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3
Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.
OCTOBER
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Q Georgetown, DE: Wings & Wheels, 10 a.m. to 4 p.m., Delaware Coastal Airport, www.wings-wheels.com. Q Livermore, CA: Open House & Air Show, 10 a.m. to 4 p.m., Livermore Municipal Airport, www.cityoflivermore.net. Q Hagerstown, MD: Wings & Wheels Expo, 9 a.m. to 4 p.m., Hagerstown Regional Airport, (240) 313-2777, www.wingsandwheelsexpo.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Warner Robins, GA: Robins AFB Thunder over Georgia Air Show, gates 9 a.m., www.robins.af.mil. Q Sacramento, CA: California Capital Airshow, 9 a.m. to 5 p.m., Mather Airport, www.californiacapitalairshow.com. Q Virginia Beach, VA: WWI Biplanes & Triplanes Airshow, Military Aviation Museum, tickets (757) 721-7767. Q Dayton, OH: WWI Dawn Patrol Rendezvous, Wright-Patterson AFB, www.nationalmuseum.af.mil. Q Indianapolis, IN: Red Bull Air Race, doors 10 a.m., Indianapolis Motor Speedway, www.redbullairrace.com. Q Liberty, SC: Champion Aerospace Airshow & Fly-In, airshow 4 p.m., (864) 843-1162, www.championaerospace.com. Q Owensboro, KY: Owensboro Air Show, 1 tp 4 p.m., Owensboro Riverfront, www.owensboroairshow.com. Q Gainesville, TX: Texas Antique Airplane “Fall Festival of Flight,” Fri. 1 p.m./ Sat. 7 a.m., Gainesville Municipal Airport, www.texasantiqueairplane.com. Q San Francisco, CA: San Francisco Fleet Week Air Show, Fri. opens 10 a.m./air shows noon to 4 p.m., Waterfront, fleetweeksf.org. Q Auburn, CA: Auburn Air Fair, 8 a.m. to 4 p.m., Auburn Municipal Airport, www.auburnairfair2016.org. Q Everett, WA: Flying Heritage Collection Monster Bash, 10 a.m. to 2 p.m., Paine Field, (877) FHC-3404. Q Lufkin, TX: Angelina Air Fest, gates 9 a.m., Angelina County Airport, (936) 633-0349, www.visitlufkin.com. Q Brandy Station, VA: Culpeper Air Fest, gates 9 a.m., Culeper Regional Airport, (877) 261-8499, www.culpeperairfest.com. Q Ashville, AL: Greg Koontz Airshows Open House/Fly-In, opens 10 a.m., Dugger Field, (205) 616-8176, www.gkairshows.com. Q Apple Valley, CA: Apple Valley Airshow, 9 a.m. to 3 p.m., Apple Valley Airport, (760) 247-2371. Q Brunswick, GA: Wings over the Golden Isles Air Show, gates 9 a.m., Brunswick Golden Isles Airport, (706) 291-0030, wingsovergoldenisles.com. Q Palm Springs, CA: Scheyden Flying Aviation Expo, Palm Springs Convention Center, aviation-xpo.com. Q Mound, LA: Southern Heritage Air Foundation’s “Best Little Air Show in the World,” gates Fri. 4 p.m./Sat. 9 a.m., Vicksburg-Tallulah Regional Airport, www.southernheritageair.org. Q Marysville/Olivehurst, CA: Golden West Regional Fly-In, 9 a.m. to 3 p.m., Yuba County Airport, www.goldenwestflyin.org. Q Vacaville, CA: Nut Tree Air Fair, 10 a.m. to 4 p.m., Nut Tree Airport, (707) 469-4600, www.flynuttree.com. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Baltimore, MD: Baltimore Air Show & Martin State Airport Open House, 1 to 4 p.m., Fort McHenry, www.visitmaryland.org. Q Fort Worth, TX: Bell Helicopter Fort Worth Alliance Air Show, 9 a.m. to 5 p.m., Alliance Airport, (800) 318-9268, www.allianceairshow.com. Q Las Vegas, NV: Red Bull Air Race, 10 a.m., Las Vegas Motor Speedway, www.redbullairrace.com. Q Medford, NJ: Flying W Airshow, 11:30 a.m., Flying W Airport, (609) 267-7673, www.flyingwairport.com. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530. Q Anderson, SC: Anderson Regional Airport Airshow, gates 10 a.m., andairshow.com. Q Bonham, TX: Bonham Festival of Flight, 9 a.m. to 4 p.m., Jones Field, (903) 436-2522, www.bffairshow.com.
Continued on Page 7
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In Flight USA Celebrating 32 Years
COVER STORY
“GETTING
October 2016
IT RIGHT WHEN THINGS GO WRONG - UPSET PREVENTION AND RECOVERY TRAINING” AT NBAA 2016
Lee Lauderback will be presenting “Getting it Right when things go WrongUpset Prevention and Recovery Training” at NBAA Conventions on Wednesday, Nov. 2, 2016 from 3 p.m. 4:30 p.m.
For more than 25 years, the NTSB has recommended specific initial and recurrent
training in Unusual Attitude Recoveries for pilots after studying various related accidents. Lee Lauderback’s presentation will address the value of Upset Prevention and Recovery Training and also the importance of training in aircraft that directly correlate to the types of aircraft used by Business and Corporate aviation. Real Time, Real Life training allows pilots to recognize and respond accurately and quickly before the situation progresses into one from which they may not be able to recover. Lee Lauderback often states, “When confronted with a crisis, you will not rise to the occasion; you will descend to the level of your training.” Lee Lauderback, EAA Warbirds of America 2013 Hall of Fame inductee, is President and CEO of Stallion 51 Corporation located at the Kissimmee Gateway Airport, Fla. Since 1987, Stallion 51’s innovative and comprehensive curriculums have instructed thousands of pilots on the correct and safe methods of flying both the legendary P51 Mustang and the historic T-6 Texan. Lee is also the founder of “UAT”
Unusual Attitude Training, a division of Stallion 51, that offers an FAA-approved three part UPRT program that uses a “Ph.D approach” to educating pilots in both the P-51 Mustang and specially modified and equipped L-39 Turbojet. Lee started flying sailplanes at age 14 and launched his corporate aviation career immediately after college with the professional golfer, businessman, and pilot, Arnold Palmer. Lee was Mr. Palmer’s chief pilot and the director of flight operations for 17 years, flying several different models of Citation jets, Learjet’s, and a MD500E helicopter. Lee has been the chief flight instructor since Stallion 51’s inception amassing more than 21,000 flight hours in all types of aircraft, including over 9,000 hours in the Mustang. He is a certified single and multi-engine flight and ground instructor, holds an Airline Transport Pilot certification as well as instrument, helicopter, and glider ratings. His expertise and vast experience in both the corporate and private aviation has earned him the distinction of being an FAA Specialty Aircraft Examiner.
(Cover Image by Paul Bowen)
Lee is often called upon to flight test various Vintage planes, helicopters, and Turbojets before they are accepted. Currently, Lee performs his Signature Solo Mustang Routine at airshows around the country. Lee was one of the first civilian pilots for the USAF Heritage Flight program, which showcasContinued on Page 10
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TABLE Volume 33, Number 2
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
October 2016
ON THE COVER COVER STORY
PHOTO FINISH
GETTING IT RIGHT WHEN THINGS GO WRONG
RENO AIR RACES
LEE LAUDERBACK OF STALLION 51
BY PETE SHIRK
Page 4
Story begins on Page 44 Cover by Photographer Paul Bowen for Stallion 51
NEWS FAA Rebate for GA ADS-B Has Begun ........................................8 EAA Surpasses 200,000 Members ................................................9 ICAS Confirms 2016 Convention Keynote Speakers ................10 Pathways To Aviation Learning Center Expansion ..................11 First EAA Sport Pilot Academy Huge Success ........................18 EAA’s 2016 Halls of Fame Inductees Announced ....................19 NASA Awards Grants to Inspire Mars Exploration ..................21 Rimowa Replica Junkers F13 Makes Maiden Flight..................25 Harrison Ford Kicks Off 25th Anniversary of Young Eagles ....26 AOPA, NBAA Seek to Intervene in Santa Monica Court Case 36 In Memory: Red Bull Air Race Champion Hannes Arch Dies ..39 ICAS Announces Air Show Hall of Famers................................41 FAA: Fly Safe by Preventing Loss of Control Accidents..........42 Bomber Named for Doolittle Raiders..........................................46
FEATURES
COLUMNS
Editorial: Choices By Ed Downs ..................................................................6 Sully: You Don’t Know the Whole Story By Larry E. Nazimek ......................................................12 Uprising Generation Setting World Records By Annamarie Buonocore ..............................................14 New Breakthroughs In Aviation Technology By Ed Downs and Annamarie Buonocore..........................17 Finding Grandpa’s Plane By Maggie Nett (EAA) ....................................................24 The Fort Wayne Airshow By Mike Heilman ..........................................................28 In Memory: Golf, Aviation Legend Arnold Palmer By David Tulis (AOPA) ....................................................34 Don’t Mess with Mama Bear By Airman 1st Class Dennis Hoffman ..............................38
The Homebuilder’s Workshop: Tick, Tick, Tick By Ed Wischmeyer ............25 Flying With Faber: A Visit to Healdsburg, California By Stuart J. Faber ..............29 Flying Into Writing:Sugarbush, Vermont and Some Aerobatics By Eric McCarthy..................32
Safe Landings: Automation Dependency ........................................45 The Pylon Place: Voodoo and Stevo Hinton Do It Again! By Marilyn Dash ................45
DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50
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In Flight USA Celebrating 32 Years
Editorial
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TTAF 4015. 470 SMOH. 148 SPOH. A clean, well maintained, and always hangared Piper Arrow. Great step up for pilots transitioning from a trainer to a single with retractable landing gear and controllable-pitch propeller. Beautiful cross-country IFR platform with low time engine. Garmin GNS 430 WAAS GPS/COMM, Isham Extended Wing Tips and Dorsal Fin. Located at KFTG Watkins, CO. ... $64,900
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October 2016
CHOICES By Ed Downs
y the time you are reading this, the Presidential elections will be just around the corner. You will probably be making a choice that is unique to our country’s history. According to the polls, the vast majority of American voters will not be voting for the candidate they like but voting against the candidate they dislike. Certainly, for the first time in this writer’s aged memory, both presidential candidates are immensely unpopular, with the feeling that electing either political party to office is like taking a shot in the head, with only the caliber of the bullet in question. How uplifting, eh? So how do we decide? In Flight USA is not in the business of supporting or endorsing political candidates, and this editorial will not stray from that longheld policy. But, we will do what many voters are doing, thinking less about the candidates and more about the positions they represent. In other words, what is the party platform and how is it likely to affect our personal way of life? Virtually every person has a hot button, something that is so important to them that it drives how they feel about themselves and how the relate to life. Of course, family certainly takes the number one spot, but there is still something special that gets to your personal “inner being.” For many of our readers, that “something” is your participation in flying. Sure, it makes no logical sense, costs a lot of money, and can even be dangerous, but when in the air, you are in the airman’s world, a place shared by few. A place where the soul briefly defeats gravity and the mind can soar. To you, flying is important, maybe so much so that continued enjoyment of our recreational pastime, or perhaps vocation, becomes the deciding point in an election. We are not the only ones who may be single-issue voters. Those impassioned with church activities, freedom of expression, right to life issues, educational concerns, child care, the environment, gun control, and many other issues are often single-issue voters. Given that readers of In Flight USA are certainly impassioned by aviation, it is likely that politics, as it affects aviation, will certainly influence, if not decide, your vote. The 2016 presidential candidates have clear, opposing views as to how the country should be run economically, socially, and financially. In fact, these views are perhaps the most polarized in history. On one side (let’s call it the liberal view), we have a philosophy that believes America is best served by implementing a European form of socialism. Essentially,
the government collects large taxes from corporations, individuals, and virtually all services offered by numerous government agencies. Professional bureaucrats manage the national economic system, ensure adequate security, deal with international affairs, maintain a national transportation system, and make decisions about housing, education, employment practices, income fairness, social welfare, and many other issues that every citizen faces on a daily basis. Using the European model, extra government fees are charged for those personal activities not deemed as “essential.” The Constitution is considered a working document, not necessarily law, to be managed by the Executive office. A person with conservative views would be appalled at the thought of living under such an environment, but this writer can certainly admit that life might have a lower stress level with some of these “liberal” philosophies in play. On the other side (let’s just say the conservative view), we have a philosophy that believes that America is best served by maintaining the traditions upon which America was founded. Essentially, the government collects money from income and corporate taxes, not charging for individual services. Professional bureaucrats are tasked with managing the national economic system, ensuring adequate security, dealing with foreign relations, and maintaining a national transportation system. The national bureaucrats make few decisions about housing, education, employment practices, income fairness, social issues, and many other concerns that every citizen faces on a daily basis. The details of daily living are left to individual choice, with social services provided at the state and local levels, meaning that states and communities compete with each other for citizens to support their tax structure. The Constitution is considered the law of the land. A person with liberal views would be appalled at the thought of living under such an environment, feeling exposed and unprotected, with little social backup, should life go badly. This writer knows more than a few conservatives who would like to have had a social parachute when needed. While these definitions are certainly over simplified, they do tend to capture the essence of the two different philosophies. There is one point where the two sides meet in our world of flying. That place is in support of a national transportation system, including flying. Politics of the most recent liberal administration strongly support the European Continued on Page 10
October 2016
www.inflightusa.com
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Calendar of Events Continued from Page 3 22 — 23
23 28 — 29 28 — 30 29
29 — 30
Q Houston, TX: Wings over Houston Air Show, gates 8 a.m., Ellington Field, (713) 266-4492, wingoverhouston.com. Q Huntington Beach, CA: Breitling Huntington Beach Airshow, flying noon to 4 p.m., www.hbairshow.com. Q Punta Gorda, FL: Florida Int’l. Air Show, gates 9 a.m., Punta Gorda Airport, floridaairshow.com. Q Los Alamitos, CA: Wings, Wheels, Rotors Expo, 9 a.m. to 5 p.m., Los Alamitos Army Airfield, (562) 598-6659, www.wwrexpo.org. Q Mesa, AZ: Copperstate Fly-In Aviation & Education Expo, open 8 a.m., Falcon Field Airport, www.copperstate.org. Q Dallas, TX: CAF Wings over Dallas WWII Airshow, gates 9 a.m., Dallas Executive Airport, (888) 945-3008, wingsoverdallas.org. Q Fort Myers, FL: Aviation Day, 10 a.m. to 3 p.m., Page Field, (239) 590-4800, flylcpa.com. Q Fredericksburg, VA: Harvest Festival Fly-In, 10 a.m. to 4 p.m., Shannon Airport, (540) 373-4431, nebula.wsimg.com. Q Rome, GA: Wings over North Georgia, Richard B. Russell Regional Airport, (706) 291-0030, wingsovernorthgeorgia.com. Q Patuxent River, MD: Pax River Air Expo, 9 a.m. to 5 p.m., NAS Patuxent River, (301) 757-6748, www.paxriverairexpo.com.
NOVEMBER
4—6
5
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Q Stuart, FL: Stuart Air Show, Fri. 5 p.m./Sat. & Sun, 9 a.m. to 5 p.m., Witham Field, (772) 781-4882, stuartairshow.com. Q New Orleans, LA: WWII AirPower Expo, gates 9 a.m., Lakefront Airport, (504) 528-1944, www.ww2airpowerexpo.org. Q Thermal, CA: Jacqueline Cochran Air Show, 9 a.m. to 3 p.m., Jacqueline Cochran Regional Airport, jcairshow.com. Q Eastman, GA: Heart of Georgia Air Show, 10 a.m. to 3 p.m., Middle Georgia State’s Eastman Campus, www.mga.edu. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com. Q Homestead, FL: Wings over Homestead, 8 a.m. to 5 p.m., Homestead ARB, www.wingsoverhomesteadarb.com. Q Jacksonfille Beach, FL: Sea & Sky Spectacular, 10 a.m. to 4 p.m., Jacksonville Beach Oceanfront, www.makeascenedowntown.com. Q Pensacola, FL: NAS Pensacola Open House & Blue Angels Homecoming, gates 8 a.m. Sherman Field, www.naspensacolaairshow.com. Q Monroe, NC: Warbirds over Monroe, 9 a.m. to 6 p.m., Monroe Executive Airport, www.warbirdsovermonroe.com. Q Las Vegas, NV: “75 Years of Power” Air Show, Nellis AFB, www.nellis.af.mil. Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641. Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org. Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org. Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395. Q San Diego, CA: Montgomery Field Historic Aircraft Display, noon to 2 p.m., Gibbs Montgomery Executive Airport, (619) 301-2530.
PLANES OF FAME AIR MUSEUM’S ANNUAL AVIATION BOOK SALE AND AUTHOR’S DAY
Some enthusiasts might be sad that airshow season is dying down, but with Planes of Fame Air Museum putting on events every month, no aviation enthusiast should ever be bored. Recently, Planes of Fame has brought great familyfriendly events to its community, but the one coming up in November will not only be great for aviation enthusiasts but literary folks as well. On Saturday, Nov. 19, the Planes of
Fame Air Museum will be hosting a wellknown aviation author. In addition to that event, the Research Library will have its annual book sale, selling aviation books that are sure to interest a diverse group of readers. Special guest authors will be on sight to sign books and talk to interested readers. The doors will open at 9 a.m., and the event will run from 10 a.m. to 2 p.m. For more information, visit www.planesoffame.org.
Safer than ever A few weeks ago, the AOPA Air Safety Institute (ASI) released its annual report on general aviation safety. And the news is good. In fact, the figures showed the greatest improvement in some accident categories in the 25 years that ASI has been producing the Joseph T. Nall Report. The report analyzes data through 2013, the most recent year for which NTSB probable cause findings, aviation activity surveys, and other relevant data have largely been finalized. And it shows that, in 2013, the rate of non-commercial fixed-wing accidents fell 12 percent, including an 18 percent decrease in the fatal accident rate. That marks the first time in the Nall Report’s history that the fatal accident rate for that sector has dropped below one fatality per 100,000 flight hours. And that’s not the only category where we’ve seen significant progress. In this latest report, improvements weren’t concentrated in one or a handful of accident types. The relative frequencies of different accident causes were almost unchanged, but new lows were recorded in every major accident category tracked by ASI. Overall, the number of deaths in general aviation accidents declined by 4 percent in 2013. And while the total number of general aviation accidents ticked up slightly compared to the previous year, it remained one of the lowest on record. The Nall Reportt provides a great deal of data but it also provides the context to make that data relevant with case studies that illustrate just how an accident can happen and graphics showing long-term trends and averages that put each year’s numbers in perspective. Looking at 10-year trends, it’s clear that the GA community has embraced a culture of safety—a culture that the Air Safety Institute has been promoting for more than 60 years. You can find the full Nall Reportt on the AOPA Air Safety Institute website, and I encourage you to take a look. Along with the dozens of free online safety courses, quizzes, seminars, webinars, accident reports, and more, the Nall Reportt is one more tool to help you fly smarter.
Mark R. Baker President & CEO, AOPA
*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org [VKH`
8
By Mark Baker
President and CEO AOPA Editor’s Note: In Flight USA continues to be a leader in aviation industry affairs, including the growing use of Unmanned Arial Systems (UAS, generically referred to as “drones”). Ed Downs, our Marketing Manager and Editor of Industry and Government Affairs, is one of the many individuals mentioned in this month’s AOPA editorial who received his UAS rating. Keep up with “Drone” activity and developments by reading In Flight USA at www.inflightusa.com.
I
t seems that drones are just about always in the news these days. And now that the FAA’s new regulations for operating small unmanned aircraft have taken effect, you can expect the num-
SHARING
THE
SKIES
In Flight USA Celebrating 32 Years
ber of drones in the sky to keep going up. In fact, the numbers are a little overwhelming. Since the new rules took effect on Aug. 29, Almost 14,000 individuals have signed up to take the knowledge test needed to earn a remote pilot certificate with a small UAS rating, which is required for small UAS operators. So far, more than 5,000 people have taken the test and passed. The FAA had initially said it anticipated issuing approximately 15,000 remote pilot certificates by the end of 2016, but it now seems that number could be much higher. And that’s not surprising when you consider that more than half-a-million drones have been registered with the FAA since late December last year, and new registrations are still coming in at the rate of about 2,000 per day. With so many drones in the air, it’s
important for pilots of manned aircraft to understand the rules that govern drone operations, just as it’s important for remote pilots to understand the environment and rules governing the operation of manned aircraft. The new rules will help make drone operations more consistent, which is good for everyone. But they can’t cover every contingency, especially as companies and manufacturers find innovative ways to put drones to work. That’s why the FAA created the Drone Advisory Committee, a group that will examine a wide range of issues related to drones and make recommendations to the FAA. I’m a member of the committee along with representatives from the drone industry, academia, the media, commercial aviation, UAS user groups, air traffic controllers, package delivery, and tech companies.
October 2016
I’m proud that AOPA has a seat at the table to represent general aviation. We’ve played a significant role in dronerelated issues, serving on the small UAS Aviation Rulemaking Committee (ARC) from the time it was chartered in 2008. AOPA also has served on the FAA’s UAS Registration Task Force ARC and the Micro UAS ARC, so it makes sense that we would continue to be involved. We’re pleased to see a new segment of general aviation growing and innovating. We also know the importance of managing that growth responsibly to ensure the safety of everyone concerned. I’m looking forward to the exciting advances drones can bring to our lives and our aircraft. And I’m committed to ensuring the safety of every pilot, regardless of whether they sit in the cockpit or on the ground.
