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Celebrating Twenty-Nine Years of In Flight USA
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May 2013
COVER STORY
WHEN SKIP SOARS, SUMMER AIRSHOW SEASON IS HERE The name “Skip Stewart” has become synonymous with summer airshow excitement! Gracing the cover of In Flight USA, with photography by Tyson Rininger, is airshow performer Skip Steward in his infamous Prometheus.
P
rometheus the flying machine is part Pitts Special and the rest Skip and Christina Stewart. Starting life as a Pitts S-2S, Prometheus was modified to give Skip the airshow machine he wanted. This flying machine looks like a good ol’American hot rod. The horsepower was increased to (400), the big three-bladed prop reminds you of oversized racing slicks, the rear canted landing gear makes it look fast sitting on the ground and the paint job yells “street rod!” With a climb rate of 4000 fpm, max speed of 197 mph, stall speed of 58 mph, empty weight of (1146) lbs., and range of 405 miles – this is an all muscle bi-plane. Skip is one of the most entertaining airshow pilots in the world. He has more than 8,000 hours of flying experience, is an airline transport pilot, certified flight instructor, has owned and operated an
aerobatic flight school, earned gold medals in regional aerobatic competitions, served as a chief pilot for a fortune 100 company and has spent more than ten years entertaining airshow fans around the world. Skip practices tirelessly in the airplane he custom-built himself to insure the highest level of entertainment. His flying has been featured in magazines that include Smithsonian Air & Space, AOPA, Sports Illustrated, World Airshow News, Auto Pilot, multiple international publications, and now, of course, In Flight USA. He is the first pilot to fly an airplane under a jumping motorcycle at an airshow and has also been known to fill in as the driver of the “world’s fastest dodge ram jet truck!” To learn more about Skip and his wild and crazy flying performances, or to
(Photo courtesy of Tyson V. Rininger) book his show, visit his website at http://www.skipstewartairshows.com. To see him in action, here is just a sampling of his busy summer schedule (find the complete schedule on his website): May 31-June 2, Virginia Beach; June 22-23,
Dayton, OH; July 12-13, Pensacola Beach; Aug. 10-11, Fargo, ND; and Aug. 31- Sept. 1 Cleveland, OH. To see more of Tyson Rininger’s work as a professional aviation photographer, visit www.tvrphotography.com.
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TABLE Volume 29, Number 9
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
May 2013
ON THE COVER GREEN NEWS
SPECIAL FEATURE
MAIDEN FLIGHT OF PIPISTREL’S PANTHERA
SUN ‘N FUN DRAWS CHAMPIONS Page 43
Story and other Green News on Page 49
Cover Photo By Tyson V. Rininger On The Cover: Skip Stewart in his infamous Prometheus. Cover Story on Page 4
NEWS Study Calls for Consolidating ATCs ............................................7 FCC Out of Bounds in Limiting 121.5 ELTs ................................8 Safety Committee Examines Loss-of-Control Accidents ........11 WTS Announces Scholarship Winners ......................................13 Six Named To Skydiving Hall of Fame ......................................14 Embry-Riddle Summer Camps for Kids ....................................16 User Fees Could Cripple General Aviation................................20 Blue Angels Stand Down Rest of Season ................................22 Buzz Aldrin At San Diego A&S Museum....................................27 Ford Tri-Motor Tours Set To Start ................................................33 Embry-Riddle Offers Six New Degrees ......................................40 Students Explore Aviation Careers in Van Nuys ......................47 Cirrus: Ownership for Non-Pilots ..............................................50 Biz News: NBAA Launches Twitter Tool ....................................57
COLUMNS Contrails: Bending Metal
FEATURES & SPECIAL SECTIONS Editorial: Take Command By Ed Downs ................................................................6
by Steve Weaver ..............17
Aviation Ancestry: The Other Wildcats by Scott Schwartz ............26
What’s Up?!: Manners May Be Free by Larry Shapiro ..28
KD-46 Progress on Track By Daryl Mayer, 88th Air Base Wing ................................26
Final Push Is On For Bugatti 100P Racer Courtesy EAA Staff ......................................................31
Flying WIth Faber: Returning to New York by Stuart J. Faber ............29
Safe Landings: Gear Up Landings ............................ 41
Colorado Aircrews Provide Support for Army UAV Program ....................................................................35
The Pylon Place: Sequester and Airshows
EAA AirVenture 2013 Preview:
DEPARTMENTS
Texas Flying Legends 11-Ship Fleet ................................38 Patty Wagstaff Returns for 2013 Show ..............................38 The 4ce Will Be There ....................................................38 EAA AirVenture Cup Race Is On ......................................39
by Marilyn Dash ..............45
Calendar of Events ........................................................9 Classifieds ....................................................................56 Index of Advertisers ....................................................58
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Celebrating Twenty-Nine Years of In Flight USA
