant to purchase four or five remote controlled helicopters as part of a laboratory experiment to study Newton’s three laws, including torque and angular momentum. Perrotta is an FAA Certificated Flight Instructor and faculty sponsor for his high school’s aviation club. Seven SAFE aviation educators evaluated grant proposals based on uniqueness of the project, lasting effect of the
learning outcomes, and feasibility of the project for other aviation educators. SAFE is a 501(c)(3) nonprofit organization dedicated to supporting and promoting aviation education at all levels of learning. SAFE is a recognized leader in pilot training reform, safety education, and the mentoring of aviation educators. For information on free resource materials and membership, go to www.safepilots.org.
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In Flight USA Celebrating 30 Years
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October 2014
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RENO STEAD FIELD • SEPTEMBER 10-14
2014 RENO AIR RACES
NATIONAL CHAMPIONSHIP
Photos by Pete Shirk Continued from Page 4 line. It appeared that Strega had won literally by the length of its spinner … but was disqualified by the Contest Committee “for not maintaining course altitude.” It was the most extraordinary finish I have seen at Reno. In all the excitement, most of us missed the fact that Strega’s pull up at the end was actually a Mayday. When back on the ground, water was found in the oil indicating serious engine damage (engine case), so that engine was ruined for racing on Sunday. The other major contender in the tight race Saturday was Rare Bear, and
after Strega’s disqualification, Bear was awarded second place to Steve Hinton’s 492.525 mph in Voodoo. By comparison, Sunday’s final race could be considered a little anti-climactic with Rare Bear and Argonaut completing only one lap while Precious Metal was disqualified for a “showline cut.” Voodoo took the Gold for the second year in a row. Other classes also had excitement with new records set in Formula One (Race 11, Endeavor flown by Steve Senegal, Biplane Class (Race 62 flown by Tom Aberle), and Sport Class (Race 39 flown by Jeff LaVelle). So air racing is alive and very well in Reno!
The week was marred, however, by the tragic loss of Lee Behel of San Jose when the wing of his Sport class Race 5 failed at high speed resulting in an instantaneous fatal crash in qualifying. All respect is due to this veteran. Another good reason to attend Reno, in addition to all the great acts and events, is the National Aviation Heritage Invitational. These are all special aircraft in terms of rarity, historical importance, and quality. With 20 classic restored aircraft entering for the Heritage Trophy, this event alone is worth the price of admission. See you next year!
Experience the “world’s fastest motorsport”
Visit www.airrace.org for the latest news.
In Flight USA Celebrating 30 Years
58
October 2014
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(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
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• Emergency Procedures Weather, loss of tail rotor control, electrical, power/auto rotation, etc.
• Private/Instrument Time to ratings reduced from 70 hrs. (National average) to 40 hour min.
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Performance matches POH Vspeeds
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