FAA REBATE PROGRAM FOR GENERAL AVIATION AIRCRAFT OWNERS WHO EQUIP WITH AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B) HAS BEGUN
Federal Aviation Administration (FAA) Administrator Michael Huerta announced last month that the FAA is delivering on its commitment to incentivize general aviation aircraft owners to equip their aircraft with required NextGen avionics technology before the Jan. 1, 2020 deadline. On Sept. 19, 2016, the FAA’s Automatic Dependent SurveillanceBroadcast (ADS-B) rebate website went live, and general aviation aircraft owners will have the opportunity to apply for a $500 rebate to help offset the cost to equip eligible aircraft in a timely manner, rather than waiting to meet the mandatory equipage date. “NextGen has played and will continue to play an important role in ensuring that our airspace is safe and efficient for the American people, and we are focused on achieving its full potential,” said U.S. Transportation Secretary Anthony Foxx. “This incentive program is an innovative solution that addresses stakeholder concerns about meeting the 2020 deadline, and will make a huge difference in helping the general aviation community equip.” ADS-B is a foundational NextGen technology that transforms aircraft surveillance using satellite-based position-
ing. ADS-B Out, which is required by Jan. 1, 2020, transmits information about a plane’s altitude, speed, and location to air traffic control and other nearby aircraft. ADS-B In allows aircraft to receive traffic and weather information from ground stations and to see nearby aircraft that are broadcasting their positions through ADS-B Out. Owners can choose to install only ADS-B Out equipment to meet the 2020 requirement, or they can purchase an integrated system that also includes ADS-B In. On June 6, 2016, Secretary Foxx and FAA Administrator Michael Huerta announced that the rebates would be available starting this fall and that only installations performed after the program launched would be eligible for the rebate. Previously equipped aircraft will not be eligible. The $500 rebate will help offset the cost of purchasing required avionics equipment, which is available for prices as low as $2,000. Beginning this month, the FAA will issue 20,000 rebates on a first-come, first-served basis for one year or until all 20,000 rebates are claimed – fwhichever comes first. The rebate is available only to owners of U.S.-registered, fixed-wing, single-engine piston aircraft that were first registered before Jan. 1, 2016. The
FAA will not provide rebates for software upgrades on already-equipped aircraft, or for aircraft for which the FAA has paid or committed to upgrade. The FAA estimates that 160,000 aircraft need to be equipped by the deadline. “We promised that we would help aircraft owners equip with ADS-B, and I am pleased to say that we are honoring that commitment, and we are delivering on our target date,” said Huerta. “We are encouraging aircraft owners to start equipping now. Do not wait until the last minute, because you may not be able to get an appointment with a certified installer.” Aircraft owners who have a standard airworthiness aircraft may have a repair station or an appropriately licensed A&P mechanic install the ADS-B equipment. Owners of aircraft certificated as experimental or light sport must adhere to applicable regulations and established standards when installing ADS-B equipment. Owners are only eligible for the rebate if they install the avionics after Sept. 19, 2016, and within 90 days of the rebate reservation date. Aircraft owners will have 60 days after the scheduled installation date to validate their equipage by flying their aircraft, and will then be able to claim the rebate. The reservation
system will require an N number, installation date, and the planned ADS-B equipment being installed. The reservation system will be available at the ADSB Rebate website. The FAA published a final rule in May 2010 mandating that aircraft flying in certain controlled airspace be equipped with ADS-B Out by Jan. 1, 2020. That airspace is generally the same busy airspace where transponders are required today. Aircraft that fly only in uncontrolled airspace where no transponders are required, and aircraft without electrical systems, such as balloons and gliders, are exempt from the mandate. The FAA has been working with stakeholders, including the Aircraft Electronics Association, the Aircraft Owners and Pilots Association, the Experimental Aircraft Association, the General Aviation Manufacturers Association, and others to inform and educate the aviation community about the ADS-B requirements. More information about equipping and the rebate program is available on the following websites: www.faa.gov/ nextgen/equipadsb/rebate/, www.faa.gov/ nextgen/equipadsb/
EAA SURPASSES 200,000 MEMBERS
October 2016
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Recreational Aviation Organization Continues to Grow and Engage Flying Enthusiasts
The Experimental Aircraft Association (EAA), the recreational aviation organization that began in 1953 as a group of individuals dedicated to grassroots aviation, has surpassed 200,000 members for the first time. “We reached this milestone by building on the legacy established by our founder, Paul Poberezny, who more than 60 years ago stated that all who wish to participate are welcome,” said Jack J. Pelton, EAA CEO/Chairman. “Paul understood the basic desire for the freedom of flight, and the dedication from EAA’s members, chapters, and staff have made it possible to grow the organization to new levels. I thank every EAA member who has contributed through the years, as EAA began as a small group of builders and restorers but quickly grew into an organization that engages everyone who enjoys the world of flight.” Pelton added that EAA’s broad value proposition and consistent growth are especially notable as a counter to a decreasing number of active pilots in the U.S. Fewer than 600,000 active pilot certificates are now held by U.S. residents, a number that EAA and its members have sought to reverse with programs to meet the organization’s mission, which focuses on “growing participation in aviation by sharing The Spirit of Aviation.” Among EAA’s popular outreach ini-
tiatives is the Young Eagles program. It introduces youth ages 8-17 to aviation by offering free demonstration flights hosted by members and chapters. In July, EAA member and actor, Harrison Ford, flew the two millionth Young Eagle during EAA AirVenture Oshkosh, the association’s annual fly-in convention in Oshkosh, Wisc. EAA continues to expand its knowledge and information resources for aircraft builders, restorers, and pilots. It also recently created partnerships with other aviation-minded organizations such as the Soaring Society of America, IMC Clubs, and the Academy of Model Aeronautics. These cooperative ventures are discovering ways to work together to inspire interest in all forms of flight, including the emerging unmanned aerial technology or “drones,” as well as creating pathways for people to engage and enjoy aviation in various ways in their own hometowns, whether it is directly through flight or other educational activities. “EAA’s success is based on a basic principle of sharing the knowledge, information, and passion for aviation,” Pelton said. “Our organization is also dedicated to getting it done––breaking down barriers that keep people from pursuing their own dreams and encouraging innovation to take us over the next horizon of flight.” For more information, visit www.eaa.org.
AVIATION OXYGEN EQUIPMENT
Editorial: Choices
Continued from Page 6 version of personal aviation. Aviation fuels are taxed at extraordinary levels, yearly taxes apply to aircraft, and a fee is paid at every “touch” with the government. Several attempts have been made to implement extensive user fees in the U.S, fortunately blocked by Congress and the various alphabet groups. Regrettably, the handwriting is on the hangar wall. Under a liberal administration, General Aviation will be declared as not being a part of the national air transportation system but as a separate recreational entity that should “pay its own way.” The fact that GA already pays significant fuel taxes and uses only a fraction of the airports that absorb up to 80 percent of FAA funding will make no difference; we are going to pay through the nose cone. America has become the world standard
for aviation, but there is no doubt that a liberal government has no problem with GA becoming a thing of the past, as public money is spent on the ecological wonders of public transportation and rail travel. In other words, we will become part of the “people’s national transportation system,” not the independent structure we now have and will probably keep under a more conservative perspective. Indeed, such a forecast is disconcerting. The upcoming elections will absolutely affect GA as we have known it to exist, ever since a guy named Cessna decided to go into business. But, is this enough to make a decision on which way to cast your ballot? In truth, perhaps not, but it is our job to, at least, express a view. Just remember, if you do not vote, you have no right to complain, no matter what the outcome.
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EAA ANNOUNCES TRUTRAK STC PROJECT
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es historic WWII military aircraft with current USAF military aircraft in unique formation flight. For many years, Lee has also instructed students at the Navy Test Pilot School in Patuxent River, Md. and is a member of the Society of Experimental Test Pilots. Lee has expanded his aviation knowledge and experience to include having a chance to fly the F-15 Eagle, F-16 Viper, F/A-18 Hornet, and test flown the Hawker Beechcraft T-6 Texan II. He also has more than 2,000 hours in sailplanes and has competed in many soaring contests. He has held several sailplane records. Lee’s decades of experience as well as his educational background as a graduate of Embry-Riddle Aeronautical University in Daytona Beach with a degree in Aeronautical Science and Business Management makes him an excellent “higher education professor.”
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EAA’s Accessible Safety STC, which allows the installation of Dynon EFIS-D10A and EFIS-D100 systems in certain Cessna and Piper models, was awarded in April of this year. The list of eligible aircraft is in the process of being expanded based on enthusiastic feedback from EAA members, and EAA expects to pursue the Dynon autopilot system for certification following TruTrak. “For years we have heard from our members with standard category aircraft that they want the ability to install the affordable, safe, and powerful equipment that has served the amateur-built community for decades,” Elliott said. “EAA, with the willingness of the FAA to pursue alternative paths to certification, is making it happen.”
Cover Story: Getting it Right
Continued from Page 4
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EAA and its subsidiary EAA STC, LLC announced late last month, they are working with TruTrak Autopilots to bring its Vizion autopilot system to type-certificated aircraft. EAA STC has submitted an application to initially certify the system in Cessna 172 series aircraft, with a goal to expand the list of eligible aircraft to as many as possible. “We are already well into the process of making low-cost autopilots available for EAA members with typecertificated aircraft,” said EAA Vice President of Advocacy and Safety Sean Elliott. “A certification plan for the TruTrak technology is being drafted and we will be hard at work on this project over the next few months.”
October 2016
Paul Bowen, a commercial photographer based in Wichita, Kans., has specialized in aviation photography since 1972. He is credited with more than 1,000 magazine covers and countless advertising campaigns. Paul was selected as one of the original 60 professional photographers who made up Canon’s elite “Explorers of Light” team. He maintains a busy shooting schedule traveling the globe in search of stunning backgrounds. Paul shoots from various airplanes while flying in tight formation to achieve
his desired shots. He is often perched in the open tail-gunner’s position of a World War II B-25 bomber, strapped in, thousands of feet up. His headset and microphone connect him to the B-25’s pilot, and the pilot relays directions to the crew of the airplane Paul is photographing. As the target plane gets closer, Paul directs them with hand signals. Business and Commercial Aviation Magazine honored Paul as only one of three recipients of its Vision Award for 2008, based on his contribution to aviation. In 2009, he was nominated with five other companies and individuals as a candidate for Aviation Week & Space Technology Magazine’s annual Laureate Award. Pro-Pilot Magazine previously named Paul “Photographer of the Year.” In 2008, ISAP, the International Society for Aviation Photography, awarded Paul The Award of Excellence, their highest honor, for “a lifetime of outstanding contributions to aviation photography.” In 2013 Flying Magazine listed Paul as one of the “51 Heroes of Aviation.” In November of 2013 Paul was inducted into the International Air & Space Hall of Fame, and in 2014 into the Kansas Aviation Hall of Fame. Paul is best known for his vortices aerials, which capture the spinning currents of air produced at the tip of a moving airplane wing, revealed in clouds or fog. His four coffee-table books, Air To Air, Volumes I and II; Air To Air Warbirds; and Air To Air Mustangs and Corsairs have gained critical acclaim.
PATHWAYS TO AVIATION ANNOUNCED AVIATION LEARNING CENTER EXPANSION DURING RENO NATIONAL CHAMPIONSHIP AIR RACES
October 2016
www.inflightusa.com
Pathways to Aviation formerly known as the Reno Air Racing Foundation has been charting a new course for the future of the aviation and aerospace industry in Nevada. The organization has been working with local and statewide education leaders to empower a new generation of aviation industry workforce, experts, and leaders by filling aviation industry jobs with quality Nevada labor. There are several challenges and opportunities facing the aviation industry and in the state of Nevada. The industry needs a skilled labor force, especially well-trained and certified personnel. There is a soon-to-be severe workforce shortage of pilots and mechanics. Expected growth in tourism and corporate travel will force a need for more employees and higher quality of personnel throughout the aviation industry. Nevada as a flight test state for drones is driving the industry to new levels, regulations, certifications, and leadership. The average age of aircraft owners continues to rise, and there is a need for the younger generation to become involved. “The aviation industry is looking for
a professional workforce in our state, and we intend to chart a course for kids in grades five through college and develop a workforce to meet the demands of the aviation industry in Nevada,” said Eric Henry, President, Board of Directors, Pathways to Aviation. Key features to the Aviation Learning Center are classes and presentations, aviation expert presentations, career discussions, drone flying, drone building, rocketry and industry workshops. The Learning Center will also feature aviation businesses and universities displays and information, host college and career discussions and workshops, and offer hands on experiences and educational exhibits for all students. “Our partnership with the Washoe County School District proved to be a smashing success by hosting field trips at last year’s Reno Air Races,” said Pete Parker, Executive Director, Pathways to Aviation. “Together, we’re now collaboratively addressing workforce development. As a result, the Aviation Learning Center has expanded to more than 104,000 square feet of educational and hands-on learning experiences.”
The following activities occurred at the Reno Air Races: Welcome Wednesday: We welcomed the group of thousands of K-12 field trip participants to the Aviation Learning Center. They attended STEM-
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based classes, participated in learning experiences, and met aviation experts. Unmanned Thursday: The day began with an executive forum addressing the UAS industry. We discussed the Continued on Page 13 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists ....................................Steve Weaver, Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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SULLY : YOU DON’T KNOW
ome people may decide to not see the movie Sully, assuming that it is simply a dramatization of the forced water landing on the Hudson River, commonly known as the “Miracle on the Hudson,” by U. S. Airways Capt. Chesley “Sully” Sullenberger, on Jan. 15, 2009, but that assumption is wrong. Clearing this up in a TV (WGN-TV interview), Sullenberg stated that, “...They’re going to realize how much they did not know, that basically, the whole movie, they never heard before. They knew that we landed, that everyone survived, and that they celebrated it; but before that, they knew nothing about what this entire film covers, which is the post traumatic stress, the shock of the immediate aftermath for all of us, and the demand and the trauma of having to go through an NTSB investigation where their job is to scrutinize everything we did or didn’t do and judge it as leading to the best outcome... or not.” Director Clint Eastwood admitted that prior to really getting into making the film, that even he did not know this whole story, so the public should certainly not assume that they know what the film is all about. Tom Hanks plays Sullenberger, who, when the filming took place, was the same age as Sullenberger when he made the landing. Sullenberger was consulted on every aspect of the film, including his approval of Hanks. This is not your typical aviation movie, where realism takes a back seat to sensationalism. Aaron Echhart plays Jeff Skiles, the co-pilot on that fateful flight. (For the remainder of this article, the names of the characters, and not the actors who played them, will be used.) From the outset, the tone of the NTSB investigators was confrontational, saying that Sullenberg should have landed the crippled plane at either the LaGuardia or Teterboro Airports. The Board began by saying that they were investigating the “crash” of US Airways Flight 1549, but Sullenberger immediately countered, saying that it was not a “crash,” but rather, a “forced landing” in the Hudson River. A hundred seconds after takeoff, the flight encountered a flock of geese, causing the loss of both engines. The NTSB, however, said that only one engine had been lost, because that was what the Aircraft Communications Addressing and Reporting System (ACARS) had reported. Unfortunately, they had been unable to recover the engine, so the
THE
In Flight USA Celebrating 32 Years
ACARS data was the only thing they had to go on. It was not until the end of the investigation that it was recovered, and they verified that both engines had been severely damaged. This type of investigation is like “armchair quarterbacks,” who, after extensive analysis and plenty of time, analyze and criticize those who had to make split-second decisions. Sullenberger emphatically stated that he could not have landed the plane at LaGuardia or Teterboro and that the landing on the Hudson was the only possible way to save the plane and those on board. The Board, with an attitude of disagreement, asked him how he had reached that conclusion, to which he replied that it was based on his experience and knowledge of the aircraft and its glide ratio, in which he summed up, “I ‘eyeballed’ it,” to which the Board (nonverbally) gasped. Of course, Sullenberger could not have done it any other way. The Board had some 20 computer simulations of the flight made, and all indicated that the plane could have landed at LaGuardia or Teterboro. Sullenberger asked to see the computer data, including all parameters used, but the Board said this would not be released until their investigation had been completed. It was as though he was playing poker, with his cards face up and the Board’s face down. Throughout the film, Sullenberger was having flashbacks, not only of that fateful flight, but of other aspects in his life. In some of the flashbacks of that flight, the audience is surprised when, instead of the forced water landing, the plane crashes into skyscrapers. Unable to sleep, he went for a walk near the New York hotel where he was staying, and as he gazed upon the USS Intrepid (retired aircraft carrier) Museum, his eyes centered on the green-brown camouflaged F-4 Phantoms, a plane that he had flown in the Air Force. His mind goes to an in-flight emergency, in which he landed an F-4 at Nellis AFB with flight control problems. Sully’s experiences involved decision making, handling emergencies, and a lot more than cruising on autopilot, the very type of pilot needed for that flight onto the Hudson. At one point, while going for a walk with Skiles, he exclaims, “...I’ve been flying for over four decades, and my entire career is being judged on 208 seconds...” The 208 seconds is the time from when the engines failed until the water landing. While people are well aware of the successful forced landing, without the
WHOLE STORY
loss of a single life, they may not know the extent of Sullenberger’s concern for every person on board that plane. After the water landing, he is the very last person to leave the plane, going up and down the aisles to personally verify that everyone was out. He had taken a careful count of the number of passengers, since, as a domestic flight, he did not have a manifest. Even after he had made it to the shore, he was unwilling to leave the area until he had heard that all 155 had been rescued. Even at the Board’s final hearing, he stated that he would not have considered the water landing as a success if even a single life had been lost. Sullenberger had protested to the Board that computer simulations lacked the human element, so just before that final formal hearing, he was able to get the Board to agree to have the scenario flown in simulators at the Airbus facility in Toulouse, France. Two simulations were performed for the Board, with one successfully landing at LaGuardia, and the other landing at Teterboro. He asked if these crews had practiced the scenarios prior to their performance for the Board, and they learned that the crews had practiced them 17 times, so they were ready to react, without having to think through the situation. (Those of us who have had emergency procedures check rides in simulators know what it’s like to anticipate the emergencies before they occur). Sullenberger protested that this was unrealistic, because it lacked the element of surprise, so the crews reacted immediately upon the loss of the engines, without having to take the time to analyze the situation and decide on a course of action. The Board decided to fly the scenarios again, where the crews would not be able to change course or do anything for a 35-second period following the engine losses. A longer period of time would have been more realistic, but he was willing to agree to that amount of time, as it was better than nothing, and it would probably prove that the landings at the airports could not have been made. In both of these scenarios (the attempted landings at LaGuardia and Teterboro), the planes crashed, thus verifying that Sullenberger had done the right thing on landing in the Hudson. The investigation had taken more than a year, a period in which the crew and their families went through a great deal of stress. The Board concluded their final formal hearing by commending him and Skiles and thanking them for their cooperation in their investigation. It is common for moviegoers to
October 2016
Tom Hanks stars as U. S. Airways Capt. Chesley “Sully” Sullenberger in Sully. (Photos courtesy of Sully 2016 Database) depart the theater as soon as the credits are shown. Those who stayed, however, saw scenes of Sullenberger (the actual person and not Tom Hanks) with his crew and passengers at a reunion. As he said, they share a common bond and will forever be united. No one can watch this entire movie and not reach the conclusion that Sullenberger was truly a hero. If there is a moral to be taken from this story, it is that when it comes to pilot hiring, that experience and ability, and not race, ethnicity, sex, or who one knows, should be the determining factors. When you choose a doctor, auto mechanic, or building contractor, for example, you want the very best, so the same should apply to the pilots flying our planes.
October 2016
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Pathways to Aviation
Continued from Page 11 many changes taking place in the industry and how they affect workforce and economic opportunities in Nevada. As the forum ended, roughly 1,000 students arrived onto the air race campus to participate in their field trips. Future Friday: With nearly 2,000 K-12 students visiting the air race campus, the day started with presentation of opportunities affecting aviation workforce development and economic impact. The majority of the day was focused on informing and inspiring aviation’s next generation. Career Flight Saturday: PSA Airlines started the day with a free breakfast for all air race patrons. PSA Airlines actively recruits new pilots, which was consistent of the day’s theme of connecting patrons of all ages to college and career opportunities. Many workshops took place in the Aviation Learning Center. Special future events you won’t want to miss include the Aviation Careers Panel and the Drone Air Race Championship. Heritage Sunday: The Civil Air Patrol’s 75th anniversary was celebrated with a complimentary coffee reception for all air race patrons. The event was followed by a number of experts, leaders, and enthusiasts addressing aviation heritage. “The Reno Air Races provides an opportunity for us to showcase outstanding relationships with organizations like the Reno Air Racing Association, RenoTahoe Airport Authority, Washoe County School District, Nevada Business Aviation Association, University of Nevada, Embry Riddle University, national and international airlines and manufacturers such as Boeing and many said Parker.
Pathways to Aviation Strategic Objectives-Key Points
The following set of pathways inform, inspire, and engage the entire aviation industry to meet its challenging needs and opportunities. According to the FAA, Nevada is home to 30 public-use airports, whichsupmore than $80 million in payroll with 3,000 active general aviation aircraft and 6,000 pilots. There are five commercial airports with more than $8 billion payroll and a total economic impact of more than $27 billion. Civil aviation contributes to 12.1 percent of the states GDP and 14.1 percent of all jobs in the state. The avia-
tion industry is made up of airline operations, airport operations, component and aircraft engine and parts manufacturing, maintenance and parts suppliers. • Airports Council International – North America Economic Impact of Commercial Airports in 2013 • FAA U.S. Dept Transportation – The Economic Impact of Civil Aviation by State January 2015
Pathway 1 – Inform
Knowledge is power, whether it’s used to understand basic math, science, and technology principles, or to pursue careers in the aviation industry, or to better understand the industry’s needs, activities, and future. To provide speakers, class instructors, classroom materials, teacher professional development, and curriculum on the elementary, middle, and high school levels. Connect students to post-secondary education, either to four-year universities, community colleges, or specialty training opportunities. Support them through tuition-assistance scholarships and collect and share information relating to industry statistics, trends, news, events, and careers.
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1979 PIPER TURBO DAKOTA
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Pathway 2 – Inspire
For many people in aviation, the original spark may not have originated in the classroom. By working with industry leaders, affiliate organizations, and partners, we can help ignite the inspiration in the industry’s future experts. Provide support through leadership, guidance, connections, and funding and work with the aviation industry’s associations and government entities to meet challenges, pursue opportunities, share information, and increase awareness and involvement.
Pathway 3 – Engage
Serve as the aviation industry’s source for decision-makers, experts, stakeholders, and enthusiasts by organizing events to showcase the aviation industry (e.g. annual Speakers’ Forum, Aviation Learning Center at the Reno Air Races) and conduct industry conferences, conventions, trade shows, and workshops. Design a complete careers portal to include career planning coaching, job board, career videos, networking opportunities, and mentoring. For more information, visit www.pathwaystoaviation.org.
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2886 TT, 632 SMOH on Continental IO-520, 1393 SOH Propeller, complete log books since new; King Audio Panel KMA-24, Garmin GNS 530 Com/GPS w/WAAS, Garmin GDL-49 Weather Link, King KY-196 Com, King KN-53 NAV w/Glideslope, Century 2000 Auto Pilot (2 axis), Insight Strikefinder Stormscope, and lots more! Recent Annual ...................$144,950
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October 2016
An Interview with Robin Petgrave, Founder of Tomorrow’s Aeronautical Museum
A
By Annamarie Buonocore
nyone thinking that aviation is for an older crowd needs to spend some time with Robin Petgrave, Founder of Tomorrow’s Aeronautical Museum. After many years of difficulties, Robin decided to make it his mission to help underachieving youth. With a background in aviation, he has found a way to inspire them in their STEM (science, technology, engineering, and mathematics) studies and even help a few become pilots. His most amazing story comes with the achievements of 16-year-old Isaiah who made his first flight around the Earth before his 18th birthday. Isaiah’s story is an inspiring one that fills the world of flight with hope for the youth of tomorrow. In Flight USA: Tell me about the teen solo flight. How did the Museum celebrate this event? Robin Petgrave: We had a youth air fair that exposed youth to the aviation industry. We had more than 7,500 people at the airport. There were many participants, including sheriffs, firefighters, the navy, and the local schools. We had a lot of airplanes that came down and even a job fair. Many people got jobs that day, and the entertainment was great too. We had the largest drone manufacturer in the world educating people about drones. We had lots of food and a car show too. It was a great event that educated many people. We announced Isaiah’s plan to fly around the Earth solo. He will be the youngest person to do so. He is starting with a trip around the United States to prepare him for his one around the world. It is going to be an epic journey. It will make people realize that if a 16-year-old African American kid can accomplish this, they can apply this to their lives and be more successful. That is the goal behind his first trip – to give him experience for the bigger trip around the world. He has been in my after-school program since he was seven years old. At one point, he dropped out of the program and started hanging around troubled kids from his neighborhood. He thought they were cool, but they were a bad influence. He got into drugs and started robbing houses. He eventually gave up on that. He talked to his pastor who told him to find a role model. He came back to me, and we talked about where his life was headed. I told him that I am not about words but about actions. I
(Courtesy Tomorrow’s Aeronautical Museum) pushed him hard. I made him show up everyday and focus on his homework. I helped him get his GPA up to a 3.7. He has become very accountable, and his mother thinks a light switch has flipped within him. He has become a role model to others and a loving son. IF: How did you get started with the Tomorrow Aviation Museum and what is your aviation background? RP: I came here from Jamaica very poor. Like Isaiah, I was a troubled kid. I did a lot of bad things. I had to be very street smart because where I grew up was very tough. I came to America when I was 10, and we moved to an all white town called Belmont, Massachusetts. The people were so different there. I decided then that I was going to be a better person. Even when no one could catch me, I tried to do the right thing, even if it was more difficult. I became a track star and qualified for the 1984 Olympics. I did theater and excelled in everything in high school. I got a scholarship to University of Connecticut. Records I set there are still there to this day. I thought being a pilot would be cool, but I thought I had to go through the military. I had no idea that I could just pay to take lessons. When I got to California, I took some lessons. I became a pilot and then an instructor. That is what I have been doing ever since. I started up a helicopter company with 20 flight instructors. I became a millionaire and was invited onto the Oprah Show as an entrepreneur under 40 years old. My first company was successful, but I started feeling really bad for these kids. At night, I would go back to my money, and they would go back to their difficulties, so I decided to make my Continued on Page 16
October 2016
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In Flight USA Celebrating 32 Years
October 2016
An Uprising Generation Continued from Page 14 business helping kids become entrepreneurs. I gave them a place where they could find themselves and achieve great things. Not all kids are born to parents with big checkbooks. I call it sweat equity. I wanted to give them a place where if they worked hard, they could achieve anything they wanted. I sold my old company, founded the Museum 15 years ago, and started working with kids. IF: What are some of the projects you do with the kids? RP: We have a drone class where we teach kids all about drones. We have a whole drone industry classroom. We have a flight class and a virtual reality room. They get a real feel for what it means to be a pilot. We have a flight school where adults can take lessons. When the adults are not flying them, we let the kids fly them for free. We have an entrepreneurship class. We have personal development classes where they can boost their self-esteem. We let them shadow aircraft mechanics, and we have software that can log their experience. One girl who went through our program got a job at American Airlines as a mechanic earning $100,000 per year. We teach customer service skills. They work in our cafe and at our customer service desk. This helps them pay for their lessons. We have a descendent of the Wright Brothers teaching rocketry classes. We do a lot of stuff with kids. They get an enriched buffet of skills that will make them a well-rounded person. IF: Tell me about your new partnership with the school district. RP: We work with Compton Unified School District, and we have a curriculum with the local community college. We have a whole bunch of aerospace lessons, and kids can satisfy their
science requirements by taking our courses. They learn it by actual hands-on learning. Upon high school graduation, they will be able to become ground school instructors. If they build up enough flight time, they will get their actual pilot’s license upon graduation, but it comes down to how much money we raise. IF: Not all youth have access to your great program, so what advice would you give to youth learning how to fly? RP: The biggest thing is ignorance. If you don’t know, you can’t grow. I would say look in your own area. There are things like the Civil Air Patrol and Young Eagles. You can buy DVDs atBest Buy and start learning. If you have a goal, just stay on that path. Sooner or later, you will get through that forest and get to that goal. You can’t sit like a rock. There are a lot of opportunities, but you have to be in that mode where you share it with other people. If there is something you want to do, let everybody know what your intentions are. You would be surprised as to how many people are out there and willing to help you. IF: How can the community help you? RP: That’s easy. We need money. They can go to our website www.tamuseum.org. They can sponsor the museum fund or Isaiah’s trip. The can call us over the phone or send a check to the museum. They can donate cars, planes, and other supplies to help kids. We plan to raise $20 million, and with that, we can fill more aviation jobs. IF: Thank you!