6
Golden West Regional Fly-in & Airshow 2013 June 7, 8 & 9 Yuba a Countyy Airportt (MYV),, California
Theme:
DAWN OF AVIATION IN THE WEST
The Golden West Airshow 2013 to Include:
Bill Cornick
Spencerr Suderman
Eddie e Andreini
Vickie e Benzing
T-66 Warbirds
e Team Liberty Parachute
AND MUCH MUCH MORE! Aerobatic Airshow w Each Dayy • Homebuilt & Vintage Aircraft Warbirdss & Rotocraftt • Lightt Sport Aircrafft • Forums and Workshopss • WWII Re-enacterss • KidQuest • Food on the Flightline • Pancake Breakfast Each Day • Campground d Sites/RVs
Editorial
May 2013
By Ed Downs
TAKE COMMAND
S
ometimes you get it right, and sometimes not. In the March issue of In Flight USA, this writer addressed the “sequester,” with threats to close FAA control towers and reduce other services related to flying safety. At that time sequester details were not known and I wrote, “Now, to be realistic, these threats will probably not actually come to pass as the calamitous results of fatal budget cuts. Even as this is being written, announcements have been made that the elected heroes of our sagging republic are going to hold last minute negotiations. This meeting will basically conclude that “the other guy” is at fault for current circumstances and nothing will be done, with current economic problems simply being put off to another day.” Boy, was I wrong! The sequester is in place and FAA cuts are deeper and more troubling that expected. This writer recently watched congressional hearings in which FAAAdministrator Huerta testified about cuts to FAA expenditures. I learned that they are deeper and more troubling than previously thought. Tower closures are being accompanied by ATC personal furloughs (this can range from firings to occasional days off) and reduction of other front-line, technical positions. When aggressively questioned about possible reductions in safety, it became readily apparent that Administrator Huerta was giving scripted answers, emphasizing that the flying public would be inconvenienced, but safety would in no way be compromised. It did not take a body language expert to see his discomfort and lack of technical knowledge. When later challenged by reporters, Mr. Huerta came up just short of saying “I am only following orders.” It is this writers opinion that we pilots, the real end users of America’s National Airspace System, are up against bureaucrats and politicians that think they have some idea as to what they are doing, but don’t. Flat out, these “leaders” are playing politics with our lives, and some of us are going die for their political expediency. Strong words? You bet. Let’s get to work, by the numbers, and see if we can mitigate the dangers at hand. First, what is the latest official word from the FAA? An “FAAST Blast” was issued on April 18 that contained the following alert;
2nd Annuall EAA Chapterss Aircraftt Competition n …. Watch for more details!!
FAA Extends Tower Closure Date to June 15
www.goldenwestflyin.org
FAA announced earlier this month that it will delay the closures of all 149
federal contract air traffic control towers until June 15. The FAA had previously announced it would eliminate funding for these towers as part of the agency’s required $637 million budget cuts under sequestration. As the scheduled date for tower closures nears, it is important to increase awareness of proper operating practices and procedures at airports without an operating control tower, especially if you are not accustomed to flying at such airports. Resources include the FAA Aeronautical Information Manual (AIM) , Advisory Circular (AC) 90-66A , CFR 91.113 (Basic Right of Way Rules) , CFR 91.126 and CFR 91.127 (Traffic Flow Rules at Non-Towered Airports). Pilots should also always check NOTAMs before a flight and should continually scan for traffic. You may be sharing the traffic pattern with non-radio equipped aircraft or ultralights as well as turbojet, turboprop, and helicopter operators. For updates on the tower closures, check the Airport Programs and Guidance page on FAA’s website: http://www.faa.gov/airports This announcement does not address ATC furloughs or reduction of technical services, like trained weather observers. While suggestions are made regarding “be careful,” let’s take a closer look at probable danger areas. 1. First, one cannot pass at least one comment regarding the fallacy of cost savings by taking these steps. The contract employees at the towers to be closed are not working as “at will” employees. They are contracted, with significant contract cancelation cost involved. Millions of dollars of equipment will be abandoned and not maintained. Hundreds of instrument approaches will need modifications as weather observations are lost. Millions will be spent in updating computer data bases and FAA publications to keep up with radio frequency and procedural changes. Costly Notams will need to be maintained until costly chart publication cycles allow all these changes to become permanent. It is possible that the cost of shutting down facilities will, in fact, cancel out presumed savings. 2. Remember, the placement of a control tower is not a casual event. The presence of a control tower implies that safety criteria have been met dictating the need for the tower. Numerous public meeting are held, specific arrival and depart patterns developed and noise abatement procedures negotiated. All of Continued on Page 20
May 2013