For more information, Tomorrow’s Aeronautical Museum, Compton/ Woodley Airport, 961 W. Alondra Blvd., Compton, CA 90220, 310/618-1155.
Anna Serbinenko
“I love both teaching and flying. . . I know of nothing more rewarding than sharing your greatest passion with others.”
• Aerobatics Instruction and Air Shows • For more information visit my website: www.cfc.aero Call 604.946.7744 or email anna@cfc.aero.
Visit In Flight USA’s website for the latest aviation news...
www.inflightusa.com
October 2016
L
NEW BREAKTHROUGHS
IN
AVIATION TECHNOLOGY
www.inflightusa.com
An Interview with Michael Lam and Erik Stephansen of LAM Aviation
By Ed Downs and Annamarie Buonocore
AM Aviation is a new aviation company that has engineered a cutting-edge flight control system that results in dramatically improved roll control, decreased stall speeds, increased climb and cruise speed performance, and a solution to loss of control. This is a remarkable achievement, especially given that some of these elusive goals conflict with one another. LAM Aviation recently announced the test results from their highly modified Columbia 300, now named the Volant, at EAA AirVenture Oshkosh 2016. This is a major breakthrough, as the new flight control system integrates anti-spin and high-lift technology in one package. In Flight USA recently had the pleasure of interviewing Michael Lam (founder) and Erik Stephansen (President and CEO) of LAM Aviation. The two offered useful information about the new system, which is sure to change how we think about controlling an airplane. In Flight USA: Tell me about the history of LAM Aviation. How did all of this get started? Michael Lam: My father, Larry Lam, and I started LAM Aviation. He emigrated as a student from China after WWII, Earning Master’s Degrees in Aeronautical and Mechanical engineering from the University of Texas, no small achievement for an immigrant from a war-torn country suffering from the strife of a civil war. Larry played key roles in many notable projects, including re-entry physics for the first generation ICBMs, the XB-70 and B1 bombers, the lifting bodies-aerodynamic precursors to the Space Shuttle, the Space Shuttle itself, and AMRAAM missile design. He also supervised hypersonic (greater than Mach 5) studies at Lockheed’s Rye Canyon shock tunnel facilities. His personal experience in flying directed his attention to the long-standing flight control problems associated with characteristics of adverse yaw and the related stability issue, often resulting in loss of control and unintentional spins. He wanted to improve flight control authority, concentrating on an airplane’s most obvious attribute, the wing. His background as an aerodynamicist gave him the ability to do this. IF: Describe the new wing control flight system and how it works. With which aircraft is it compatible? ML: Aerodynamicists have long struggled with the conflicting needs defined by high speed and low speed flight. The need to roll the wing in order to
produce a turn has also posed challenges, as traditional ailerons tend to cause an adverse yaw that at high angles of attack, especially at low speeds, can lead to a loss of control. Even the Wright Brothers acknowledged the problem of adverse yaw by coupling their wing-warping system with the rudder. High-speed flight is best accomplished with a relatively small wing, thereby reducing drag. However, slow speed flight, certainly needed for safe landings and minimum field lengths, needs a large wing, causing high drag. Aerodynamicists have approached this conundrum with a variety of flap designs, complex high-lift leading edge devises, spoilers, swing wings, experimental (NASA) X-wings, and variable incident wings, just to name a few. The Lam Aero System incorporates the lessons learned from all of these preceding technologies with state-of- the-art electronic sensing to provide a flight control system that becomes a “smart wing,” which provides improved roll control and, in effect, varies the lifting characteristic of the wing itself to achieve multiple objectives. Erik Stephansen: In short, LAM’s innovation improves fuel consumption, speed, flight handling, and it provides a solution to Loss of Control (LOC) events. Our founder’s motivation was to create a more efficient wing and improved aerodynamic controllability. That goal lead to LAM’s patented wing control system. The Lam Aero System incorporates what we might traditionally think of as “flaps” and “ailerons” into one powerful lift and control system. It’s important to note that we aren’t a spoiler since we don’t destroy lift. We have taken this core system and improved the aerodynamic capabilities of the entire wing. By adding modern electronic technology, we enable our active system to work throughout the entire flight envelope from takeoff to cruise to landing. It vastly improves slow-speed control and virtually eliminates the LOC/stall/spin problem. Since the LAM Aero System is a high-lift device, new aircraft designs can reduce wing area to get extra speed performance, without sacrificing low speed performance. For example, our fully integrated system on our modified Columbia 300 (new wing) has significantly reduced wing area, yet, it flies at a lower stall speed than original aircraft and has cruise speed gains of 1620 percent and improved rate of climb by 40 percent coupled with greater than 25 percent fuel saving. You can see detailed performance numbers on our website in a recent announcement we made at this
year’s EAA AirVenture. . IF: Are you saying that an aircraft owner looking to incorporate the LAM Aero System on his/her existing airplane must install a completely different wing? ES: Absolutely not. Our Columbia 300 was equipped with a new wing to confirm just how much benefit could be gained at both ends of the performance spectrum, and it was very successful. The “new wing” option is something that a major manufacturer might want to employ in their next design, be it a GA airplane, corporate jet, or air carrier type aircraft. Drone manufactures are also very interested in the LAM Aero System, as it greatly improves control during a drone’s most dangerous modes of operation, low and slow. But, the Lam Aero System has been made modular, with the ability to install it on an existing plane, like a Cessna Skylane. What might be described as a combined aileron/flap system can be installed in between the existing conventional flap and aileron locations. Basically, an outboard section of the Skylane’s flap would be removed and an inboard section of the aileron would be removed. A void would be created between the existing flap and existing aileron, all aft of the rear spar. The LAM Aero system would be slipped in, as a module, complete with all of the electronics and electronic actuators. Essentially, the “magic is in the middle,” utilizing automated fly-by-wire technology. IF: How does this help with loss of control? ML: It helps in many ways. First, given our modified Skylane as an example, you still have the mechanical flaps and ailerons operating independently. By adding the LAM Aero system, the pilot gets an augmented automatic roll/lift control system that is electronically sensing such things as angle of attack, yaw, airspeed, elevator, and pitch trim inputs and roll rate, just to name a few. The LAM Aero System will then operate the added aileron/flap combination to enhance wing efficiency and lift. Our system actually has the ability to reposition the center of pressure (that area of the wing actually producing the lift) in a manner that will prevent the wing from reaching a critical angle of attack. The bottom line is simple, no critical angle of attack means no stall, and no stall means no spin. When combined by the elimination of adverse yaw, you have a wing that will do it’s very best to keep an initiative pilot out of trouble. IF: What happens if the fly-by-wire technology of the LAM system fails in some manner. ES: Being electronic, you simply use
17
a switch to turn it off. One still has the original manual flight controls availiable as a backup. By the way, being electronic, the LAM Aero system can be “tuned” by the pilot to meet control needs. Much like modern cars that can be set to provide a “sport” or “cruise” ride, the LAM Aero System allows one to choose roll and control rates that are light and quick or keep the feel softer, more like the original design. IF: What are some of the statistics on loss of control? ES: Recent NTSB statistics now point to loss of control as the number one cause of fatalities in both general aviation and professional flying. We are talking about a loss of situational awareness that leads to a stall and often spin at low altitude. The industry is now experiencing a loss of control fatality every four days. That is a dramatic number. This is a critical issue with the FAA and now a mandated subject for all Flight Instructor Revalidation Courses. The LAM Aero System directly addresses this important safety issue. IF: How can pilots purchase this new system, and how much does it cost? ES: We have not announced a specific installation package yet. Our development process continues, and we are now working with investors to continue our outreach to contemporary aircraft manufactures. We expect that our modular approach will allow existing aircraft owners to incorporate the LAM Aero System into their aircraft through the STC process. Pricing has yet to be determined, but it will be competitive. IF: I understand the FAA has endorsed this system. Can you tell me more about your partnership with them? ES: The FAA has flown the Columbia and enthusiastically supports the technology being developed, but they can’t endorse a specific system. We are currently going through that process of meeting FAA certification standards and working with the FAA on a joint angelof-attack program that will yield some significant safety benefits for many areas in general aviation. They have asked us to present the system and join with them to resolve a big issue. FAA feedback has been unusually positive and enthusiastic. IF: How long have you been doing this? How long did it take to create this system? ML: My father invented it in a day and a half, but there is a lot more history. ES: The Company is roughly eight years old. The focus was to take the initial design idea and bring it to life as a salContinued on Page 18
FIRST EAA SPORT PILOT ACADEMY HUGE SUCCESS
18
In Flight USA Celebrating 32 Years
All four pilots attending EAA’s first three-week-long Sport Pilot Academy passed their checkrides as the program wrapped up late last month in Oshkosh. The Academy was introduced this year as a condensed sport pilot training program that would solve some of the challenges student pilots face when trying to schedule time with instructors and airplanes that have limited availability. “It’s concentrated flying,” said John Cecilia, EAA 1121144, who began his light sport training in February 2014 and
had close to 60 hours under his belt before attending the Sport Pilot Academy. “I’ve done more flying in the last three weeks than I’ve done in the past year and a half in terms of hours, so for retention and understanding, you really couldn’t beat this.” Cecilia had been having difficulty scheduling lessons at his flight school prior to attending the Academy. After he was told by an instructor that at the rate he was going it would take two more years to earn his certificate, he began to
look into other options. “I had looked at some other ways of doing completion training and this was by far the best deal,” Cecilia said. “It was close to home, it was EAA, and it was a chance to see Oshkosh and the airport without half a million other people on it.” Participants received personalized flight instruction in EAA’s fleet of Cessna 162 Skycatchers, food, and lodging, as well as only-in-Oshkosh experiences including behind-the-scenes museum tours and a flight in EAA’s B-17
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Graduates of the EAA Sport Pilot Academy (Photo: EAA)
Aluminum Overcast, for $9,999. “Everyone said it was an amazing experience, more than they thought it would be,” said Kevin Loppnow, EAA’s chief pilot, who designed the Academy’s curriculum and served as one of the program’s four flight instructors. “Each one of the pilots said it was worth every penny.” Plans for expanding the Sport Pilot Academy in 2017 are currently underway and will be announced in the coming months.
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Continued from Page 17 able product. We have been in development for six years, and we are just now coming to a point to commercialize. The technology was something we could handle by our team, and we are now seeking additional investment capital to finalize a product package that will be applicable to a specific retrofit application. IF: What is your hope for the company going forward? ML: We are looking at different ways to get the system out there in a package as quickly as possible. This depends on FAA approvals and getting investor funding. IF: Are you both pilots? ML: Erik is an aerobatic pilot, and I am multi-engine instrument rated. Both of us have shared experiences in flying in which we appreciate the other person’s perspective. We understand how systems can improve the flying experience. The LAM Aero System gives you amazing authority and control in the critical corners of the flight envelope. This really excited us. We are very focused on saving lives. We have made a huge breakthrough both managing critical phases of flight and improving performance. We are proud to be making aviation safer and more fun. ES: We make airplanes safer by expanding all performance parameters. As an aerobatic pilot, I often fly at the edge of “loss of control.” I want to take that real world experience into the realm of engineering in a way that can benefit every pilot, no matter what skill level they have. With this new system, everything just gets better. IF: Thank you.
October 2016
EAA is proud to honor five new inductees into their Sport Aviation Halls of Fame at a dinner ceremony on Nov. 10, 2016, in the Founders’ Wing of the EAA AirVenture Museum. The five inductees, representing ultralights, the International Aerobatic Club, Vintage Aircraft Association, Warbirds of America, and homebuilding, have dedicated their lives to their respective areas of aviation and join an esteemed group of individuals who represent the spirit of EAA in the highest form.
Ultralights: Tracy Knauss
Tracy Knauss, longtime publisher of Glider Rider, which became Light Sport and Ultralight Flying magazine, has helped knit together the small community of hang glider and ultralight pilots with the publication he started in 1976. Photographer, artist, space buff, photo restorer, genealogist, (EAA) magician, husband, and father — the list of Tracy’s roles is long and varied, but the one that started him down the path to international recognition was magazine publisher. When Tracy discovered hang gliding in 1976, he saw the need for a publication that informed pilots about news, warnings, new products, flying tips, and, yes, even gossip. He formed a company called Glider Rider and started a magazine by the same name. It was immediately successful, and quickly became the go-to publication for hang glider pilots in the United States as well as in more than 60 other countries. “There is a commonality in flying that transcends language differences,” Tracy observed. As the sport evolved and pilots started putting engines on their hang gliders, Tracy followed the trend, changing the magazine’s title to Ultralight Flying, and began including coverage of motorized ultralights. In its 40th year of publication, and now titled Light Sport and Ultralight Flying, the magazine continues to cover hang gliders and ultralights of all kinds, both powered and unpowered. “We’ve been covering the lightest end of aviation since 1976, and hope that the best years are still ahead of us,” said Tracy.
International Aerobatic Club: Robert Armstrong
Robert “blames” his aviation career on his junior high school, which was located right next to an airport, providing ample opportunity to gaze longingly at the air-
2016 HALLS
OF
FAME INDUCTEES
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planes through the window. He soon began swapping manual labor and airplane washings for flying time. Robert obtained his private (EAA) pilot certificate before his senior year and received his A&P certificate the summer after graduation. Robert built an S-1C Pitts Special and flew it first to Oshkosh, then down to Fond du Lac, Wisconsin, for his first aer-
obatic contest. Robert was the highestscoring first-time competitor in Sportsman, and he counts that trophy as one of his most cherished. From that first contest at Fond du Lac, Robert met many fellow aerobatic enthusiasts involved in the IAC, finding them to be a helpful and friendly group of people. From then he was hooked and never wanted to leave. In 1988 Robert competed in the U.S. Nationals for the first time, winning second overall. Robert later began flying the
19
CAP 231 and in his aerobatic career has flown in a total of 10 World Aerobatic Championships. Robert has logged more than 17,000 hours of flight time, more than 5,000 of those in general aviation. This includes 1,600 hours of aerobatic time. The list of aircraft types he has flown exceeds 80. Robert is a retired airline pilot, having flown the 717 for 12 years at AirTran, and today flies a Citation XLS for a local Continued on Page 20
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In Flight USA Celebrating 32 Years
Planes of Fame Air Museum Over 150 Aircraft and Displays See the Northrop N9MB Flying Wing Fly!
Living History Flying Day Saturday, November 5, 10 am The November 5th Living History Flying Day will feature the Northrop N9MB Flying Wing. A speaker panel of distinguished aviation experts, historians and veterans will give a presentation, followed by a flight demonstration of the featured aircraft.
Visit us:
Living History Flying Days occur the first Saturday of each month at the Chino, CA location.
Sun-Fri: 10-5 • Sat: 9-5
(Schedule subject to change.)
Closed Thanksgiving & Christmas
CHINO AIRPORT (KCNO) • 7000 MERRILL AVE., #17 • CHINO, CA Corner of Merrill and Cal Aero Drive Dr. Chino Airport
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• Beijing, Wuhan, Yichang, Chongqing, Chengdu, Guilin, Xi’an, Suzhou & Shanghai • ALL 5-Star hotels and 5-star cruise ship (all cabins with private balcony). • Great Wall, Forbidden City, Tiananmen Square, & Summer Palace • 4-night Yangtze River Cruise through Three Gorges and 5 locks of world’s largest dam with 3 included shore excursions • Baby Pandas at Chengdu’s Breeding Center
• 8000 Clay Soldiers, ancient city wall, famous Tang Dynasty show • Exotic Guilin with Li River mini-cruise plus tea plantation & Reed Flute Caves • VIP Tour of NEW WW II Flying Tigers Museum plus VIP Banquet • Cruise Grand Canal of Suzhou, World’s Silk Capital & the “Venice” of China • Tour the old and the new modern Shanghai • And SO MUCH MORE ...
12th Annual VIP Delegation led again by local retired UAL Capt. Larry Jobe & his wife “China Nina”
209.962.5588 or toll free 866.669.2288 www.TravelAireTours.com for full details
October 2016
2016 Halls of Fame Inductees Continued from Page 19 company, allowing him the benefit of flying out of the same airport for both work and play.
Vintage: Phil Coulson
Phil Coulson of Lawton, Michigan, has been immersed in aviation all of his adult life. Phil enlisted in the U.S. Air Force during the Korean War and, on his (EAA) return to Michigan, learned to fly in a prewar Piper J-5 Cruiser. Phil had discovered a passion for sport aviation, and began attending the early EAA conventions at Rockford starting in 1962. Phil began volunteering with EAA at Rockford, and then at Oshkosh, where he became an advisor in the Antique/Classic Division in 1985, followed by election to its board in 1987. During this period, he acquired a Waco UPF-7 open-cockpit biplane. The experience of owning the Waco, and the camaraderie with other owners that followed, led Phil and his friends to organize the American Waco Club (AWC) in 1993. Phil was named the founding president, a leadership position he continued until his retirement in 2013. Phil also edited and published the Waco World News, the publication of the AWC. In addition to the UPF-7, Phil and his wife, Ruthie, have owned a G35 Bonanza, a Cessna 190, a Waco INF, a Waco 10, and a rare Waco UBA. As a director of the Vintage Aircraft Association, Phil has chaired the annual Vintage Parade of Flight during EAA AirVenture Oshkosh and served as a longterm senior judge in the Antique category. He chose to take emeritus status with the VAA board in the fall of 2015 after nearly 30 years of active, involved, and dedicated service to both EAA and the VAA.
Warbirds: Doug Champlin
Doug Champlin dedicated his life to the historic preservation of military fighter aircraft, including 27 examples from World War I, World War II, Korea, (EAA) and Vietnam. All of these aircraft were maintained in flyable condition and represented combat pilots from the United States, the United Kingdom, Russia, France, Japan, and Germany. The aircraft were based at the Champlin Fighter Museum in Mesa, Arizona, from 1980 through 2002.
His museum didn’t just house aircraft, but also featured a staggering collection of other artifacts, including an armored car, a Soviet T-34 tank, and a large number of other weapons, including a Gatling gun. In addition, Doug maintained what was considered to be one of the world’s largest collections of autographs from famous fighter aces throughout history. The museum was also home to two notable veterans’ groups: the American Fighter Aces Association and the Flying Tiger Association. The Museum of Flight in Seattle, Washington, is now honored to be the permanent home of the Champlin Collection, proudly displaying Doug’s treasured airplanes throughout their Personal Courage Wing gallery. Doug was a member of the Museum of Flight’s board of trustees, and was gratified to see his collection remain intact when it was acquired by the museum and put on display in 2004. Through the years, as he devoted his life to the acquisition, restoration, and display of so many rare and historic aircraft, for Doug, the most rewarding thing was the opportunity to meet fighter pilots from around the world and hear their stories firsthand. Those meetings led to many long-term friendships that he cherished until he passed away in May of 2013.
Homebuilding: Jim Bede
Jim Bede, an Ohio native, made his first foray into the experimental aviation world with his original BD-1. The airplane had a number of innovative features including the use of bonding the aluminum structure instead of riveting. The (EAA) rights to that airplane were eventually bought by the Grumman Aircraft Company and became the Grumman Yankee. Jim followed that design with the record-breaking BD-2, and then the iconic BD-4. The simple and innovative design features of the BD-4 set the standard for simplicity and excellent performance. It was the first homebuilt aircraft to be offered in kit form, requiring no welding by the builder. In 1971 Jim started the aviation world buzzing with the introduction of the BD-5 Micro. After the first flight, stability issues required a redesign, and Jim hired Burt Rutan to head the flight test department. One of the challenges faced by the BD-5 was the choice of engine. While searching for a reliable piston powerplant for the BD-5, Jim decided to create a jet-powered version. The BD-5J, best known for its role in the opening scenes of the James Continued on Page 22
October 2016
NASA AWARDS GRANTS TO INSPIRE MARS GENERATION OF EXPLORERS AND SCIENTISTS
NASA is awarding approximately $3 million in grants to three informal education organizations to help inspire the next generation in science, technology, engineering, and math (STEM) studies and careers as the agency progresses on its Journey to Mars. The selected organizations are: • Girlstart, Inc., of Austin, Texas • NASA Wallops Visitor Center in Wallops Island, Va. • Wings of Eagles Discovery Center in Horseheads, N.Y. The selected projects will create a new Mars exploration exhibit, offer educator professional development on space science topics and engineering technology, pilot Mars-themed lesson plans in regional school districts, expand regional afterschool and summer camp opportunities, and develop community programs related to space exploration. “Museums and out-of-school time providers are in a unique position to provide STEM engagement through handson experiences,” said Roosevelt Johnson, deputy associate administrator for NASA’s Office of Education in Washington. “NASA supports experiences that engage with STEM topics in personally meaningful ways.” The proposals were selected through a peer-review process for NASA’s Competitive Program for Science Museums, Planetariums, and NASA Visitor Centers Plus Other Opportunities. In June, NASA announced the first nine proposals selected from the 73 applications received through this opportunity. The newly selected projects range in value from approximately $600,000 to $1.25 million. Organizations will implement their proposals over the next one to five years, depending on their project. Projects selected this year will extend the reach of these organizations across the United States through partnerships with other museums, K-12 and higher education institutions, hospitals, and industry to create exhibits, educational programming and curriculum, and immersive multi-media and hands-on, inquiry-based activities. The goal of these efforts is to enhance critical-thinking skills, engineering and science literacy, and prepare the next generation for careers in STEM fields. Many projects will focus on providing opportunities to youth in populations that are historically underrepresented in STEM professions. The selected organizations will collaborate with NASA’s Museum Alliance, a nationwide network of informal educa-
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tion professionals at more than 700 science museums, planetariums, Challenger Centers, youth-serving organizations, camps, libraries, nature centers, aquariums, zoos and visitor centers at NASA facilities, observatories, and parks.
Where th
NASA’s Jet Propulsion Laboratory in Pasadena, Calif., created and manages the Museum Alliance for the agency. For more information on the 2015 Competitive Program for Science Museums, Planetariums and NASA
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Visitor Centers Plus Other Opportunities, visit: go.nasa.gov/29drvEH For more information on NASA’s education programs, visit: www.nasa.gov /education
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EAA ENSURING NO GA AIRCRAFT LEFT BEHIND IN ADS-B MANDATE
22
In Flight USA Celebrating 32 Years
October 2016
As the FAA announces its rebate program for installation of ADS-B in GA aircraft flying in controlled airspace by the required date of 2020, EAA continues to support the efforts through its involvement in the FAA/industry Equip 2020 working group, especially for some groups of airplanes that are not given attention as part of the larger general aviation fleet. “Great progress has been made, but there is still more work to do,” said Sean Elliott, EAA’s vice president of advocacy and safety. “EAA continues to press for a clear pathway for S-LSA equipage does that not currently exist, because a significant number of S-LSAs no longer have factory support or are orphaned with literally no more factory!” The problem arises because S-LSAs
cannot be modified without manufacturer consent. If the manufacturer does not exist or is unwilling to permit choices in the way of ADS-B equipage, it’s a barrier to 2020 compliance for owners. EAA is working to ensure that those aircraft, numbering in the thousands, have an affordable process to equip by the deadline just as the rest of GA aircraft are doing. Last month, Elliott represented EAA members in Washington at an Equip 2020 working group meeting to continue the dialogue and give all aircraft owners an equal voice as this important deadline nears.
The International Council of Air Shows (ICAS) last month released details on the two keynote presentations that will bookend the 2016 ICAS Convention as part of the most comprehensive and diverse education program ever offered at an air show industry gathering. Capt. Robert Gusentine (U.S. Navy, retired) will open the convention Tuesday morning, Dec. 6, with a presentation entitled, “New Thinking: Why Your Ability to Understand Your World in New Ways is Critical to Success.” Gusentine will draw on his 28 years of leading high-performance teams worldwide to explore the increasing complexity of today’s challenges and how new thinking is required to overcome them. He will relate the lessons learned by the U.S. military during a decade and a half of irregular warfare in Afghanistan and Iraq to the challenges faced by air show professionals who face a constantly changing environment in which they conduct their business. Former space shuttle astronaut and retired U.S. Air Force Col. Charlie Precourt will discuss, “The Normalization of Deviation” Thursday morning,
Dec. 8. Drawing on his familiarity with the Challenger and Columbia space shuttle accidents, Precourt will explain how organizations often grow to accept and normalize situations or problems that they know to be hazardous or abnormal. His presentation will discuss how the normalization of deviation impacts many different kinds of organizations, how to recognize when the phenomenon impacts your operation and what you can do to combat the potentially tragic impact of this very common safety problem. Immediately following Precourt’s presentation ICAS will hold a town hall meeting and discussion regarding air show safety which will provide convention delegates with an opportunity to ask questions, offer opinions and, generally, participate in a dialogue on this very important issue. The 2016 ICAS Convention taking place at Paris Las Vegas Dec. 5-8 marks the 49th annual gathering of air show professionals. Since 1967, the air show community has gathered every year to exchange ideas, conduct business and begin the process of planning the upcoming air show season.
ICAS CONFIRMS 2016 CONVENTION KEYNOTE SPEAKERS
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Continued from Page 20 Bond film Octopussy, was a 300 mph manned bullet powered by a Sermel TRS18-046 turbojet. Jim was an active member of Chapter 1252, and there was no doubt about his passion for aircraft design. He
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FINDING GRANDPA’S PLANE In Flight USA Celebrating 32 Years
24
By Maggie Nett
I
Digital Marketing Coordinator (Reprinted with permission EAA) wish I could tell my five-year-old self to not be afraid, to enjoy the opportunity. But what did I know? I was five and afraid of being up so high in the sky. My grandpa, William “Bill” Nett owned N20251, a 1972 Cessna Skyhawk, from 1977 to 2013, and as a young child I never appreciated what that meant. My aviation story starts with that airplane. In the late ‘70s my grandpa learned to fly, purchased the 172, turned some land he owned into a runway, and built a hangar on its north end. After a few years, he decided to build a new hangar closer to home – in the walk-out basement of the new house he was building on the
south end of the runway. With access to the runway and the plane in the basement, flying anytime he wanted was a breeze. It wasn’t long before my grandpa had three of his sons flying too, including my dad. With my grandpa’s offer to pay for gas and an instructor, my dad soloed by the age of 19. My parents built their first house down the block and right across the street from the runway. I lived in that house until I was 8 years old, so I watched my grandpa, dad, and uncles take off and land many times during my young years. I don’t specifically remember my first flight, but I do remember sitting in the backseat, reaching to peer out the window, and not liking what I was seeing. I guess I was afraid of flying from the get-go. The combination of height and
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speed was not something I enjoyed and I made it very clear to my parents that I did not want to go again. After that, I didn’t pay much attention to my grandpa’s plane. After a few years we moved to a new house, and my grandpa moved permanently to his cottage in Wautoma, Wisconsin. He brought N20251 with him and hangared it at the Wautoma Municipal Airport. The year we moved was the last year I saw that airplane fly. As the years went by and my grandpa got older, my dad and one uncle who stayed current knew they didn’t want their dad flying anymore. They stopped flying all together in the hopes of enticing him to sell the plane. That was circa 2004. In 2013 Grandpa finally gave the okay to sell, and a buyer was found. I am now 24 and have worked at EAA since February 2015. At my desk is a picture of my dad and uncle standing next to N20251 on the day it was sold. My dad gave (the photograph) to me and said I could pin it up to show that I had an aviation story of my own. It was such a dad thing to do, but that picture got me thinking: Where was the airplane now? Who bought it? Would or could I ever see it again? I asked a few co-workers how I could go about finding an airplane, but my search was futile. Months went by without another thought, and it wasn’t until spring 2016 that I searched the internet for the Nnumber on a whim and found exactly what I was looking for. N20251 was owned by H.J. Aviation from Wisconsin Rapids – not too far away from Oshkosh! I put on my investigation hat and within 15 minutes I had learned that H.J. Aviation owner Howard Joling was not only an active EAA member, but also the president of Chapter 706 in Wisconsin Rapids. I was beyond excited to finally learn where the airplane had gone. But did he still have it and was it still flying? In early May, Howard and I connected on the phone. He said he still owns N20251, it is still flying, and that making a visit to see it would be no problem. I reached out to my co-worker, Hal
October 2016
Arlene and William 'Bill' Nett, Maggie's grandparents, stand next to N20251 in St. Peter, Wisconsin. (Photo courtesy EAA)
Bryan who I knew would appreciate the story, and help me on my quest to see my grandpa’s plane once again. Hal was more than willing to help me out and even offered to fly me to Wisconsin Rapids, but our summer schedules never worked out. Then, a few weeks ago, as my dad and I were rummaging through my grandpa’s basement we came across his flight briefcase, and inside was the original owner’s manual to the very plane I wanted to go see. Who better to return the manual than me? The very next day I contacted Howard again and set up a time to go visit. A few days later, Hal and I landed at Alexander Field South Wood County Airport and my aviation story came full circle. Howard offered to take me for a flight, even putting me in the left seat. It was an amazing experience. This airplane may not have meant much to me as a young girl, but it meant something to me now, and I finally understood what I missed out on as a child. The smell of the cockpit and the sound of Howard communicating “20251” over the radio brought so much joy to the experience. You can bet I had a huge grin on my face as we took off. My grandma, who spent hundreds of hours being my grandpa’s right-seat companion, passed away in 2001, but I will be able to share this story with the rest of my family and, of course, my grandpa. Although he has dementia now, I know he will remember his airplane and all the joy it brought to my family. And I know I’ll never forget it either.
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October 2016
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TICK, TICK, TICK
25
Homebuilder’s Workshop I flew the RV-8 the other morning, and the battery was a little low, and it had just enough juice to start, even with the Pmags. Runup was nominal, but in initial climb, there was a tick-tick-tick sound sort of like the electric fuel pump but louder. Turning off the fuel pump did not change the sound. What to do? Turn downwind for the “umpty” thousand-foot runway I took off from, of course. I was told tower that there was a funny sound but that everything seemed to be running fine. There was no traffic, and I was cleared to land. If they had given me a delay, I would have declared an emergency (why not? doesn’t cost anything), but I didn’t. I don’t know if they did or not. The pulse repetition rate seemed too slow to be engine related, but the first priority was getting the plane on the ground, not debugging the problem at low altitude. The next day, I took the cowl off, and Mike, my IA, inspected the engine carefully. Nothing. Loose rubber strips flapping in the breeze? Nope, but a good guess. So what was it? On the RV-8, there is an air intake under the right wing to provide fresh air to the back seater. Mike found that the scat tubing had a tear right at the air intake and perhaps that was the culprit, with the tube flapping back and
A
forth. He managed to cut out the bad portion of the tube and then reattach it, something I’m not sure I could do with only one hand, deep inside the wing. This morning, it was time for the test flight. Tower cleared me for takeoff, maintain runway heading. Uh, no thanks... if the problem wasn’t fixed, I wanted to be able to turn downwind immediately. Takeoff clearance declined. And on the takeoff, I was aware that landing on the crossing runway would have been dicey, at best. But the good news was that the noise had gone away. Once again, reinforcing the safety adage that in a homebuilt, every flight is a test flight. And that’s not a bad attitude for all aircraft.
•••••
Actually, on the previous almost flight, there was another tick tick tick. As I pushed the airplane out of the hangar and let it roll down the slight incline, I heard that sound coming from the left wheel. I removed the wheel pant and didn’t see anything, but the tires were a bit low. I put some air in the tires, and everything was happy except me; I spent my allotted hour working on the airplane instead of flying it.
OFFICIAL MAIDEN FLIGHT
By Marino Boric (EAA)
fter years of hard work, Rimowa’s Junkers F13 replica took off at 5:19 p.m. on Sept. 15 for its official maiden flight from the Dübendorf airport in Switzerland. The official first flight of the replica Junkers F13, named Annelise 2, took place almost 100 years after the launch of the “mother of all commercial aircraft” in 1919. The F13 took off from Dübendorf Air Base (LSMD), which was formerly Zurich’s primary airport, on a mostly gray and rainy afternoon. But the weather was merciful, giving the Rimowa team a one-hour sunny break. Ju-Air, the Association of Friends of Historical Aircraft (VFL), and the Rimowa team were all present that afternoon, but the happiest were probably the pilots in the open cockpit, test pilot Oliver Bachmann and Rimowa President and CEO Dieter Morszeck. After taxiing down the grass runway at 5:13 p.m., the F13 began a 600-foot
OF
•••••
One of my interests these days is exploring new maneuvers for building skills and confidence for flying homebuilts. After all, homebuilts don’t have FAR 23 certification to give you the hope of benign handling characteristics, and as somebody else pointed out, a private pilot’s license only means minimum skills. So here’s one I gave to a buddy on a BFR (yes, I know that’s the old name for it) in his RV-9A, 160 HP, fixed pitch prop, just like mine. Establish 90 knots and a steep bank. I think we used 60 degrees, but 45 can also be challenging. Once established, go to full power and climb to a target altitude, still at 90 knots. Upon reaching that altitude, chop power to idle and descend, still at 90 knots, still in the same bank angle. It’s not all that hard, but it is different, and that difference means that you build skills and experience. Here’s another that I did in my own RV-9A. At normal cruise power, establish a steep turn at a fixed altitude. I used 45 degrees of bank because I know my steep turn skills need polishing. After turning through 270 degrees, reduce power to idle. When reaching flap speed, put down full flaps, and, still at that altitude and bank angle, perform a full stall. Recover at that
same bank angle (glider pilots do it all the time in thermals, so it’s not a big deal), Ed add full power and Wischmeyer climb back up to the entry altitude, still at the same bank angle and speed. When the airspeed stabilizes in the bank, or at say, 20 knots below entry speed, recover to normal cruise power and speed. If, heaven forbid, you ever find yourself in an engine-out situation and need the steep turn to reach a forced landing site, you don’t want the actual emergency to be the first time you see this part of the flight envelope. After all, loss-ofcontrol accidents don’t happen in the middle of the flight envelope. I saw one video that showed how to do steep turns in a Cessna 172 by cranking in preset amounts of elevator trim. That means that you don’t learn to trim as you’re doing the maneuver. My maneuver really makes you work to keep the airplane under precise control. Get a really good CFI, a bunch of altitude, and go try it, but don’t try it at low altitude, solo. (I’m an aerobatically qualified CFI myself and have the experience to recover from a variety of circumstances). Try both maneuvers. Send in a letter to the editor on what you learned. More maneuvers next month.
RIMOWA REPLICA JUNKERS F13
takeoff run, raising the tail and then lifting gently from the runway just seconds later. The deep sound of the Pratt & Whitney Wasp Junior R-985, nine-cylinder radial engine greeted invited spectators from around the world. The F13 flew two traffic patterns at approximately 100 knots before a smooth landing on the grass runway. Morszeck was thrilled with the flight. “This is a dream come true for me,” he said. “The Junkers F13 is back in the air and I was fortunate enough to experience its official first flight as a member of the crew. What more could I ask for?” Seven years of research, planning, and approvals were spent between the project’s genesis and the aircraft’s maiden flight. Ju-Air, VFL, and luggage manufacturer Rimowa joined forces to remake the F13 and embark on a journey into bygone aviation. The original F13 was designed by German entrepreneur, engineer, and visionary Hugo Junkers in 1919. It was the first cantilever all-metal aircraft made
of duralumin and was manufactured at the Junkers plants in Dessau, Germany until 1933. Morszeck, whose father first developed Rimowa suitcases using the same material more than 60 years ago, felt a sense of affiliation with Hugo Junkers’ project and therefore sponsored the construction of the first airworthy F13 replica. “Hugo Junkers was the first person to use duralumin in aircraft construction,” Morszeck said. “Around the world, grooved sheet metal became the hallmark of Junkers aircraft and Rimowa suitcases ... I wanted to give back the world an important cultural asset – not in a museum, but where it belongs: in the skies.” A team comprised of the companies Kälin Aero Technologies, MSW Aviation, Naef Flugmotoren AG, AeroFEM GmbH, and Ju-Air spent 12,000 hours over the course of 24 months building the Junkers F13. The F13 team performed research in numerous archives spread across multiple countries in order to develop the construction plans. A Junkers JL6 at the Museum of
Rimowa’s Junkers F13 replica made its maiden flight last month. (Photo courtesy EAA) Air and Space at Le Bourget in Paris proved to be especially valuable. It was scanned by lasers and the data was fed into 3-D construction software and used to complement the original blueprints. The low-wing airplane, with an open two-man cockpit, consists of 2,600 parts held together by more than 35,000 rivets. The historical replica is powered by a 450hp Pratt & Whitney Wasp Junior R985 9cylinder radial engine. The airplane and its luxurious interior were built with materials and skills used in far-gone times. The F13’s Swiss certification is scheduled for the end of 2016.
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HARRISON FORD KICKS OFF 25TH ANNIVERSARY OF YOUNG EAGLES
In Flight USA Celebrating 32 Years
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What started in 1992 as a program to introduce kids to flight has evolved into an aviation movement powered by the world’s largest volunteer air force. The EAA Young Eagles program is celebrating its 25th anniversary in 2017, a milestone year that began with the flight of the 2 millionth Young Eagle by actor Harrison Ford at EAA AirVenture Oshkosh in July. Ford, who served as Young Eagles volunteer chairman from 2004-2009 and has flown more than 300 young people himself, flew 16-year-old Jodie Gawthrop as Young Eagle No. 2,000,000. That flight came 13 years after the program reached its initial goal of flying 1 million young people by the 100th anniversary of powered flight in December 2003. “The success of Young Eagles is based on its simplicity – one pilot flying one young person, free of charge, to introduce them to flight,” said Jack J. Pelton, EAA CEO and chairman. “The program has been built on the dedication of more than 50,000 pilots who have flown at least one Young Eagle over the past quarter-century – some flying more than 5,000 kids – with the help of another 50,000 ground volunteers who have dedicated their time and talents.”
Pending Pilot Deficit
With a growing need for pilots, EAA Young Eagles is more important than ever before. The program has emerged as aviation’s leading initiative to introduce kids to the possibilities of flight. Thousands of Young Eagles have gone on to pursue careers in aviation and countless more have benefited from the boundary-challenging experience. “While we just flew our 2 millionth Young Eagle in July, we really mark the beginning of the next million Young Eagle flights,” said Sean D. Tucker, Young Eagles chairman and aerobatic pilot. “Aviation has brought so much to so many and touched so many lives. Our incredible EAA pilots and volunteers who fly these kids are passionate about providing the same opportunities they had in aviation to the next generation. Reaching 2 million kids flown in 25 years is a remarkable achievement, and we’re
October 2016
Grass-roots initiative introduces millions of kids to the possibilities of flight. (Photo courtesy EAA)
going to celebrate that in 2017!” Specific activities celebrating Young Eagles’ 25th anniversary in 2017 will be announced as they are finalized. They will involve EAA members and chapters, as well as ways for pilots and other volunteers to get involved. The 25th anniversary will reach its peak during EAA AirVenture Oshkosh 2017, July 2430 in Oshkosh, Wisconsin. Heading into the program’s 25th anniversary year, Young Eagles flights have been flown by EAA-member pilots in aircraft ranging from hot air balloons to corporate jets, and on every continent except Antarctica. The program has also brought aviation to youth in all socioeconomic groups, including Native American tribes in the southwestern U.S. and inner city youth through an association with the famed Tuskegee Airmen of World War II. Over its history, the Young Eagles program has drawn high-visibility personalities as chairmen. Along with Ford, the EAAYoung Eagles program has been chaired by the late Academy Award-winning actor Cliff Robertson (1992-1994); Gen. Chuck Yeager (1994-2003), the first man to fly faster than the speed of sound; Chesley “Sully” Sullenberger and Jeff Skiles (2009-2013), the cockpit crew of the “Miracle on the Hudson” US Airways Flight 1549; and current chairman, aviator, and air show performer Sean D. Tucker, who flies a Young Eagle at each air show tour stop. Young Eagles also receives aviation industry-wide support, including from its presenting sponsor, Phillips 66, as well as additional support from Sporty’s Pilot Shop, Embry-Riddle Aeronautical University, Lightspeed, Garmin, the Academy of Model Aeronautics, and Global Aerospace.
Have an event coming up? Submit it for publication in the online events calendar at www.inflightusa.com
October 2016
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Join 27,000 industry professionals for the most important three days of business aviation, with over 1,100 exhibitors, 2 static displays of aircraft and over 50 education sessions. Save the date and visit the NBAA-BACE website to learn more.
SAVE THE DATE www.nbaa.org/2017/inflightusa
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B-25 “Mitchell” bomber was on static display and also flew during the 2016 Fort Wayne Air Show. The B-25 was representing Disabled American Veterans Association. (Mike Heilman)
THE FORT WAYNE AIRSHOW
Story and Photos by Mike Heilman
The two solo pilots make a mirror image pass in their F-16 “Fighting Falcons” at the 2016 Fort Wayne Air Show. (Mike Heilman)
The always popular Indy Boys Jet Truck performed at the 2016 Fort Wayne Air Show. The Jet Truck is capable of speeds over 300 mph. (Mike Heilman)
An A-10C from the 122nd Fighter Wing prepares to perform at the 2016 Fort Wayne Air Show. The open house and air show was held at the Fort Wayne National Guard Base located at the International Airport. (Mike Heilman)
T
he 122nd Fighter Wing (FW) of the Indiana Air National Guard has been a part of the Fort Wayne, Ind. community since 1952, and this year the unit held an open house and airshow featuring the U.S. Air Force Thunderbirds. The 122nd FW is based at Fort Wayne Air National Guard base located at the International Airport. The 122nd employs more than 1,000 personnel at the base. The 122nd FW (known as the “Blacksnakes”) operates the A-10C
Fort Wayne native Dean ”Cutter” Cutshall taxis Vietnam era F-100F back in after performing at the 2016 Fort Wayne Air Show. (Mike Heilman)
An A-10C from the Indiana Air National Guard’s 122nd Fighter Wing banks hard after a simulated bombing run at the 2016 Fort Wayne, IN Air Show. (Mike Heilman) “Thunderbolt II.” The Wing has been flying the A-10C since 2010 when the unit transitioned from the F-16 C/D. The unit has received six outstanding unit awards and recently the wing was awarded the Spaatz Trophy as the best flying wing in the Air National Guard. Weather for the show played a factor in the crowd size. On Saturday, a large weather system moved through the area, and the crowd was estimated only at
The U.S. Special Operations Command Parachute Team (USSCOM) opened the 2016 Fort Wayne show with a American flag jump. (Mike Heilman)
Kent Pietsch perform three different routines in his 800-pound Interstate Cadet, which included landing on the top of a moving RV. (Mike Heilman)
An F-86 “Sabre” make a low pass during a mock Korean War dogfight with a MIG-17 at the Fort Wayne show. (Mike Heilman)
6,000. The front moved through, and Sunday the weather was perfect. The Sunday show drew over 30,000 spectators. The turnout was less than expected due to weather, but organizers were pleased with the large Sunday crowd. Headlining the Fort Wayne Air Show was the United States Air Force Thunderbirds. The Thunderbirds flew their F-16C “Fighting Falcon” at both days of the event. U.S. Special
Operations Command Parachute Team (USSCOM) known as the Para-commandos performed several jumps during the two-day event. The parachute team is made of active duty military or Department of Defense civilians most are combat veterans U.S Navy was represented at the airshow by F/A-18 “Super Hornet” West Coast Demonstration Team. LT. Jason Continued on Page 33
October 2016
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29
Flying With Faber
A
A VISIT
TO
By Stuart J. Faber and Cheryl Wilson
hidden treasure occasionally overlooked by California Wine Country visitors is the historic town of Healdsburg. Located in Sonoma County, Healdsburg is in the heart of one of the most important wine-producing regions in California. This village of 11,000 residents, the centerpiece of the Russian River, Dry Creek, and Alexander Valleys, packs in a wealth of fine boutique hotels, restaurants, wineries, and artisan shops into its 4.5 square miles. The Native Americans of the Pomo tribe were first to settle in this territory. European immigrants moved in around the 1830s and first settled downstream in the village of Graton. In 1867, an Ohio visitor named Harmon Heald purchased a huge parcel of land and established the city of Healdsburg.
Things to Do
HEALDSBURG, CALIFORNIA
cruising down the river. Russian River Adventures, 20 Healdsburg Ave., Healdsburg, CA 95448, 707/433-5599, www.russianriveradventures offers the best in terms of equipment and itineraries. For example, the full-day excursion enables you to glide along gentle currents with leisurely stops at a clear swimming hole or a sandy beach. When the sun reaches its noontime summit, stop for a picnic lunch at a secluded cove. All gear is provided, including a SOAR inflatable canoe. And, you can bring your dog! Healdsburg is home to many shops where folks can discover antiques, collectibles, figurines, ceramics, clothing, fine furniture, books, shoes, pottery, glassware, and toys for the kids and dogs. It’s fun and relaxing just to stroll around, keep in step with the casual cadence of fellow browsers and shoppers or just take in the flavor of this town. Enjoy an interlude at a local tavern or cafe for an afternoon refreshment.
Hotels
It’s not easy to make a decision. Each hotel we explored was more inviting than the one we adored just moments before. Here is a list of some of the best:
Paddlers on the Russian River. (Barbara Bourne) In addition to retreating to one of the town's inviting hotels, visitors can enjoy exploring world-class restaurants, antiquing, wine tasting, or participating in a cooking class. After walking around the numerous historic homes, viewing the breathtaking scenery or lingering in one of the museums or art galleries, many folks head to one of several local spas for a soothing massage. The Russian River, which runs through Healdsburg, offers beaches, swimming, canoeing, and kayaking. The vast, untouched outdoor forests and plains are ideal for picnics under the redwood trees or in one of the parks. As your ambition elevates, take a bike ride, play a round of golf or experience the thrill of a hot air balloon ride. You can spend one, or several days
fireplaces, bay windows or balconies, and luxurious bathrooms, many with jetted spa tubs or antique claw foot tubs.
inn’s nine sleeping rooms. Interior architectural treasures include inlaid hardwood floors, beautiful double parlors, and twin marble fireplaces. Honor Mansion.
(Barbara Bourne)
Honor Mansion, 891 Grove Street, Healdsburg, CA 95448, 707/433-4277, www.honormansion.com. Bed and breakfast lovers will feel right at home at this historic inn. With only 13 luxurious, tastefully furnished rooms and cottages, guests will feel as if they are at a private residence. At one time, that is exactly what it was. Less than a mile from downtown, the hotel has a lap pool, croquet, and putting greens, plus tennis and basketball facilities. Each day begins with a gourmet breakfast. In the early evening, wine and appetizers are served.
Understated Elegant Lobby Healdsburg Inn. (Cheryl Wilson)
Healdsburg Inn on the Plaza, 112 Matheson St., Healdsburg, CA 95448. For information: 800/431-8663 healdsburginn@foursisters.com. Built in 1901, this classic California inn occupies the best location in town – right on the historic Healdsburg Plaza. From summer concerts in the outdoor bandstand to antique fairs and holiday tree lightings, many of the town’s most exciting events take place right here, virtually outside the door. Guests are also steps away from stylish shops, galleries, wine tasting rooms, and superb restaurants. If you prefer cozy hotels, this is an ideal choice. The 12 spacious guestrooms feature high ceilings, original moldings,
Stuart J. Faber and Aunt Bea
Camellia Inn. (Barbara Bourne) Camillia Inn, 211 North St., Healdsburg, CA 95448, 707-433-8182, www.camilliainn.com. The building that is now the Camellia Inn played a historic role in Healdsburg. Contractor, William H. Middleton, built the Inn as a home for pioneer Ransome Powell in 1871. Located in the heart of Healdsburg, the Inn has more than 50 varieties of camellias on the landscaped grounds. Merging modern technology with oldworld charm, Camellia Inn embraces three centuries by being the first local hotel to offer iPads for guest use in the
Restaurants
With such an abundance of locally grown provenance and superb wines, it’s no wonder that the city is famous for its world-class restaurants. Spoonbar, 219 Healdsburg Ave, Healdsburg, CA 95448, 707/433-7222, www.spoonbar.com. Casey and Patrick Van Voorhis are two chefs who bring a profound artistic touch to their exquisitely crafted cuisine. The top-of-the-line produce, fish, and meats seem to find their way into Spoonbar's pantry. Black Angus tartare with capers, mustard, pickled red onion, and golden egg yolk gel comes to life, not only aesthetically, but with each bite. Roasted carrots, plucked from the earth just hours before, adorn your plate. Lemon brined chicken with charred scallion relish, smoked turnips, and roasted mushrooms – how do they make it taste so good? For dessert, the s’mores aren't what you will remember as a kid. Homemade graham cracker crumble, chocolate ganache, salted caramel bourbon ice cream, and a meringue crust will make you wonder – how could you have been so neglected as a child?
Valette Restaurant.
(Barbara Bourne)
Valette, 344 Center Street, Healdsburg, CA 95448, 707/473-0946, www.valettehealdsburg.com. Two brothers, who grew up in the Alexander Valley, united their culinary know-how and Continued on Page 30
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In Flight USA Celebrating 32 Years
Flying With Faber
Continued from Page 29 opened their dream restaurant. Today, they have combined French influences with the bounty of local farmers, winemakers and artisans to create an extraordinary gastronomic experience. Start off with a platter of charcuterie and cheese with pickled veggies and orange zest olives. The day boat scallops are garnished with shaved fennel, American caviar and champagne
beurre blanc. A bacon crusted Alaskan halibut is tender and flavorful. The brothers grill a duo of Australian and American lamb to perfection. Campo Fina, 330 Healdsburg Ave., Healdsburg, CA 95448, 707/395-4640, www.campofina.com. Launch with a platter of Manila clams, grilled octopus, or roasted beets. A foundation of a crispy, thin crust supports every elegant pizza.
October 2016
Thin pasta with a tomato-braised pork rib was outstanding. We also recommend the braised chicken with Swiss chard or the grilled New York strip steak with fingerling potatoes. Bear Republic Brewing Company, 45 Healdsburg Ave., Healdsburg, CA 95448, 707/433-2337, www.bearrepublic.com. In addition to offering handcrafted beers, this restaurant and microbrewery is a popular,
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bustling restaurant for locals and tourists. Start with a Baja jumbo shrimp cocktail with crushed tomatoes, onions, and cilantro topped with avocado. The chicken wings are robustly prepared and tossed with Parmesan cheese and a choice of sauces. Try a BBQ pork, smoked turkey or calamari steak sandwich. Build your own sausage plate or sink your teeth into a juicy burger. Don’t miss the seafood pasta or creamy macaroni and cheese. Parish Cafe, 60 Mill St, Healdsburg, CA 95448, 707/431-8474, www.parish cafe.com. Operated by a New Orleans transplant, this Cajun and Creole restaurant is housed in a charming cottage. The po-boy sandwiches, nestled in a splendid hard roll, are presented with turkey, fried shrimp, fried oyster, ham and cheese, beef, or catfish. Dressed with mayo, lettuce, tomato, and pickle, these sandwiches rival some we’ve had in New Orleans. Daily specials include a seafood platter with French fries and hush puppies, red beans and rice, chicken gumbo with andouille sausage, or shrimp remoulade. This is also an excellent stop for breakfast. We suggest the crawfish and andouille omelet, poached eggs with lump blue crab meat, and homemade hollandaise. Don’t forget to try the bananas Foster French toast. Costeaux’s Bakery, 417 Healdsburg Ave., Healdsburg, CA 95448, 707/433-1913, www.costeaux.com. This bakery is best known for its artisan breads. The sourdough and ciabatta are award winners. This is an ideal choice for breakfast and lunch. Sample the French sweet pastries, cakes, tarts, chocolates, or Danish rolls. For lunch, try the Monte Cristo, French dip rib eye sandwich – or the smoked duck sandwich. French onion soup is a masterpiece. They also serve an elegant Sunday brunch. Barndiva, 31 Center St, Healdsburg, CA 95448, 707/431-0100, www.barndiva.com. A group of orchard farmers fashioned this eatery in a red barn structure. But the delights don’t end with the real estate. Start with beets, locally grown in a setting of fresh greens. Continued on Page 31
October 2016
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Flying With Faber
Costeaux Bakery
(Barbara Bourne)
Continued from Page 30 Or, the crispy pork belly stars in their version of a BLT. The heirloom tomato soup is delivered with Dungeness crab and garlic croutons. For entrees, the herbroasted filet mignon is unparalleled. It comes with a baked potato loaded with caramelized onions, bacon, and crème fraiche. We also recommend the free range roasted chicken or the California white sea bass with Yukon Gold potato rosti.
Wineries
The valleys are virtually carpeted with vineyards. Here are four of our favorites: Lancaster Estate Winery, 15001 Chalk Hill Road, Healdsburg, CA 95448, 707/433-8178, www.lancaster-estate .com. Sprawled over 53 hillside acres in the eastern hills of southern Alexander Valley, the region is emerging as a leading location for Bordeaux-style Cabernet-based blends. Roth Estate Winery, 10309 Chalk Hill Rd, Healdsburg, CA 95448, 707/836-7030, www.rothwinery.com. Nestled in the southern reaches of the Alexander Valley, this family- owned winery is dedicated to crafting full flavored wines such as Merlot, Cabernet Sauvignon, and Sauvignon Blanc. Jordan Winery, 1474 Alexander Valley Rd, Healdsburg, CA 95448,
707/431-5250, www.jordanwinery.com. Perhaps our favorite in the area, Jordan produces world-renown Cabernet Sauvignon and chardonnay. deLorimier Winery, 2001 CA-128, Geyserville, CA 95441, 707/857-2000, www.dilorimierwinery.com. These folks specialize in low yields and hands-on cultivation practices. They produce Bordeaux varietals, Cabernets, old vine Chardonnays, and Merlots. It’s even more fun to tour these establishments on a bike or on foot. Wine Country Bikes, 61 Front Street Healdsburg CA 95448, 707/4730610, winecountrybikes.com. What a fabulous way to visit some of the area's best wineries and work off calories at the same time. This organization not only offers day trips to wineries, they have several packages, which include overnight stays, meals, and tours. For example, their Classic Tour takes you through the rolling hills of Dry Creek Valley the first day with stops at local wineries. At noon, enjoy a Sonoma-style picnic. Then, the tour takes you along country roads to work off the lunch for a total distance of 15-20 miles. A dinner with great wines rounds out the day with an overnight stay at one of the wonderful hotels. Extended trips for up to three days take you through every nook and cranny of the Alexander Valley and Russian River Valley wine country. Wine Country Walking Tours, 1083 Vine St. #182, Healdsburg, CA 95448, 707/758-4725 winecountrywalkingtours.com. Experience the best that the Wine Country has to offer on guided walking tours of downtown Healdsburg. Working with local wineries and gourmet food artisans, Wine Country Walking Tours guide you on a path along the town’s quaint gazebos, scenic green places, and the historic Central Plaza with stops for food, wine, and shopping. If you yearn for a journey back to more pristine times where folks are friendly, hotels are homey, and restaurants are virtually world class, by all means, make Healdsburg your wine country headquarters. For more information, contact Healdsburg Chamber of Commerce and Visitors Bureau, 707/433-6935, www.healdsburg.com.
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In Flight USA Celebrating 32 Years
SUGARBUSH, VERMONT
October 2016
Flying into Writing By Eric McCarthy
I
n a recent column, I mentioned that my wife and I had had our own biplane adventure some years ago; the scene was at the Warren-Sugarbush Airport (0B7) in Warren, Vermont. Known for its skiing in the winter and incredible foliage in the fall, Sugarbush, nestled as it is in the lush Green Mountains of Vermont, is a beautiful and spectacular place to fly. But the airport’s real “claim to fame” is the soaring there. Cradled between mountain ridgelines (I’ve come to appreciate that “mountains” in New England, and “mountains” in California are two very different things…), the airport offers ready access to mountain waves and ridgeline soaring as well as abundant thermalling opportunities over the farmlands of the Mad River Valley. As a result, Sugarbush is hailed as one of the best soaring areas in the country. When Sugarbush hosts a regional soaring event, it’s something to see. The day begins with dozens of sailplanes lined up on runway 22, ready to take to the skies. At the appointed time, the flurry of activity begins with ground crews and wingwalkers securing the towropes, as the pilots go through their checklists and plan their flights. Several tow planes take turns hauling the competitors a couple of thousand feet into the sky before they cut loose and begin sniffing for rising air. Meanwhile, the tow pilots waste no time getting back to the airport, dragging their towlines behind them, landing on the grass to take another sailplane aloft. It’s amazing how quickly and efficiently the sailplanes are launched. Within about 45 minutes, they’re all airborne, and then… it’s quiet – really quiet! The tow planes shut down and sailplanes silently head off to find their waypoints. They’ll return in a couple of hours with a low, high speed pass over the finish line, dumping their water ballast and deftly pulling up to join the downwind leg of the traffic pattern. It was an event like this many years ago that brought my wife and me to spend a weekend camping at the airport. My wife is a lucky gal – I drag her, sometimes kicking and screaming, to pretty much every little airport I can find, always hoping to find that dusty, forgot-
ten old Piper Cub hiding in the back of a hangar or barn somewhere, just waiting for someone (me) to come along and give it a little TLC. Well, it hasn’t happened yet, but hope springs eternal – so fasten your seatbelt, Honey, we’re not done yet! Now, I knew there was a regional soaring competition that weekend, and that’s where we were headed. But I had to at least make the weekend sound appealing to my wife, so along the way, I assured her we would enjoy the beautiful drive up Route 100 in Vermont (always cited as a “must drive” in car magazines), and stop in quaint New England villages for lunch and light (very light) shopping. But make no mistake – I knew where we were going – I was on a mission! We got there sometime in the midafternoon; sailplane competitors were still arriving, towing their odd-looking trailers. Some had arrived earlier, set up their tents, assembled their sailplanes, and were now off enjoying an afternoon practice flight. Others were in various stages of assembling their tents and aircraft. Soon a small village of campers took shape in the field near the “tower.” (Sugarbush is an uncontrolled field, but the soaring club clubhouse looks a bit like a control tower). Chicken, hamburgers, hot dogs, and corn on the cob were roasting on a barbeque nearby, and for a small fee, we were able to secure a tasty dinner. We felt a little like outsiders, I guess because we were, but one thing I love about the aviation community is that most everyone is very open and approachable, anxious to share their stories and passion for flight. It wasn’t long before we were engaged in conversations with the pilots and their families like we were locals. There’s not a lot to do after dark, in the summer, in Warren, Vermont, so, after enjoying s’mores and stories around the campfire, everyone turned in early, anticipating a busy day to follow. With their competitive juices flowing, none of the pilots wanted to oversleep and miss their appointed launch time. That would not be a problem: at about 4:30 a.m., I think every crow east of the Mississippi descended on the campgrounds and loudly announced their presence. Mother
Nature’s alarm clock! Groans of grumpy discontent emanated from each of the tents. After a little while, my wife and I retreated to our car, barefooting it through the icy cold, dew-covered grass. The car proved to be only slightly more soundproofed than our tent and significantly less comfortable than the air mattress we had been sleeping on. Sleep was soon out of the question. Slowly, people began to emerge from their tents; campfires were rekindled and the smells of coffee began to waft through the air. And of course, their job now complete, the crows moved on to haunt some other poor campers. The day dawned beautiful, crystal clear with not a hint of wind. The wind would pick up later, 10-12 knots as I recall, and the temperature climbed to the upper 70s, perfect for the competition. It wasn’t long before the club’s L-19 Bird Dogs, nicknamed Lemon Crate and Orange Crate if I remember correctly, fired up and began towing the sailplanes aloft. In the lull following the launch, I got to talking with one of the tow pilots about flying the tow. His name was Myndy Woodruff (can’t forget that name) and a little later that day, he would be our pilot in a beautiful 1940 WACO UPF-7. The WACO was a biplane designed for the barnstormers of that era and sported a front seat built for two. The front seats of the WACO are almost under the top wing, making ingress and egress a bit challenging and limiting the view forward. We wriggled our way in, strapped in and taxied to the runway. Runway 22 has a pronounced “hump” in the middle, which has the effect of making the runway look much shorter than it really is, but with the big Jacobs radial engine out front and the buoyant lift of the two wings, we were airborne long before we reached the mid-point of the runway, as the airplane noisily clawed its way aloft. Cruising along through the Mad River Valley, I was enjoying the sites from the open cockpit, pointing out swimming holes along the Mad River, ski slopes I had skied many times before, and other landmarks I recognized. We didn’t have headsets in the front seat, so hand signals would have to do. Suddenly, in a
move I’m still stunned by to this day, my wife turned to the pilot and, with a big smile, began circling her finger overhead! Really? She wanted to see what this old bird could do! Now, you’ve got to understand: my wife doesn’t exactly share my enthusiasm for flying. More like she tolerates it. We were younger then, and more adventurous, but this was a bit out of character for her. She’s only been up with me a couple of times since we moved to California three years ago; she loved the beauty and smooth air of the coast, but a small burble over a mountain pass, well… not so much. Back east, we’d make a couple of trips each year to Nantucket or Martha’s Vineyard, but it’s just not in her blood as it is in mine. But if she was on board with a little aerobatics, well, let’s go! Myndy raised a quizzical eyebrow and circled his finger in the air – are you sure? A big nod from my wife and an enthusiastic thumbs-up from me – yes! Woohoo! After clearing the area, he firewalled the throttle and pitched forward to build airspeed, then pulled up into a graceful barrel roll. Using the airspeed gained descending out of the barrel roll, we climbed up into an equally graceful loop, and finally a wingover, all perfectly coordinated, barely pulling more than 1G, with just a slight moment of hang-time to make the loop round. What a blast! The view forward is framed by the cowling and the wing, and the limited view combined with the well-coordinated maneuvers yielded an experience as comfortable as sitting on a couch watching TV with my beloved – the cotton-like clouds in the brilliant blue sky and plowed farmland fields amid the verdant green forests below just rolled through our narrowed view with barely a sensation of unusual attitude. It was like watching a National Geographic documentary on the Vermont land and sky. But mostly it was a wonderful introduction to the beauty and grace of aerobatics – and my wife loved it! Now, if I could just find that old, forgotten J-3… Until next time – fly safe!
Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com
October 2016
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33
The Fort Wayne Airshow
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Hanger Upgrades. Free Quotes (Banks cannot beat our Rates!) Call USA Aircraft Brokers for your nearest area broker location Aviation Hall of Fame inductee Patty Wagstaff taxis in front of the Fort Wayne, IN (Mike Heilman) crowd in her Extra 300 monoplane.
Continued from Page 28 Wedel (call sign “Skinny Jeans”) is a Weapon Systems Officer on the demonstration team explains their mission “We fly F/A-18 “Super Hornet,” both the E and F models or the single seat and two seat. All of the demo-qualified aircrew are instructors at VFA-122. During the week, we instruct new pilots and weapons system officers on how to fly and employ the Super Hornet and then on weekends we perform at airshows.” The host of the open house and airshow the 122nd FW had several static displays of the A-10C that included weapons used by the Thunderbolt II. The unit flew a tactical demonstration with four of the unit’s aircraft that included ground pyrotechnics. The demonstration also included a live narration from the attacking aircraft. The 122nd also had two A-10C open the show with a formation flyby after the National Anthem. Local Fort Wayne based pilot Dean “Cutter” Cutshall made several passes in his North American F-110F “Super Sabre.” The F-100F served in the U.S. Air Force from 1954 to 1971. An F-86 “Sabre” and MIG-17 performed a mock Korean War dogfight at the Fort Wayne show. The warbird portion of the show included flying demonstrations of P-51C “Mustang” and a B-25 “Mitchell” bomber. The P-51C is part of the Commemorative Air Force (CAF) Red Tail Squadron, and the B-25 was representing Disabled American Veterans Association. Headlining the civilian portion of the Fort Wayne show was Aviation Hall of Fame inductee, Patty Wagstaff, performing in her Extra 300 monoplane. Billy Werth performed a high-energy aerobatic routine in his Pitts S2C aircraft. The act also included a race with Werth’s brother, David, on a motorcycle. The race is billed as “Sibling Rivalry.” Kent Pietsch performs three different routines in his 800pound Interstate Cadet. Steve Oliver flew an aerobatic routine and performed a preairshow routine skywriting messages to
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The F/A-18F “Super Hornet “ Demonstration Team from NAS Lemoore, CA takeoffs at the 2016 Fort Wayne Air Show to demonstrate the power and maneuverability of the Super Hornet. (Mike Heilman)
the Fort Wayne community. The 122nd FW open house and airshow not only showcased the unit’s A10s and personnel, there were other static aircraft displays, including U.S. Air Force F-16, T-38 and KC-135, U.S. Navy F/A18, HH-60, and a Canadian CF-18. There were several warbirds on static display, including a B-17 Yankee Lady, B-25 Georgie Gal and P-51C. The last Fort Wayne airshow was held in 2012. Show organizers plan to hold the event every three years. The unit was scheduled to have a show in 2015, but several members of the 122nd were deployed to support world events. If the schedule holds true, then the Fort Wayne community will get another great show in 2018.
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GOLF, AVIATION LEGEND ARNOLD PALMER DIES In Flight USA Celebrating 32 Years
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By David Tulis,
AOPA Associate Editor Web/ePilot
rnold Palmer, a man remembered as “The King” of the fairways and as an accomplished pilot, died on Sept. 25 at age 87. Palmer cut a swath through the golfing world in the 1960s as he ushered the sport into prime time during a four-year roll of dominance. He was named Sports Illustrated magazine’s “Sportsman of the
Year” in 1960. Later in life, he set several aviation records. Known to his army of fans simply as “Arnie,” Palmer has both a golf tournament and an airport named after him. His success on the links allowed Palmer to begin flight lessons in a Cessna 172 at his Latrobe, Pennsylvania, hometown airfield, which is now named Arnold Palmer Regional Airport. Near Palmer’s hometown and the golf course where he learned as a youth, his presence
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among aviators will be forever secured by the airport’s Pleez Two departure that directs pilots past the ARNIE intersection southwest of Palmer tower near the Allegheny VOR. He was flight instructor Eli Krinock’s prize student, soloing in six hours. Palmer later went on to fly twins and jets, connecting the golf and aviation worlds by flying to tournaments worldwide. Spectators would look to the sky for Palmer to make a low pass with a wing waggle in his Cessna Citation jet when he would depart a golf tournament before making the final round. He piloted a Cessna Citation X to a closed-course speed record of 476 knots in 1997, and set a round-the-world speed record in 1976 when he circumnavigated the globe in 57 hours, 25 minutes, and 42 seconds, according to Golf Digest. Fellow golfers and good friends Jack Nicklaus and Gary Player, who both inherited the aviation bug from Palmer, reunited with the legend in April at the Masters tournament where he supervised the tournament’s ceremonial first tee strokes. During their heyday, Nicklaus, Player, and Palmer, “The Big Three” of golf, operated from business jets. “He was one of my best friends, closest friends, and he was for a long, long time,” Nicklaus said in a statement. “I will miss him greatly.” “We all know what a tremendous golfer Arnold Palmer was, but he was also immensely respected as an aviator,” said AOPA President Mark Baker. “He understood the value of general aviation and was a vocal advocate for personal and business flying. As a longtime supporter of AOPA, and a charter member of the AOPA Foundation President’s Council, he took a leading role in promoting the safety and utility of general aviation. I count myself lucky to have known him. He will be deeply missed by the GA community.” In a tribute posted online, Billy Payne, chairman of the Augusta National Golf Club and the Masters tournament, echoed many in the golfing world by saying the four-time Masters winner “was our game’s finest ambassador, and a hero to generations of people throughout the world.” He competed in the tournament for 50 years and often flew himself to nearby Daniel Field in Augusta, Georgia, where general aviation aircraft are parked nose to tail during the annual April tournament. EAA President Jack Pelton cemented a long friendship with Palmer when Pelton was the CEO of Cessna Aircraft. “So sad to hear today we lost a golf legend, one of the greatest gentleman I have
October 2016
Golfing great Arnold Palmer joins former EAA president Tom Poberezny and Rose and Jack Pelton at the 2008 EAA AirVenture in Oshkosh. Pelton, the current Experimental Aircraft Association CEO and president, cemented a long friendship with Palmer when Pelton was the CEO of Cessna Aircraft. (Photo courtesy of EAA and AOPA)
NATA Mourns Passing of Arnold Palmer Golfing Great and Aviation Enthusiast
On Sept. 25, golfing great Arnold Palmer passed away at the age of 87. Widely known for his 90 tournament victories including four Masters, two British Opens and the U.S. Open, Mr. Palmer was also an aviation enthusiast holding multiple ratings and owning numerous general aviation aircraft. Palmer was a prominent voice in promoting the utility of general aviation noting, stating: “To put it quite simply, I could never have accomplished even half as much as I have in my golf and business careers over the last four decades without having my own airplanes.” “The aviation community has lost a friend and great ambassador,” stated NATA President Martin Hiller. “Mr. Palmer loved every aspect of flying, including all the people in the aviation business community critical to ensuring every flight begins with a safe airplane.” Former NATA Board Member and friend of Mr. Palmer, Ed Kilkeary, Sr. (L.J. Aviation, Latrobe, PA) concurred adding, “I had the opportunity to fly Mr. Palmer last week and there was no doubt where he would be sitting, up front helping me pilot the aircraft. There was not a nicer, more inclusive person in the world than Arnold Palmer. Although he had accomplished so much, he was always himself. He didn’t even realize he’s Arnold Palmer.” ever known, and an advocate for general aviation,” Pelton wrote in a statement. “Arnold Palmer was a supporter of EAA. More importantly for me he was the hero and role model for all the things our counContinued on Page 37
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October 2016 www.inflightusa.com 35
AOPA, NBAA SEEK
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By Elizabeth A Tennyson, AOPA Senior Director of Communications
AOPA and the National Business Aviation Association (NBAA) have jointly filed a motion to intervene in a case before the Court of Appeals for the Ninth Circuit regarding the continuing operation of Santa Monica Municipal Airport. The motion filed Sept. 26 would allow the associations to participate as principle parties to the case, which will review the FAA’s final decision issued Aug. 15. That decision found that the city of Santa Monica remains under federal grant obligations until Aug. 27, 2023, and must keep the airport open and operating according to terms that the city agreed to when they accepted money from the federal government, including that the city make the airport available on reasonable terms and without undue discrimination at least until that time. In the request to intervene, AOPA and NBAA note that they have “substantial interests in the outcome of this proceeding” and “seek to protect those interests.” Both AOPA and NBAA were complainants in the FAA administrative proceeding that resulted in the order that Santa Monica keep the airport open at least until 2023. The associations also
TO INTERVENE IN
Santa Monica Municipal Airport. note that the airport is part of the integrated National Airspace System (NAS) and serves as a general aviation reliever in the busy Southern California airspace. Closing it, they warn, would not only affect those who use the airport for business and personal flying, but also would add congestion to already crowded airspace and set a dangerous precedent for airports nationwide that have accepted federal grant money for airport improvements and expansion. “By asking to intervene in this case, we’re really asking to continue to be involved in these issues as we have been from the beginning,” said Ken Mead,
LA TIMES URGES SANTA MONICA
By Elizabeth A Tennyson
The Los Angeles Times has joined the chorus of voices urging the city of Santa Monica to keep its airport open and operating on reasonable terms even as legal maneuvering over the future of the field continues. Two weeks after the FAA reiterated its longstanding and unambiguous view that Santa Monica Municipal Airport must continue operating on “fair and reasonable terms” until 2023 at least, the city issued eviction notices targeting both of the airport’s fixed base operators, Atlantic Aviation and American Flyers.
In a Sept. 23 editorial, the Los Angeles Times Editorial Board wrote, “This isn’t a frivolous playground for the ‘1 percenters,’ as some of its opponents like to cast it. It’s a vital hub in an already crowded air transportation system.” Closing the airport would drive traffic to other already congested fields, including Los Angeles International Airport, the editorial noted, adding that in addition to serving as a reliever the field also provides important medical and charitable transportation and could be a critical means of delivering aid in the event of a major natural disaster. In August, the FAA reiterated its long-held position that the airport must remain open and operating on “reason-
In a letter dated Sept. 20, 2016 to the FAA, NATA President Martin Hiller called upon the agency to act immediately on the complaint filed one week prior by Atlantic Aviation over the City of Santa Monica’s proposal to replace
Atlantic with a proprietary Fixed Base Operation (FBO). The City served Atlantic with a 30-day eviction notice on Sept. 15, 2016. According to Hiller, “Despite the significant investment and job creation of
AOPA Senior Director of Communications
SANTA MONICA COURT CASE
In Flight USA Celebrating 32 Years
NATA REQUESTS SWIFT ACTION
(Photo by Chris Rose, courtesy AOPA) general counsel for AOPA. “The federal grant process allows airports all over the country to maintain, improve, and expand their facilities using taxpayer money. Those airports then have an obligation to continue to serve the public that has funded those airport projects. Allowing Santa Monica to circumvent its obligations would have adverse consequences at the airport and create an extremely dangerous precedent by jeopardizing the availability of federal funds for airports nationwide.” In the event the Ninth Circuit declines the AOPA-NBAA request to intervene in the case, the associations
TO
October 2016
have asked to be accepted as friends of the court. In that case they would be allowed to provide relevant contextual information to the court but would not become principal parties to the case. The city of Santa Monica has been fighting to close its iconic airport for decades. Since the FAA’s ruling that the airport must remain open at least until 2023, the city has moved to stop selling avgas and issued eviction notices to both fixed-base operators on the field. Previously, the city ended long-term leases with many aviation tenants, forcing them to operate month-to-month. The issue reaches farther than the city of Santa Monica’s boundaries, affecting the entire Southern California region and beyond. On Sept. 23, the Los Angeles Times published an editorial asking the city to stop trying to “run its airport into the ground.” “This isn’t a frivolous playground for the ‘1 percenters’ as some of its opponents like to cast it. It’s a vital hub in an already crowded air transportation system,” the LA Times Editorial Board wrote. Santa Monica Municipal supports 1,500 jobs and contributes $250 million to the local economy. The airfield, once home to Douglas Aircraft, is located eight miles from Los Angeles International Airport.
STOP UNDERMINING AIRPORT
able terms” at least until 2023 when federal grant obligations expire. The city accepted $240,600 in federal money in 2003 for airport improvements and, in accepting the funding, agreed to keep the airport running for the next 20 years. But since the FAA’s August ruling, the city has moved to stop the sale of avgas and evict aviation tenants. When news of the evictions became public on Sept. 15, AOPA contacted FAA compliance officials, informing them of the situation and urging them to take action. AOPA and others have consistently argued that efforts to strangle the airport violate the city’s obligations. And the Los Angeles Times seems to agree. “While Santa Monica’s claims to con-
trol of the airport are in court, the city should honor what the FAA says is its legal obligation to run it well – not into the ground in an obvious ploy to discourage people from using it,” the Times editorial stated. Santa Monica Municipal Airport supports 1,500 jobs and contributes $250 million to the local economy. The airfield, once home to Douglas Aircraft, is located on 227 acres in the heart of the city and just 8 miles from Los Angeles International Airport. AOPA and others have been fighting city attempts to close the airport for decades, weighing in on complaints filed with the FAA and taking part in numerous legal actions.
Atlantic at Santa Monica Municipal Airport (SMO), our member company finds itself being used as a catspaw in the City’s ongoing effort to close the airport in advance of the 2023 expiration of the current Grant Assurance.” Hiller noted
that while NATA believes “the public is best served when private enterprise provides FBO services where economically viable,” he also acknowledged that such a situation may not be feasible at every one Continued on Page 37
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ATLANTIC AVIATION PART 16
October 2016
www.inflightusa.com
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Atlantic Aviation Part 16 Continued from Page 36 of the nation’s 5,136 public use airports. However, as evidenced by Atlantic’s ongoing attempts to negotiate a longterm lease at SMO, Hiller asserted, “it is economically viable for private enterprise to provide FBO services at SMO. Rather, the City’s intention to replace Atlantic with a proprietary FBO offering only ‘environmentally friendly’ fuels that are not commercially viable is simply an under-handed attempt to further strangle the airport.” Hiller also pointed out that the City’s actions are in violation of the “fair and reasonableness” requirement of FAA Grant Assurances and that safety at SMO will be compromised. “NATA member companies, including Atlantic, are committed to managing safe and efficient
Arnold Palmer Contnued from Page 34
try was founded on. Thank you Arnie.” Palmer led the way for fellow Masters champions Phil Mickelson and Charl Schwartzel, and other athletes including NASCAR’s Tony Stewart and the NFL’s Tom Brady, to pursue pilot certificates. Flying GA allowed them to efficiently move from one event to another without being tied to commercial aviation schedules. Professional Golf Association competitor Morgan Hoffmann credits Palmer with inspiring aviation for the current generation of golfers. “I got lucky enough to know Arnie over the years and we talked a lot about aviation,” Hoffmann told AOPA for an article on the 27-year-old golfer’s aviation inspiration. He noted that Palmer worked his way up from single-engine Cessnas to “flying Gulfstream G5s. It’s really an inspiration for me to hear that.” Palmer was a well-known philanthropist who supported many causes. He defended corporate aviation in 2009 with a series of advertisements jointly sponsored by the National Business Aviation Association and the General Aviation Manufacturers Association “to educate policymakers and opinion leaders about the value of business aviation to citizens, companies, and communities across the United States,” wrote AOPA Editor in Chief Tom Haines. At the time, GA was under attack from Congress after the CEOs of automakers flew corporate jets to Washington, D.C., to ask for taxpayer bailout money during a recession.
FBO operations. This commitment requires companies to make ongoing investments in both safety equipment and training…there is no evidence to suggest that the City will take its obligation seriously to operate an FBO with the requisite knowledge of safe ground handling and fueling operations.” Hiller concluded, “Given the City’s repeated pronouncements that it seeks to end aviation activity at SMO, it is more than reasonable to suspect any City operated FBO will be managed toward the goal of closing SMO in advance of the Grant Assurances expiration in 2023. The appropriate treatment of aeronautical service providers by landlords is an important one to the entire aviation community and the agency’s actions in this matter will no doubt be closely watched.”
“I know the value of business airplanes,” Palmer told attendees at the NBAA convention’s opening session that year. “I know what they have done for me and my companies. I know how important they are to my hometown. And I know how important they are to this country. So I wanted to speak out and help set the record straight.” Palmer’s determination and flair for drama played well for audiences in person and on TV. His penchant for hitching up his pants before sinking a long putt or a tricky chip shot made the former Coast Guard yeoman one of sport’s first big stars. He earned legions of loyal fans that cheered “Arnie, Arnie,” and stuck out their hands to greet the legend long after he retired from professional golf with 92 wins, nearly $7 million, and a 2004 Presidential Medal of Freedom. Years after he left golf’s stewardship to another generation Palmer still had a smile and a wave for fans as he walked countless fairways during celebrity appearances, tipping his cap every few yards. He was often spotted signing autographs for hours. AOPA corporate pilot Mark Evans said he was learning about Cessna’s Citation CJ3 jet at Flight Safety International in Orlando, Florida, when the golfing great alighted from a black Cadillac Escalade for recurrent training in his Citation X. “He was close to 80 years old at the time and he’d greet everybody in the morning,” said Evans. “That ready smile of his put everyone at ease and started the day just right.”
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DON’T MESS WITH MAMA BEAR In Flight USA Celebrating 32 Years
By Airman 1st Class Dennis Hoffman
eadership is not an innate quality and there is no true recipe for success in regards to it. Leadership takes on many forms. Leadership has no preferred race, religion, ethnicity nor gender. Blind to any categorization, Lt. Col. Nicole Roberts, the 21st Security Forces Squadron commander, accelerated through the enlisted and officer ranks while relying on a personable leadership style she still uses to effectively lead her 214 Airmen on Peterson Air Force Base. “I have been in the service for 26 years with 11 being in the Army,” Roberts said. “I began as enlisted Army military police and then became a drill sergeant. Once I reached sergeant first class, I was selected for Officer Candidate School where I became an Army military police officer.” Opportunities arose in Roberts’ career to progress both herself and her leadership and she took full advantage of them. She learned from her enlisted experience and her fellow brothers and sisters in arms and stored that knowledge knowing it would be beneficial to have as an
officer, Roberts said. Following a couple years of soaking up the experience as an officer, Roberts met her future husband. He was in the Air Force and she had heard great things of the Air Force so she decided to transfer between the two services. “I did what is known as an interservice transfer,” Roberts said. “There was no break in service; one day I was in the Army and the next day I was in the Air Force. It took me awhile to handle the learning curve, but I have been lucky enough and blessed enough that in my entire experience in the Air Force. I have had some great leaders.” Looking back, Roberts said transitioning to the Air Force was incredibly beneficial to her. She gained valuable mentorship and her leadership style, though already developed, became more refined. “There is no magic to it,” Roberts said. “Being enlisted for a very long time, I have learned to put my Airmen first. I feel personally responsible for their welfare, safety and training. Their loved ones entrust with me their safety and I really take that to heart. My Airmen are my heartbeat, so I believe that if you love and care for your people, the mission will take care of itself.” Roberts said that on her bad days, she heads to the gates to stand with, talk and check on her Airmen. She gets a revitalized sense of her duties and her responsibilities when she sees her defenders
working long hours in the heat and cold with smiles on their faces. “She really makes it a point to let you know she is there for you,” said Staff Sgt. Christopher Anderson, a member of the 21st SFS. “She is one of the most supportive leaders I have experienced in my six years of being in the Air Force. I have been at the gate and she will come up to me and take my scanner from me and make sure I am doing well. She is a mother figure to all of us in the squadron and we never want to do anything to disappoint her.” It is with that style, Roberts led the 21st SFS to multiple awards in the Air Force Space Command medium-sized SFS category. Although she accepts the award, she is quick to give credit to her Airmen and her senior NCOs for leading the way. She said the success of the squadron is directly due to how well she and her team have worked together. With her teams and her career field being predominantly male, Roberts’ leadership style has never succumbed to any negative criticism because of her gender. “I have been in a male-dominated career field for so long that I overlook a lot of things in that regarding my gender,” Roberts said. “In all honesty, I think the only time my gender really defines me is that my troops call me ‘mama bear’ because my troops know that if anyone messes with them, I’ll break out the claws and have their back.” Leaving nothing to excuses, Roberts
NASA's first asteroid sampling mission launched into space at 7:05 p.m. EDT Thursday, Sept. 8 from Cape Canaveral Air Force Station in Florida, beginning a journey that could revolutionize our understanding of the early solar system. “We celebrate a huge milestone for this remarkable mission, and for this mission team,” said NASA Administrator Charles Bolden. “We’re very excited about what this mission can tell us about the origin of our solar system, and we celebrate the bigger picture of science that is helping us make discoveries and accomplish milestones that might have been science fiction yesterday, but are science facts today.” The Origins, Spectral Interpretation, Resource Identification, Security-Regolith Explorer (OSIRIS-REx) spacecraft is designed to rendezvous with, study, and return a sample of the asteroid Bennu to Earth. Asteroids like Bennu are remnants from the formation of our solar system more than 4.5 billion years ago. Scientists
suspect that asteroids may have been a source of the water and organic molecules for the early Earth and other planetary bodies. An uncontaminated asteroid sample from a known source would enable precise analyses, providing results far beyond what can be achieved by spacecraft-based instruments or by studying meteorites. OSIRIS-REx separated from its United Launch Alliance Atlas V rocket 8:04 p.m. minutes after launch. The solar arrays deployed and are now powering the spacecraft. “With this successful launch, the OSIRIS-REx spacecraft embarks on a journey of exploration to Bennu,” said Dante Lauretta, OSIRIS-REx principal investigator at the University of Arizona, Tucson. “I couldn’t be more proud of the team that made this mission a reality, and I can’t wait to see what we will discover at Bennu.” In 2018, OSIRIS-REx will approach Bennu – which is the size of a small mountain – and begin an intricate dance with the
asteroid, mapping and studying Bennu in preparation for sample collection. In July 2020, the spacecraft will perform a daring maneuver in which its 11-foot arm will reach out and perform a five-second “highfive” to stir up surface material, collecting at least two ounces (60 grams) of small rocks and dust in a sample return container. OSIRIS-REx will return the sample to Earth in Sept. 2023, when it will then be transported to NASA’s Johnson Space Center in Houston for examination. The OSIRIS-REx mission will be the first U.S. mission to carry samples from an asteroid back to Earth and the largest sample returned from space since the Apollo era. “It’s satisfying to see the culmination of years of effort from this outstanding team,” said Mike Donnelly, OSIRISREx project manager at NASA's Goddard Space Flight Center in Greenbelt, Md. “We were able to deliver OSIRIS-REx on time and under budget
21st Space Wing Public Affairs Editor’s Note: This feature is part of the “Through Airmen's Eyes” series. These stories focus on individual Airmen, highlighting their Air Force story.
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October 2016
Lt. Col. Nicole Roberts, the 21st Security Forces Squadron commander, relies on a personable leadership style to effectively lead her 214 Airmen at Peterson Air Force Base, Colo. Roberts is affectionately known as “mama bear” around her squadron based on her reputation of always taking care of and protecting her troops. (U.S. Air Force photo/ Airman 1st Class Dennis Hoffman) said she embraces herself and her gender but believes that when she dons her sagegreen Airman battle uniform, she is like any other Airman and fights the same fight. “As a female, I have seen other females who are pilots, cops and firemen – I have seen some phenomenal females in action,” she said. “I have always believed that if you work hard and take care of your people, you will get every opportunity that you are supposed to get and the Air Force has done a great job at leveling the playing field for everyone. Ever since I’ve been blue, I’ve been blessed.”
NASA’S OSIRIS-REX SPEEDS TOWARD ASTEROID RENDEZVOUS
to the launch site and will soon do something that no other NASA spacecraft has done – bring back a sample from an asteroid.” Goddard provides overall mission management, systems engineering, and the safety and mission assurance for OSIRIS-REx. The University of Arizona leads the science team and observation planning and processing. Lockheed Martin Space Systems in Denver built the spacecraft. OSIRIS-REx is the third mission in NASA’s New Frontiers Program. NASA’s Marshall Space Flight Center in Huntsville, Ala., manages the agency’s New Frontiers Program for its Science Mission Directorate in Washington. Launch and countdown management is the responsibility of NASA’s Kennedy Space Center in Florida. For images, videos, and more information, visit:www.nasa.gov/osiris-rex and www.asteroidmission.org.
THE WORLD OF THE RED BULL AIR RACE CHANGED FOREVER IN 2007 WHEN HANNES ARCH JOINED THE WORLD CHAMPIONSHIP
October 2016
IN MEMORY
Hannes Arch, as a young Austrian pilot made an instant impact on the Red Bull Air Race series with his determination to win and his eagerness to advance his race plane to make him as competitive as possible. Tragically, Arch died in a private helicopter accident on Sept. 8, 2016 in Austria. He was 48. It didn’t take long for Arch to make his mark on the series. In 2008, his second year, Arch took the Championship and only finished two races without a podium position. This cemented his place in the history books of the Red Bull Air Race. When he returned for the 2009 season, he knew all eyes would be on him, saying: “When I was defending the title in 2009, I had to learn to deal with that pressure. I always tried to handle it and to convert it into something positive.” In his six full seasons in the Red Bull Air Race, Arch collected 11 race wins, the second highest amount of any pilot, and apart from his debut season, always finished in the top three. He was a fighter in the series and always wanted to win. “Hannes was a fierce competitor whom I grew to like and respect more and more
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as the years went by,” said 2014 World Champion Nigel Lamb. “He had a wonderful spirit and an infectious love of life. If there is any solace ever to be found in the death of a companion, at least we know that Hannes was in his beloved Austrian mountains in a flying machine doing what he loved. We will miss him as a competitor, but more importantly, we will miss him as our friend.” Despite competing around the globe, Austria was Arch’s home and where he felt his spirit was strongest. “My home is my retreat. Looking at home as a location, definitely it is Austria – Salzburg and especially Styria, where I grew up. But the other thing is that I am never at home, so I am looking for my home place inside myself and that’s why in my off time I’m doing sports like mountaineering, climbing, and spending lots of time in nature, because that’s where I feel at home,” said Arch in an interview.
Hannes Arch’s Red Bull Air Race Career
The news of Arch’s death sent shockwaves through the sporting community. His close friend and fellow competitor, Pete McLeod, had this to say: “Today I’m thinking of better days with the people and times in life that really matter and make us smile... Because that’s what Hannes Arch would do. Take care, Hannes, and we promise to keep smiling, caring, and living life to the max. You will always be remembered.” Arch was revered in the hangars and could always be found talking to his fellow competitors. He was also more than willing to offer advice to the Challenger Class pilots. “I grew up watching Hannes race and loved his style, he had the ability to take it to the line without crossing it to beat people. He also had an indescribable way to get in his opponents heads and rattle them,” said Kevin Coleman, who is in his debut season in the Challenger Cup. “Hannes came up to me at every race to talk about anything, sometimes about the race and sometimes
(Photo courtesy Red Bull Aviation/redbullairrace.com) just joking around. It was awesome flying across Europe with Pete McLeod and Hannes a few weeks ago. At the time, I thought about how cool it was to be doing that, and now it means that much more. At first, Hannes was someone I would like to be as a competitor, but he ended being someone I would like to be as a person,” added Coleman. The entire Red Bull Air Race family will miss Arch. He always thought himself to be fortunate with how he was able to live his life. In a recent interview, he was quoted as saying: “If I look back at my life, it’s been so exciting, and I’ve had so many opportunities. I’m really lucky because I am free, because I can do whatever I want.”
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In Flight USA Celebrating 32 Years
October 2016
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
In modern day aircraft, automation is a reality that facilitates procedures and allows precision never before achieved in flight operations. Thorough systems knowledge and keen management skills are required to operate the automation effectively. To that end, the aviation community has proactively educated itself, honed its skills, and created new paradigms. Many improvements have been made, but pilots are human, and automation is complex. Automation can clearly improve flight safety but may also spawn new opportunities to err. Automation errors may occur in almost any flight regime. Operational programming errors are common. Errors suggesting a lack of knowledge or understanding are less frequently reported. ASRS often receives reports suggesting that aircrews believe their automation is accomplishing a desired task when, in actuality, it is not. As aircrews rely more exclusively on automation, a tendency can arise to place more trust in it than may be prudent. Perhaps the most interesting of the complex automation phenomena reported are of the human factors type. They are central to the complicated relationships existing between situational awareness, judgment, and automation management that quicken the human vulnerability to become lulled into a false sense of security and think that, “the automation has it.” This month, CALLBACK looks at a small sample of incidents that describe reduced awareness, dependency, over reliance, and management errors that occur with automation. You can see how the incidents developed and can project how they may have concluded had the errors not been discovered.
How Low Should You Go?
This B737 aircrew programmed their automation correctly, but they deviated from standard operating procedure in one important detail that wasn’t of “immediate concern.” Soon thereafter, the distraction of a beautiful day and over reliance on their automation resulted in a
AUTOMATION DEPENDENCY
significant altitude error. From the Captain’s report: • We were cleared to descend via the arrival landing south. As the Pilot Monitoring (PM), I set the lowest altitude on that STAR, which was 6,000 feet, and… then accidentally abrogated my PM duties by not stating, “I’ll set the next lowest altitude of FL220,” as we approached [the altitude restricted fix] in Level Change pitch mode. Already high on the profile and well above crossing restrictions, it wasn’t of immediate concern, but [it was] completely improper procedure on my part. Instead of correcting that, I passed the radios to the First Officer as I took to the [public address (PA) system] to offer a goodbye to our customers. [After I finished] with the PA, I reported, “Back on number 1 radio,” to the First Officer, who had switched us to Approach but had not yet checked in. I… checked in and reported, “Descending via the… arrival.” I did not refer to the Primary Flight Display (PFD) to check what pitch mode we were in, but the Controller said, “Climb and maintain 10,000 feet.” We were on a STAR, and this was such an unusual call... I said, “Say again,” and the Controller unemotionally repeated, “Climb and maintain 10,000 feet.” We complied immediately. By that time, I saw that the bottom [altitude] window of the next fix showed 10,000. The Controller then asked, “Why were you down at 6,000 feet?” I said, “My bust,” as there was no excuse for this performance. I had been relying on the VNAV automation instead of the old fashioned, “Set the next lowest altitude,” which forces both pilots [to be] situationally aware with respect to the profile. I was allured by the pure beauty of a clear Spring day and was obviously much less aware than I needed to be. From the First Officer’s report: • The Captain set 6,000 feet into the MCP altitude window, and we both verified it against the bottom altitude of the arrival... The Captain [reported to Approach Control] that we were
descending via the arrival. At this point, I simply was not looking at our displays, and a very short time later, we were told to climb to 10,000 feet from our current altitude of 6,000 feet. I knew right away that we never got back into VNAV path for protection.
Teetering on the Approach
A Gulfstream Captain, experiencing strong winds during an approach, became fixated on the automation’s correction. He then lost sight of his own situation and the airport. • During the arrival into Teterboro, we were cleared for the ILS to Runway 6. The Pilot in Command (PIC) let the autopilot drift left of the center line and [I told him] that the airport was in sight at one o’clock. The PIC’s comment was, “Look at how much correction this thing is putting in.” We continued to drift left. I told him again that the center line was to the right and that the airport was in sight. The PIC turned right and started to descend. Then he said that he had lost sight of the [airport]. I told him that the airport was at 11 o’clock and that he was way too low for where we were. I [pointed out] the towers south of [the airport] to him twice. He then said he had them and asked where the stadium was. At this time, the tower came on the frequency and gave us a low altitude alert. The airport was at our 10-o’clock position, but at this point, I lost sight of the airport and told the PIC to go around. At that point, we both picked up the airport visually and landed without further incident. The trip was extremely rough and had been for the preceding 20 minutes. The wind at 4,000 feet was out of the northwest at 65 knots. The [reported] landing wind was from 330 [degrees] at 19 [knots, gusting to] 25 [knots]. This [is] a classic example of how automation dependency can cause a very experienced pilot to lose track of situational awareness and ignore the basics of flying the aircraft.
A Descending STAR
A Gulfstream aircrew was given two runway changes during the arrival, and the automation did not quite lead them down the correct vertical path. • The FMS was programmed with the arrival, and VNAV was selected. All seemed well as we descended to, and crossed, HOMRR at 16,000 feet and 250 knots. However, the next fix, VNNOM, required crossing between 11,000 feet and 10,000 feet. VNNOM is 4.1 nautical miles from HOMRR. Crossing HOMRR at 16,000 feet, we realized that it was almost impossible to lose 5,000 to 6,000 feet in 4.1 nautical miles. At this point, I clicked off the automation and pointed the nose down, achieving a descent rate of better than 6,000 feet per minute. Our airspeed increased to 280 knots, and we crossed VNNOM high and fast. The STAR called for crossing HOMRR at or below 16,000 feet, and the FMS should have been in a position to make the next subsequent fix. Obviously, we could have done a better job monitoring the situation... We made, programmed, and verified two runway and approach changes during this descent prior to HOMRR. In fact, the first change went from a landing east flow to a landing west flow. This could actually explain why the FMS logic chose 16,000 feet at HOMRR instead of lower... Landing east on the EAGUL FIVE requires crossing [the next fix] immediately past HOMRR between 15,000 feet and 14,000 feet. This is a really poorly designed STAR. Something should be done to warn other aircrews not to fall into the same trap.
The Virtual Green Flash
Automation dependency also exists in the ATC environment. A Center Controller, while using an automated hand-off procedure, “flashed” several aircraft to incorrect sectors. This alert Controller noticed the problem, bypassed the automation, and minimized the airspace violation. • I was working Sector XX, R-Side Continued on page 41
ICAS FOUNDATION ANNOUNCES 2016 AIR SHOW HALL INDUCTEES
October 2016
The International Council of Air Shows (ICAS) Foundation board of director’s selection committee has named pyrotechnic experts Rich and Diana “Dee” Gibson, aerobatic pilot Greg Poe, and air boss, pilot, announcer and air show organizer Larry Strain to the ICAS Foundation Air Show Hall of Fame class of 2016. A formal induction ceremony will take place Thursday, Dec. 8, 2016, during the 49th ICAS Convention’s Chairman’s Banquet at Paris Las Vegas. The Gibsons began their air show careers as skydivers in the mid-1960s before earning their world-wide reputation as the air show industry’s premier pyrotechnics team. Their innovative use of pyrotechnics led to the first strafing run simulations, walking bomb runs, cluster bombs, their famous wall of fire, and night show fireworks. Rich’s Incredible Pyro established two official and three unofficial Guinness World
Safe Landings
Continued from Page 40 and D-Side combined. Traffic was moderately busy, and we had overflights available through the [airspace], which [adds] some complexity. I was flashing several aircraft to Approach to initiate our flashthrough procedure. The automation forwarded the handoffs [incorrectly] to Sector YYG instead of YYB. [Initially,] I did not notice that in my scan, and one of the aircraft penetrated [the adjacent sector’s] boundary without a handoff having been completed. I called Sector YYB for the late point-out and redirected the [automated, incorrect] handoff from Sector YYG to YYB. The Controller there took the handoff and flashed it on to Sector ZZ. This is a repeated problem with YY Approach’s automation. I would recommend their automation be forwarded correctly so the appropriate sector sees the handoff flashing at them.
More Than Meets the Eye
This B737 aircrew trusted their automation to calculate the descent point, but they did not consider the winds. The situation was compounded as a second problem resulted from the action they took to solve the first. From the First Officer’s report: • [We were] given the crossing restriction 10 [miles] north of HIELY at 13,000 feet. [I] got behind on the descent, asked for relief, and the Controller gave
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OF
FAME
41
Records for the longest walls of fire. In addition to serving for five years as chairman of the ICAS Pyrotechnics Safety Committee, Rich drafted the first ICAS Pyro Safety Manual and subsequent revisions. The husband and wife team has also created pyrotechnic effects for the film industry, and worked at over 350 show sites in eight countries. Poe earned his pilot’s license at 19years-old and, in 1974, started flying at small, local air shows and entering aerobatic competitions. By 1992, he was a full time air show pilot flying a Pitts Special at air shows throughout the United States and Canada. He served as an Aerobatic Competency Evaluator (ACE) before becoming chairman of ICAS’s ACE committee in 2006. In the latter stages of his air show career, Poe created and ran his “Elevate Your Life” program as a tool for using air shows and aerobatics to motivate and inspire
American’s youth. A legacy of Poe’s belief in the power that air shows have to change lives, “Elevate Your Life” continues to bring together children, parents, and educators together in dozens of communities every year. For more than 30 years, Strain has supported the industry by bringing an outsider’s business perspective, working with event organizers to help develop many air shows that continue to thrive as viable and exciting events. In addition to a very successful career as one of the air show community’s top announcers, Strain has also mentored and coached the narrators of many civilian and military performers and teams. For nearly 20 years, Strain acted as an Air Shows 101 and Air Shows 201 instructor at the ICAS Convention. While filling a one-year gap on the ICAS board of directors, Strain was instrumental in revising the ICAS Ethics Bylaws. As both a director and chairman of EAA’s
Warbirds of America, he helped to develop and manage closer relationships between the North American warbird community and the civilian air shows that showcase these beautiful airplanes. The ICAS Foundation created the Air Show Hall of Fame in 1995 as part of its mission to honor and recognize those who have had a significant impact on the North American air show industry. For more information about the ICAS convention visit www.airshows.aero.
us a heading and a descent to 13,000 feet. [We] entered moderate chop, and I oversped [the aircraft about] five knots or so [in the] clean configuration. I was… rushing to comply, and, along with chop, I got behind the aircraft. I need to do a
better job cross checking the automation against what the restrictions actually are. I was trusting in the automation too much for when to start my descent. From the Captain’s report: • [Our mistake was] over reliance on
the automation for planning the descent. [We should have] double checked that it makes sense with the winds and should have been more aware of speed control when using vertical speed to try to comply with a crossing restriction.
(Photo courtesy ICAS)
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42
FLY SAFE: PREVENTION
OF LOSS OF
The FAA and General Aviation (GA) group’s #FlySafe national safety campaign aims to educate the GA community on best practices for calculating and predicting aircraft performance, and operating within established aircraft limitations. Impairment may cause a pilot to exceed these limitations and lose control of the aircraft. On Sept. 27, FAA and the GA groups released the following fact sheet and reminder statement regarding safe flying practices:
Are You an Impaired Pilot?
Of course not, you may say. But, impairment doesn’t just cover illegal drugs and alcohol. Fatigue and over-thecounter or prescription drugs can lead to impairment, too. • Have you flown tired, because you’re eager to get home, thinking you’ll rest later? • Have you had a drink at dinner, and thought you were fine to fly home? • How about your cold medicine? Did you know it can cause impairment too? It’s important to know the risk of taking risks with your safety and the safety of those who fly with you. “Fit to fly”
means free of ANY impairment, including drugs, alcohol, or fatigue.
What Do the Regs Say?
The Federal Aviation Regulations (FARs) require full fitness for flight. You must be well-rested and free of distraction, and you must be free of drugs and alcohol. “Eight hours bottle to throttle” is a minimum. Do not fly if you feel a little bit off. The FAA does not hesitate to act aggressively when pilots violate the alcohol and drug provisions of the FARs.
Fatal Results
• According to the FAA Civil Aerospace Medical Institute, between 6 and 14 percent of pilot fatalities are alcohol related. The FAA calculated those statistics by analyzing blood and tissue samples from pilots who have died in aviation accidents. • Further analysis of pilots who died in an accident shows some used prescription drugs such as common sleep aids and cold remedies, without realizing that these drugs could make them unfit to fly.
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In Flight USA Celebrating 32 Years
• A number of studies have found that a pilot’s performance can be impaired by only a few drinks, even after the pilot’s blood alcohol content (BAC) has returned to “zero.” In fact, these lingering effects can be detected up to 48 hours after consumption, and they can leave you at increased susceptibility to spatial disorientation, hypoxia, and other problems.
Do You Need Help?
The Human Intervention Motivation Study (HIMS) is a recovery program for pilots that major airlines and pilot unions support. More than 5,500 pilots have undergone treatment for alcohol use or dependency since 1975 and have been returned to the cockpit. Most pilots enter the program through self-disclosure. General aviation pilots may not have access to HIMS, but there are a number of effective community programs available. Please work with your personal physician to identify what type of treatment would be good for you. Self-help groups such as Rational Recovery and Alcoholics Anonymous can be a critical source of support and treatment. It may be hard to admit that you need help, but you can recover. Find treatment, stick with it, and don’t fly until you are safe to be in the cockpit.
And Finally…
• Let your aviation medical examiner know every medication you take on a regular basis.
October 2016
• Make sure anyone prescribing medication for you knows that you are a pilot. • Do not fly if you are feeling sleepy, “out of it” or jittery. • Do not fly if you are using illegal drugs. • Do not fly if you have recently consumed alcohol. • Get help for drug or alcohol abuse. Make sure you are fully fit to fly so you and your passengers reach your destination safely.
What is Loss of Control?
A Loss of Control (LOC) accident involves an unintended departure of an aircraft from controlled flight. LOC can happen because the aircraft enters a flight regime that is outside its normal flight envelope and may quickly develop into a stall or spin. It can introduce an element of surprise for the pilot. Contributing factors may include: • Poor judgment/aeronautical decision making • Failure to recognize an aerodynamic stall or spin and execute corrective action • Intentional failure to comply with regulations • Failure to maintain airspeed • Failure to follow procedure • Pilot inexperience and proficiency • Use of prescription, over-the-counter, or illegal drugs or alcohol Message from FAA Administrator Michael P. Huerta: “The FAA and industry are working together to prevent Loss of Control acciContinued on Page 43
THIRTEENTH ANNUAL U.S. SPORT AVIATION EXPO OFFERS SECOND AND THIRD CLASS MEDICAL EXAMS
Sebring’s Airport U.S. Sport Aviation Expo will offer a special benefit to pilots this Jan. 25-28 – Second and Third Class Medical Exams. Through the generous sponsorship with Highlands Regional Medical Center (HRMC), Doctor Roger Arumugam, Senior Airmen Medical Examiner will be performing second and third class medical exams on-site at the U.S. Sport Aviation Expo. Computers will be on hand for pilots to fill out FAA online forms and receive a printed certificate at completion of the exam. The fee-based exam, takes about 15 to 20 minutes depending on the class.
Pilots are encouraged to reserve and pay in advance, online at sportaviationexpo.com/examination. The 13th annual Sport Aviation Show features sport aircraft, and includes conventional aircraft, kit planes, powered parachutes, trikes, gyros, amphibians, drones, and innovative designs such as electrically powered aircraft – more than 150 aircraft on display. To learn more, visit sportaviationexpo.com. For more information on the Sebring Regional Airport & Industrial Commerice Park, visit sebring-airport.com.
October 2016
AMERICAN AIRLINES
American Airlines, in conjunction with the Honor Flight Network, brought 180 World War II, Korean and Vietnam War veterans from Asheville, N.C. to Washington D.C. to spend the day with their memorials on Saturday, Sept. 24. This historic flight marks not only the 10th anniversary of American’s partnership with the Honor Flight Network but also American’s 500th Honor Flight since the first one arrived at Washington Reagan National Airport (DCA) in 2006. “Ten years ago when the Honor Flight Network asked for our help, they were using private planes to take a few veterans at a time to Washington D.C. to see the memorials built in their honor. In the time since our partnership began, we have transported thousands of our
Fly Safe
Continued from Page 42 dents and save lives. You can help make a difference by joining our Fly Safe campaign. Each month on FAA.gov, we’re providing pilots with a Loss of Control solution developed by a team of experts. They have studied the data and developed solutions – some of which are already reducing risk. We hope you will join us in this effort and spread the word. Follow #FlySafe on Twitter, Facebook and Instagram. I know that we can reduce these accidents by working together as a community.”
Did you know?
Last year, 384 people died in 238 general aviation accidents. • Loss of Control is the number one cause of these accidents. • Loss of Control happens in all phases of flight. It can happen anywhere, and at any time. • There is one fatal accident involving LOC every four days.
TO
FLY 500TH HONOR FLIGHT
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nation’s bravest veterans from across the country to see their memorials,” said David Seymour, senior vice president, Integrated Operations at American and graduate of the United States Military Academy at West Point. “This partnership means so much to American’s employees, and we are all proud to serve as their longest commercial airline partner. Our flight and airport crews dedicate their time to work these flights and make sure these heroes know how much they mean to all of us.” Chicago-based flight attendant, Rosalia Villanueva-Whiteman, is a member of the volunteer crew this weekend and is looking forward to participating in her first Honor Flight. “My son recently committed to West Point. I’ve always
appreciated those who have taken the time to serve our country, but it’s now taken on a whole new meaning,” said Rosalia. “I’m honored to spend the day with our veterans and volunteer my time to such a great cause.” In addition to the pilots and flight attendants who donate their time, DCAbased Customer Care Agent, Greg Locher, serves as the volunteer organizer for all of DCA’s Honor Flights and has been involved since day one. This week he is pulling out all the stops to make the veterans’ arrival meaningful: a water cannon salute, red carpet, honor guard formations, a choir with a 39 piece band, swing dancers, and more. The veterans will receive a police escort through Washington D.C. as they
visit several memorials. At the Korean War Memorial and Arlington National Cemetery, veterans will participate in wreath laying ceremonies. “To have the opportunity to visit ‘our’ specific memorial, collectively, as we did in combat, is a true and solemn honor,” said USMC Captain (Ret.) T. Hilliard Staton, Korean War Veteran. “American Airlines and Blue Ridge Honor Flight are providing us with a very special gift by making it possible for so many of us to stand in awe before a monument dedicated to all who served during this long threeyear war. We are deeply appreciative.” For more information about the ways American Airlines supports military, veterans, and their families, please visit www.AA.com/military.
The FAASafety.gov website has Notices, FAAST Blasts, online courses, webinars and more on key general aviation safety topics. Check out the 2016 GA Safety Enhancements (SEs) fact sheets on the main FAA Safety Briefing website, including Flight Risk Assessment Tools. The WINGS Pilot Proficiency Program helps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.
The General Aviation Joint Steering Committee (GAJSC) is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of accidents in GA. An FAA fact sheet outlines GA safety improvements and initiatives. The GAJSC combines the expertise of many key decision makers across different parts of the FAA, several government agencies, and stakeholder groups. The other federal agencies are the National Aeronautics and Space Administration and
the National Transportation Safety Board (NTSB), which participates as an observer. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The European Aviation Safety Agency (EASA) also participates as an observer.
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Learn more about the FAA’s Drug and Alcohol Testing Program. It is designed to keep all of us safe. Help is available. Please don’t hesitate to reach out. Alcoholics Anonymous (AA), and Rational Recovery are two valuable resources that are available in many communities. The HIMS program is specific to commercial pilots, but its website has good information on the signs and symptoms of drug and alcohol abuse. The NTSB has published a Safety Alert (PDF) about the dangers of overthe-counter and prescription drugs.
43
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44
T
By Pete Shirk
he 53rd running of the Reno National Championship Air Races was held Sept. 14 through Sept. 18, 2016. The air race event continues to work its way back from the disastrous crash in 2011, which had 11 fatalities and 66 seriously injured. This tragedy has dampened the event since, and stress is still evident in many ways but most visible is the decline in number of unlimited entrants, which has always been the backbone of interest and attendance. Since its height, of 30 unlimited entrants in 2011, the number declined to only 11 in 2016. The good news is that additional unlimited entrants are expected back next year, so hopefully the worst is behind us. In an effort to protect seated crowds and bystanders, the FAA has required Air Race authorities to adopt and enforce a variety of rules. Among them is a limit on height that no racing aircraft can fly higher than 250 feet above ground level. The rules are available at: http://airrace.org (Ref. pg. 15 “National Championship Air Races Official Rules of Operation & Competition,” Aug. 5, 2016). The reasoning behind this height restriction is “scatter pattern,” that if encountering an emergency a higher-flying, fast aircraft can reach farther and impact more places (and people) on the ground, than a lower-flying aircraft. But most pilots will tell you that three ingredients are critical in flying: Airspeed, altitude, and ideas. Oh yes, and fuel too. And they are interrelated. Airspeed can be converted into altitude, which can be turned into glide distance. And altitude can be used to either gain airspeed or extend glide distance. Ideas, of course, are what bring it all together. It is an equation or a matrix, a set of tradeoffs. A pilot will tell you that if you put a limitation on any of the ingredients, it also limits the solutions. And one of the places that altitude is critical is passing other aircraft. Getting around another aircraft requires using more airspace, and clearances have to be much greater than in auto racing. A typical – and safe – way to pass is overtake an aircraft high on its outside, pull past, and then descend to pick up airspeed. The 50 ft. minimum/250 ft. maximum altitude in reality means having to pass at essentially the same altitude. It is more difficult, and some pilots regard it as not safe and have chosen not to race. Their participation is missed. So one might ask, does limiting altitude of racers contribute to safety? Maybe it is a little like restricting US
RENO AIR RACES 2016 In Flight USA Celebrating 30 Years
October 2016
(Pete Shirk)
VooDoo with SteveO Hinton at the controls was this year’s Unlimited winner. (Pete Shirk) Unlimited Class 1st Place Steve Hinton 2nd Place Jay Consalvi 3rd Place Brian Sanders
Race 5 Race 86 Race 8
VooDoo Czech Mate Dreadnought
460.306 mph 450.582 mph 430.137 mph
Jet Class 1st Place Rick Vandam 2nd Place Sean Cushing 3rd Place Zachary McNeill
Race 5 Race 8 Race 44
American Spirit Fast Company Phatty
497.921 mph 488.112 mph 448.217 mph
T-6 Class 1st Place Chris Rushing 2nd Place Nick Macy 3rd Place Dennis Buehn
Race 14 Race 6 Race 43
Baron’s Revenge Six Cat Midnight Miss III
231.193 mph 231.104 mph 230.912 mph
Sport Class 1st Place Jeff LaVelle 2nd Place John Parker 3rd Place David Sterling
Race 39 Race 352 Race 8
Race 39 Blue Thunder
383.397 mph 371.333 mph 357.421 mph
Formula One 1st Place Lowell Slatter 2nd Place Vito Wypraechtiger 3rd Place Justin Phillipson
Race 31 Race 50 Race 79
Fraed Naught Scarlett Screamer No Strings …
256.728 mph 234.873 mph 227.871 mph
Biplane 1st Place Jeff Rose 2nd Place Eric Zine 3rd Place Kirk Murphy
Race 23 Race 17 Race7X
Reno Rabbit Sunny Side Up Lady Luck
217.858 mph 204.959 mph 204.906 mph
Airways flight 1549 to stay under the geese until out of the TCA. One might avoid some of the geese but run afoul of some other obstacles… and not have enough altitude to make it to the Hudson River. But height limit is just one factor limiting the number of entrants however. Another factor might be the purse. This sport, however, is so expensive that it is not clear prize money that is as critical as one might think. If the cost of an aircraft is a million dollars, and it costs $200,000 to prep it for racing, and then another
$100,000 to go compete, the owner would have $1.3 million into it before the first race. And there is basically only one important air race event a year – Reno. To compare it to car racing, an owner might spend the same kind of money (or less) to get a competitive car, yet it can probably be entered in multiple events for possibly multiple prizes. It’s easy to see that air racing is typically not done for profit, although a few competitors come out in the black. Even though winning some money is one of the motivations to race airplanes, it probably is not the main one.
(Pete Shirk)
(Pete Shirk) Still, an increased purse would certainly improve competition. Not all of the no-shows are due to pilots’ concerns about safety or the purse. One of the most unique unlimited entrants has been Race 38, a highly modified P-51D, which suffered a fire on the ground on its way to the Air Races last year and is still being rebuilt. Because of its Rolls Royce Griffon engine, the return of Race 38 next year could enliven competition just by itself, and there may be others working their way back as well. Following Race 38’s pilot, Thom Richard, on Facebook is one easy way to stay in the know. Thom is very open and forthright and posts a lot of useful information from an insider’s perspective. It’s easy, just go to Thom Richard on Facebook, and Precious Metal Air Racing is there also. Many of the other air racing competitors have a presence on the Internet such as Race 5, VooDoo (this year’s winner), and Race 86 Czech Mate flown by Jay Consalvi, the only airplane fast Continued on Page 49
October 2016
B
VOODOO
www.inflightusa.com
The Pyl on Pl ace
Marilyn Dash’s
AND
ack in 2008, Rookie Race Pilot, Steven Hinton, was able to get a few laps in, first in Lady Jo and later that week in Sparky. He finished as high as second in the Bronze and was probably the happiest guy on the ramp. Who would have known that same young man would be a seven time Unlimited Champion – four in Strega and now three in Voodoo? All I know is that I’ve had a front row seat to his incredible journey. I could not be happier for him, his entire family and the Button Family, and the entire Voodoo Crew! Qualifying at 475.027, some expected them to go for the Qualifying Record of just under 500 mph – but there was no one in his rear view mirror – so why push it? As we say in racing, “second place sets the pace.” Speaking of second place, Jay Consalvi flew Czech Mate, the highly modified Yak-11 to a 444 qualifying lap and a well-flown second place finish. A pretty impressive showing for a Rookie! Brian Sanders flew Dreadnought to a 440 qualifying time and a safe thirdplace finish. Curt Brown in Sawbones was fourth. Joel Swager – another Rookie – came in fifth in Argonaut just ahead of his father-in-law, Dennis Sanders, in 924.
45
STEVO HINTON
DO IT
AGAIN!
Rookie Joel Swager flying Argonaut to a respectable fifth place finish (Anthony Taylo/warbirdfotos.com)
Stevo flying a perfect line
Dusty Dowd took the Silver in Lylia, another Yak-11. Dusty comes to us from Syracuse, Kans. and is – a Crop Duster. We’re hoping the bugs stay away each September so he can continue to grace us with his flying. A real surprise was Mrs. Virginia; the Allison powered P-51A owned by the Planes of Fame Museum. John Maloney flew her to some pretty impressive speeds – good enough to beat out several of the Merlin Powered P51Ds. Those P-51Ds included Wee Willy flown by Rob Patterson, The Rebel flown by John Currenti and Doug Matthews, and Sparky/Blondie flown by Brant Seghetti. This year’s event was another Jay Consalvi, Reno Rookie all around amazing pilot in Czech Mate. (Anthony Taylor/warbirdfotos.com) series of ups and
Visit In Flight USA’s website for the latest aviation news...
www.inflightusa.com
(Anthony Taylor/warbirdfotos.com)
downs. Over the next few columns, we will dissect each Race Class in detail – but until then – here are your winners this year. Congrats to all the teams and to RARA for running another spectacular event.
Jet Class, American Spirit, L-39 Albatros, Pilot Rick Vandam Sport Class, Race 39, Glasair III, Pilot Jeff LaVelle T-6 Class, Baron’s Revenge, AT-6B, Pilot Chris Rushing – First time winner IF1 Class, Fraed Naught, Gilbert DG2, Pilot Lowell Slatter – First time winner Biplane Class, Reno Rabbit, Mong Sport, Pilot Jeff Rose – First time winner
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
BOMBER NAMED
46
DOOLITTLE RAIDERS
FOR
In Flight USA Celebrating 30 Years
Decision Announced by Original Raider
By Jim Moore
AOPA Online Associate Editor
Retired Lt. Col. Dick Cole, one of two surviving Doolittle Raiders from World War II, visited AOPA's National Aviation Community Center for a book signing. (Photo courtesy AOPA)
Retired Air Force Lt. Col. Dick Cole, co-pilot for Lt. Col. James H. “Jimmy” Doolittle’s secret raid on Tokyo April 18, 1942, was given another assignment by the Air Force Sept. 19: announcing the name of the next strategic bomber, the B-21. Cole is the last living link to the mission that rallied American morale at a low point in World War II by demonstrating the ability to strike at the heart of the enemy homeland. It is only fitting, then, that the newest generation of strategic bomber bear the name “Raider.” Decades after their daring mission, Cole and his fellow Raiders edged out fellow airmen who had also helped establish American air power as a dominant military force, as it remains to the present day. There had been speculation, Aviation
Week reported, that the new B-21 would be named after one of the other legendary bombers of the day, such as the B-17 Flying Fortress, or the Consolidated B-24 Liberator. The Air Force conducted an online poll from March to May seeking input on the naming of the B-21, which bears a striking visual similarity to the B-2 Spirit, based on the rendering released to date. The poll was limited to Air Force personnel and family, adroitly sidestepping any danger of repeating the unfortunate experience of British officials who put the naming of a scientific research vessel to the public at large earlier this year. U.S. Air Force Secretary Deborah Lee James called Cole one of the greatest men of his generation, according to an Air Force article about the Sept. 19 event.
relive. MyPilotPro provides the option of the 3-way pivot mount, swivel camera mount, spider camera mount, and the spider swivel camera mount. Each camera mount is compatible with GoPro and will
allow full range on filming memorable moments in the sky! For more information contact Aircraft Spruce at 1-877/477-7823 or 951/372-9555, and reference 13-18888 for the swivel mount, 13-18886 for the 3way pivot mount, 13-18889 for the spider mount, and 13-18890 for the spider swivel mount. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 1100+ page catalog (available in print, CD, or PDF formats).
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Artist's rendering of B-21. (Image courtesy AOPA) James noted the B-21 is designed to launch from the United States and strike targets anywhere in the world, surviving the ever more lethal defenses of the future to do so. James also made an unabashed plea for budgetary certainty and support for the strategic bomber program, noting the Air Force fleet averages 27 years in age, the oldest in the service’s history.
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The Torchgrip is now at Aircraft Spruce. The Torchgrip is a universal computer tablet that functions as both a versatile stand and handle that provides secure and comfortable handling of your device. The Torchgrip is compatible with all iPads and most other tablets. Known for its durability, this stylish design is ergonomically crafted and lightweight. Torchgrip can withstand the weight of your tablet or iPad to work as a stand, and also have a handle that will rotate 360 degrees allowing multiple viewing angles in both portrait and landscape positions. The Torchgrip can be purchased in black or white. For more information contact Aircraft Spruce at 1-877/477-7823 or 951/372-9555, and reference part num-
bers 13-19321 for black/black and 1319322 for white/white. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com. Request your complimentary copy of the company’s free 1100+ page catalog (available in print, CD, or PDF formats).
WICKS AIRCRAFT SUPPLY PRESENTS HUGE, FREE OPEN HOUSE October 2016
www.inflightusa.com
Discounts, Door Prizes, and Great Learning Opportunities from the Pros
Wicks Aircraft Supply, centrally located just east of St. Louis in Highland, Ill., invites all aircraft builders and DIY enthusiasts to its fun and informative Open House on Saturday, Oct. 22. Where? At the Wicks headquarters, 410 Pine Street, Highland, IL 62249. Drive direct or fly in to St. Louis Metro East/Shafer Field (3K6), where shuttle service to Wicks starts at 8 a.m. When: Saturday, Oct. 22, 2016, 9 a.m. to 4 p.m. Who: The public is invited. All day seminars/forums, plus a WICKS plant tour too. Schedule: 9:00: Robert Helms, ULPower 10:00: Sebastien Heintz, Zenith Aircraft
11:00: Jim Sweeney, on ADS-B Lunch and facility tour Basic Composites/Vacuum Bagging, by CG Products Plus great door prizes: David Clark ONEX headset; AeroLEDS Sunspot Landing Lights; SLSA-2 Glider Rides; Kitplanes digital subscriptions, and more. 50/50 Raffle to benefit EAA Young Eagles program. And discounts! 15 percent off everything in stock, or 20 percent off preorders (excluding Dynon products). Registration not mandatory but appreciated. Email Eric Cleveland: ericc@wicksaircraft.com or call 618/654-7447 or 800/221-9425.
SUN ‘N FUN/AEROSPACE CENTER FOR EXCELLENCE TO HOST AEROSPACE DISCOVERY WEEKEND
Sun ‘n Fun and the Aerospace Center for Excellence (ACE) are hosting the campus’ annual Aerospace Discovery Weekend, a three-day aerospace adventure complete with a flight opportunity from Oct. 21-23, 2016. This year, ACE will offer $10 admission to Saturday, Oct. 22, 2016 participants. Activities throughout the day include, but aren’t limited to: • A flight opportunity to anyone ages 8-17 who registers for the event before Oct. 14 • Design and launch a rocket • Flight simulator experience • Solar and Stellar Exploration • Admission to the Official Aviation Museum in the State of Florida – Aerospace Discovery at the Florida Air Museum • Food Trucks will be available during the event On Saturday evening at 7 p.m., guests will receive the opportunity to hear Astronaut, Greg Johnson, speak. Johnson graduated from the Air Force Academy in 1984 and flew in 34 combat missions in
Operation Desert Storm. Johnson served as the pilot on Space Shuttle Endeavor in the STS-123 mission to space. He also piloted the shuttles last mission in May of 2011. Among his numerous awards, Johnson received the 2012 NASA Exceptional Service Medal as well as the award for the Top U.S. Air Force Test Pilot. Richele Floyd, Educational Director at ACE believes the experiences children and young adults will receive during this event are exceptional. “Aerospace Discovery Weekend is an educational event full of activities that introduce kids to all aspects of aviation,” Floyd says. “Activities including wing rib building (engineering), rocketry, meeting an astronaut, and receiving that first flight opportunity.” To register for the event, please visit our website at http://flysnf.org For more information on Aerospace Discovery Weekend, please contact Richele Floyd at 863/644-2431 or email her at RFloyd@flysnf.org
47
American Aircraft Sales Co. WE HAVE MOVED! 50 YEARS IN BUSINESS–NEW LOCATION
1977 Cessna 310R
1980 Cessna 182Q Skylane II
1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH, ..$99,950
One owner and hangared since new, 2200 TTSN, 200 SMOH, just like new, NDH ..............$95,000
4 Cessna 152’s 1981: 1759 SMOH, 13,065 TTSN..$24,950 1980: 292 SMOH, 20,000 TTSN....$24,950 1980: 2400 SMOH, 4,000 TTSN....$29,950 1979:1534 SMOH,14,320 TTSN....$24,950
1979 Piper Warrior II 161 1278 SMOH, 15,193 TTSN, Garmin Avionics, ......................................$19,950
1969 Piper Cherokee 180D
1963 Cessna 210C
1969 Piper Cherokee 180D, 4400 TTSN, 1200 SMOH, One owner and hangared since 1976, 1197 SMOH, Digital IFR, NDH, Mechanic Special, ............$19,950 2789 TTSN, COMPLETE LOGS, NDH ......$29,950
TWO AVAILABLE
1955 Beechcraft T-34B Mentor
1958 Beechcraft T-34A
Gray with US Aircraft markings.............Make Offer
1861 TTSN, 265 hrs since restorations, like new ..................................................................$179,950
1942 Grumman Bearcat F8F-2
1944 North American P-51 D Mustang
820 hours since new...Considering Offers
588 hours since new.....Considering Offers
We Have Moved...
• Livermore Airport • 550 Airway Blvd. • Livermore, CA Office Space & Tie Downs Available for Rent Robert Coutches
Cell - (510) 783-2711 • (925) 449-5151 www.americanaircraft.net
In Flight USA Celebrating 30 Years
48
AIRCRAFT We have moved! American Aircraft Sales, now at Livermore Airport, CA, www.americanaircraft.net, cell (510) 783-2711, (925) 449-5151. 3/13 From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, www.tjair.com. 3/13
Husky - America's Favorite Taildragger. Call to schedule your own Husky Experience. Aviat Aircraft, Afton, WY, (307) 885-3151, husky.aviataircraft.com. 12504:TFN J.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also recovery & storage for singles & light twins. (800) 421-1729, Orlando, FL. 11/14 Largest variety of quality aircraft, plus training and other services. Alliance International Aviation Flight Centers at Chino, Riverside and Brackett Field, CA, airports. www.AIAFlight.com. 11/13
AirplanesUSA Aircraft Sales, new office at San Carlos, CA, Airport, www. airplanesusa.com, (650) 394-7610.1/16
Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero. 7/15
Aerial Avionics, FAA CRS 7IAR379B. Reid-Hillview Airport, San Jose, CA, (408) 258-5858, www.aerialavionics.com. 10/16
ENGINES Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872. 10/06 Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock. Corona Airport, CA, (951) 736-6452, www.coronaengines.com. 8/14 Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14
FUEL Fuel Cells. Repair, overhaul or new. New tanks with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, www. hartwigfuelcell.com. 2/09
HOMEBUILTS
PROPELLERS
Now for Sale: Hollmann's Super Stallion & Production Rights Faster, farther, carry more for less cost. Aircraft Designs, www.aircraftdesigns. com. Contact Rita at (831) 621-8760 or email jets@mbay.net. 161000:TFN
Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 5537767, (419) 447-4263. 2/08
OXYGEN SUPPLIES
Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 3375111. 8/14
4720:TFN
FLIGHT INSTRUCTION
AIRCRAFT PARTS
Instructors Needed Busy Cirrus Platinum Training Center, newly Certified 141 school, looking for experienced instructors. Mach 1 Aviation located at Signature West Flight Support Building, Van Nuys Airport, CA. Contact Mike Bremner, mikeb@flymach1.com or (818) 787-8500. 16800:9
Aircraft Tool Supply. Ring jobs just got easier. www.aircraft-tool.com. 8/14
Gavilan College Aviation Maintenance Technology. Spring classes begin Jan. 12, 2017. (408) 852-2861, www.gavilan.edu. 10/16
Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings.com, (602) 614-7994. 9309:TFN
Aviation Seminars Private, Commercial, Instrument, CFII and FAA-approved flight instructor refresher courses in 100 major cities. (800) 2579444, www.aviationseminars.com. 10/16
AVIONICS Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtronicsavionics. com, (209) 736-9400. 11/14
Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, wwww.susanbiegelmd.com, (909) 985-1908. 8/14
Let your dreams soar! Aircraft loans tailored to your needs. Liberty Bank, (831) 338-6477, libertybk.com. 1/15
Aviation Marketing/Copywriting Expert for your projects. A published former TWA captain/instructor. Bert Botta, (415) 320-9811, www.bertbotta.com. 1/16
AIRCRAFT FINANCING Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN
HANGARS/TIEDOWNS Aviation Building Systems, custom designed hangars for 44 years. R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www.aviationbuildingsystem.com. 51217:TFN
FBOs
Fast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318. 11/07
Aerobatics instruction and air shows. Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero. 7/15
SERVICES Protect your assets. Legally avoid California Aircraft Sales and Use taxes. Call for free consultation. Associated Sales Tax Consultants Inc., (916) 3691200 or visit www.astc.com. 3/06 Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10
New one-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 7468273. 1/15
SAILPLANES/SOARING
Old School Aviation. Advanced Warbird training. Contact Dan Vance (707) 972-1293 at Sonoma Jet Center, Santa Rosa, CA. 8/14
Aircraft Tool Supply. "Serving the aviation Industry for over 40 years." www. aircraft-tool.com 10/16
Aircraft Parts for General Aviation. Special orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190.1/16 Specializing in oil coolers, fuel heaters, valves and more. Buy, sell, repair, overhaul, exchange. Pacific Oil Cooler Service, La Verne, CA, (800) 866-7335, www.oilcoolers.com. 1/16
PILOT SUPPLIES The Airport Shoppe, Reid-Hillview Airport, San Jose, CA, orders (800) 6344744, www.airportshozppe.com. 10/06
Aircraft Spruce & Supply. Free 700page catalog, Corona, CA, & Peachtree City, GA, www.aircraftspruce.com. 10/06 www.sportys.com your single source for quality educational aviation products— always at a good price fax 1.800.543.8633 phone 1.800.SPORTYS Clermont County/Sporty’s Airport Batavia, OH 45103 2522:TFN
DuraCharts — Best print quality, resistant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS. com. 8/14 No cheap imitation watches at HME! To order or for information, (888) 4646660 or www.hmewatch.com. 1/15
Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com.3/13
Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Corona Municipal Airport, (951) 737-1300, www.CoronaAirVentures.com. 8/14
Northgate Aviation Chico Jet Center®
October 2016
tire market with just one call. Best rates. Broadest coverage. All markets. Aviation Insurance Resources, (877) 247-7767, www.AIR-PROS.com. 1716:TFN
Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com. 11/07
BUSINESS OPPORTUNITIES
HELP WANTED
#1 Largest Network of Aircraft Brokers in the United States Become an Aircraft Broker — Available in Your Area Start today with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares. Includes multi-million-dollar inventory from which to start selling.
IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402. TFN
Complete turn-key proved system. No experience necessary. Will train. Licensed USA Aircraft brokerage.
Call today (504) 723-5566. Visit Business Opportunity Section at www.usaaircraft.com. 4208:TFN
FLYING CLUBS West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc. org. 4/16 Charter Members Wanted for New Flying Club Bring back the thrill of flying in a Cherokee 180 or a Cessna 182 Whether you’re an aircraft owner, a seasoned pilot, a flight instructor, a student, or just want an affordable way to get back into the sky, join our new Inland Empire Flying Club — an organization that makes flying fun again in well-equipped, clean aircraft. Membership includes maintenance, insurance, servicing or other costs involved in individual ownership. Contact Richard: (562) 208-5280 or ryardusa.com INLAND EMPIRE FLYING CLUB Corona, Chino and Riverside, CA 151100:TFN Tabooma Flyers Not-for-profit flying club on historic Pearson Field, Vancouver, WA, www. taboomaflyers.org. 4/16
General Aviation Services FAA Charts Available in NoCal Shell Aviation Products Chico, CA, (530) 893-6727 Diamond Service Center, maintenance, rentals, flight school, tiedowns, and hangars. 7707:TFN
The original "Self-Fly Safari." Selfpiloted bush flying in Southern Africa, planned by Hanks Aero Adventures. info@selfflysafari.com, (518) 234-2841, www.SelfFlySafari.com. 7/15
AVIATION CONSULTANTS
AVIATION ART/GIFTS
“Doing it right the first time” Home of Peninsula avionics, sales & service. Jorgenson-Lawrence Aircraft Sales & Management, Palo Alto, CA, Airport. Larry Shapiro, (650) 424-1801. 6107:TFN
Victory Girl Personalized Aviation Nose Art. Quality, service, lasting value. Personalized, hand-crafted art and decals. Contact www.VictoryGirl.com, (909) 297-6688. 11/13
Aircraft Sales & Corporate Aircraft Management NAAA-certified appraisals, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, www. sterling-air.com. 11601:TFN
AIRCRAFT INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 723-3358. 10/06 Aircraft Insurance WARNING! Don’t even think of calling another agent until you’ve called us first! Access the en-
AVIATION TRAVEL
230 VIDEOS/PHOTOGRAPHY Specializing in aviation photography. www.horizontalrain.com. 1/15
PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop. 8/14
The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. To reserve your copy, call (650) 358-9908. 51108:TFN
MUSEUMS Military Aviation Museum Virginia Beach, VA (757) 721-7767 www.militaryaviationmuseum.org Flying Heritage Collection Paine Field, Everett, WA (877) FHC-3404 www.flyingheritage.com National WWII Museum New Orleans, LA, (504) 528-1944 nationalww2museum.org WACO Airfield & Museum Troy, OH, (937) 335-9226 www.wacoairmuseum.org Lone Star Flight Museum Galveston, TX (409) 740-7722 Planes of Fame Air Museum Chino, CA (909) 597-3722 www.planesoffame.org
ORGANIZATIONS List your non-profit organization FREE on a space available basis. Send information to: 3rdavenue@embarqmail.com. Flying Musicians.org Pilots share, encourage & educate youth & adults in the art and science of aeronautics and music. (817) 501-3641, cell (817) 201-9654, john@flying musicians.org Air Care Alliance Lindrith, NM www.aircarealliance.com EAA Young Eagles Offers free flights for aspiring pilots ages 8 to 17. www.youngeagles.org
AIR TRANSPORT FOR KIDS WITH CANCER www.hopeflightfoundation.org.
Air-Serv International
Provides "last mile" passenger and cargo air transporation to remote African sites for humanitarian organizations, such as Doctors without Borders. www. airserv.org.
Sell Your Airplane FAST!! with an In Flight USA Classified Ad
Call (650) 358-9908 Current Ad Expiring? To renew, email: 3rdavenue@embarqmail.com
Reno Air Races 2016 Continued from Page 44 enough to maybe catch SteveO Hinton in VooDoo. In case Thom Richard’s name rings a bell, you might recognize it from a video that went viral right after the races this year. Thom is also the pilot of Formula 1 Race #1, which was struck from behind on the runway after running up to takeoff power, encountering a rough engine, signaling the race officials that he was “Nonstart,” and shutting down. Thom was seeded in the second row, but somehow the third row did not get a “Stop” signal and began takeoff roll. The two outside planes of row three got by Thom okay, but Steve Senegal in Race 11 who was just partially airborne, grazed the tail, cockpit area, and right wing of Race 1 at about 60 miles an hour, crashing and ground-looping several hundred feet beyond. Thom suffered an injured right hand and significant damage to the aircraft, which appears to be okay enough to rebuild. A video taken from Steve Senegal’s cockpit is also posted. Viewing the two of these provides a remarkable insight into what happened and gives us greater understanding. Ironic, but the real drama this year was in Formula 1 Class. The results for the Gold Races of all six classes of the 2016 Reno National Championship Air Races are briefly summarized below. Complete results showing all classes for all five days of racing are posted on the Reno Air Race Association (RARA) websites starting with airrace.org. A lot of other information such as history, people stories, and diagrams of the racecourses for the various classes as well as great photos are also included.
(Pete Shirk)
(Pete Shirk)
(Pete Shirk) (Pete Shirk)
(Pete Shirk)
(Pete Shirk)
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In Flight USA Celebrating 30 Years
October 2016
AD INDEX Aerozona Parts ....................42
Attitude Aviation ................51
Horizontal Rain ..................33
Scheyden Eyewear..............52
Aircraft Spruce....................15
Aviation Ins. Resources ......22
JT Evans ................................4
Sky Dancer ..........................16
Airplanes USA A/C Sales ....6
Bert Botta (Fast Lane to Faith)26
Liberty Bank........................46
Aircraft Specialties Service 19
Aircraft Tool Supply ............9
Attitude Aviation ................51
Aviation Oxygen ..................9
Airtronics ..............................2
Corona Aircraft Engines ....37
American Aircraft Sales ....47
Divorce for Men..................26
Alliance Intl. Aviation (AIA)..6
Jorgenson Lawrence ..........50
Kitfox ..................................11 Mountain High Oxygen........3
Corona AirVentures ............34
NBAA Convention ............29
AOPA ....................................7
Dr. Susan Biegel, MD ........14
Pacific Coast Avionics ........10
Arizona Type Ratings ........16
Golden West ........................31
Planes of Fame Living History20
Arizona Soaring ..................41
Art Nalls ..............................39
Assoc. Sales Tax Consultants35
Gibson..................................22
Hartwig ..................................3 HME Watches ....................30
Old School Aviation............45
Pacific Oil Cooler ..............16
QREF Media ......................18
Schweiss Doors ..................42
Stallion51 ............................24 Sterling Air ..........................13 Tiffin Aire ............................42 TJ Aircraft Sales..................23 TravelAir Tours ..................20
US Sport Aviation Expo ....21 USA Aircraft Brokers ........33 Zanette Aircraft Ins. ..............5
R&M Steel ..........................14
“Still Specializing In First Time Buyers And Student Pilots Needs" BOO! Halloween and other Fun things are Happening . . . so ADD Flying
Late Model - Recent Annual, Prettiest 210 you’ll ever see!
JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT
Voted Best “After the Sale Customer Service” for the 18th Straight Year
Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.
Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 916-804-1618 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com
THE PLACE TO FLY
Aircraft Rentals • Lessons • Hangarage • Maintenance • Leaseback Opportunities • Flat-Rate Management
Our Aircraft (Price includes fuel) CESSNA 152II (N152GB) ..................................................$94 PIPER CHEROKEE PA-28-140 (N2468T, Dual Nav Comm DME) ......................................$119 PIPER WARRIOR PA-28-151 (N44709, Garmin 430, Stec two axis autopilot) ................$129 CITABRIA 7GCBC BELLANCA (N1061E, 1977, Metal Spar, Aerobatic, 150HP) ..............$137 CESSNA 172M SKYHAWK (N61699, 160 HP, Garmin 650 IFR) ..................................$139 CESSNA 172N SKYHAWK (N49RZ, Garmin 650 IFR) ................................................$139 CESSNA 172P SKYHAWK (N90558, 160HP, Garmin 530 GPS, IFR)..........................$139 CESSNA 172SP SKYHAWK (N324SP, 180HP, King IFR, Autopilot, Leather) ................$145 CITABRIA 7-GCAA (N349SA, Aerobatic, 180HP) ............................................$150 CESSNA 172P SKYHAWK (N13CB, 160HP, Aspen Glass, Garmin 750, Autopilot) ....$150 PIPER ARROW PA-28R-200 (N169JP, 200HP, Garmin 430 IFR)....................................$150 CESSNA 172RG CUTLASS (N788KB, 180HP, C.S. Prop, Garmin 430) ........................$155
SUPER DECATHLON 8KCAB (N78GC, 2001, 180HP) ....................................................$170 CESSNA 182Q SKYLANE (N7578S, Garmin 796, Autopilot) ......................................$185 CESSNA 182S SKYLANE (N374TC, Aspen, KSN 770 GPS) ....................................$195 BONANZA F33A (N1566P, GPS, King Avionics, Autopilot) ..........................$240 PIPER SARATOGA PA-32-301 (N8290X, Garmin 530 W, 2 Axis Coupled Autopilot) ........$255 BEECHCRAFT T-34 MENTOR (N88PF)..........................$260 PIPER SENECA PA-34-200 (N4399E, Garmin 650, Multiengine Trainer)......................$300 PITTS S-2C (N15TA)........................................................$329 PIPER TURBO AZTEC PA-23T-250 (N200DF, GPS, Stec 60-2. 6 Place, 02) ............................$380 NORTH AMERICAN T-6 TEXAN (N555Q, Your chance to fly a real WARBIRD) ..................$598 NAVAJO CHIEFTAN PA-31-350 (N151ST, 1979, New paint/interior, engines, props, glass panel) ......................................................................$800
Come and compare our selection of aircraft rentals CALL TO BOOK OR COME ON BY TODAY
UNDER NEW MANAGEMENT 299 W. Jack London Blvd., South Hangars, Livermore
925-456-2276 WWW.ATTITUDEAVIATION.COM INFO@ATTITUDEAVIATION.COM
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October 20-22, 2016 Palm Springs Airport, CA
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