www.inflightusa.com
STUDY CALLS FOR CONSOLIDATING, CLOSING MORE THAN 100 AIR TRAFFIC CONTROL FACILITIES Plan Would Save $1.7 Billion Initially Plus $1 Billion Annually As the Federal Aviation Administration prepares to close 149 air traffic control towers as part of more than $600 million in spending cuts required by the sequester, a new Reason Foundation study shows how the FAA could save $1 billion a year by consolidating air traffic control centers and Terminal Radar Approach Control (TRACON) facilities. More than 45 percent of U.S. air traffic control centers and 39 percent of TRACONs are more than 35 years old. Instead of spending money upgrading these old and often isolated air traffic facilities, the Reason Foundation plan shows how air traffic control operations could be merged into large hubs that would guide air traffic throughout regions of the country. The Reason Foundation plan would generate approximately $1.7 billion in one-time savings by closing more than 100 existing air traffic facilities. Going forward, productivity gains and reduced maintenance and facility costs would save $1 billion annually. “The days of air traffic controllers needing to be right below specific portions of the airspace are over,” said Robert Poole, director of transportation at Reason Foundation. “Today's technology allows air traffic controllers to guide planes from anywhere. The U.S. air traffic system needs to embrace an air traffic redesign that puts productivity ahead of location.” “Without consolidating airspace and
air traffic facilities, NextGen is at risk of becoming merely a very costly upgrade of hardware and software, without the large productivity gains that should constitute a major portion of the business case for this transition,” said Michael Harrison, one of the study's co-authors. “And without a timely commitment to large-scale facility consolidation, the Air Traffic Organization will be forced to spend billions in coming decades refurbishing and rehabilitating aging and unneeded facilities. Consequently, the time for action on these issues is now.” The full report, “Air Traffic Control from Anywhere to Anywhere: The Case for ATC Facility Consolidation,” is online at http://reason.org/news/show/ air-traffic-facility-consolidation Robert Poole's “Air Traffic Control Newsletter” is online at http://reason.org/ news/show/air-traffic-control-newsletter101
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STRATOLAUNCH SYSTEMS’ ASSEMBLY HANGAR OPENS IN MOJAVE Stratolaunch Systems has opened a new hangar that will eventually house the world’s largest aircraft during the assembly and testing stages, the aerospace development company announced. The hangar opening brings Stratolaunch Systems one-step closer to its goal of delivering a breakthrough airlaunch system that provides safe, flexible, and affordable orbital access to space. The 103,257-square-foot hangar is one of the two Stratolaunch facilities built at Mojave Air and Space Port to accommodate construction of the system’s carrier aircraft. The other Mojave facility, an 88,000-square-foot fabrication facility,
7
opened in October 2012 and is currently used to manufacture the aircraft’s wing and fuselage sections. Both facilities were constructed by Bakersfield, Calif.based Wallace and Smith General Contractors. The carrier aircraft, developed by Stratolaunch partner Scaled Composites, will take off like a conventional plane before releasing the system’s rocket which will launch medium class payload to orbit. As the largest aircraft ever constructed, it will use six 747 engines, weigh more than 1.3 million pounds, and have a wingspan of more than 380 feet. Continued on Page 13
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Celebrating Twenty-Nine Years of In Flight USA
8
May 2013
HERE WE GO AGAIN By Craig L. Fuller President and CEO AOPA
T
he long awaited 2014 budget proposal from the White House has finally been released. And it comes as no surprise that user fees are, once again, part of the calculus. This is third time President Obama has proposed a user fee for general aviation – an idea that has been consistently and overwhelmingly rejected by Congress. And opposition to the fees has only been growing. The week before the budget was released, 223 members of the House of Representatives – that’s more than half – signed a letter asking the President to “abandon this idea once and for all.”
Apparently, he didn’t get the message. The idea has resurfaced and, in some ways, it’s worse than ever. The $100 per flight fee would exempt recreational flights and some types of aircraft…for now. But the proposal also provides for a special commission whose sole function would be to recommend a “replacement charge or charges that would raise no less in revenue” than the $100 fee. That language is specifically designed to open the door for new, higher fees. In short, it gives the Administration a blank check to spend pilots’ money. Every aircraft operator already pays into the aviation system through excise taxes on fuel. The more we fly, the more
EAA SAYS FCC OUT
OF
BOUNDS
fuel we use, the more we pay. The money is collected seamlessly at the pump, and tax increases require Congressional approval. User fees would work very differently. Fees would not substitute for taxes on fuel – we’d still have to pay those. But collecting fees would require a whole new government bureaucracy, and there would be no Congressional oversight, meaning fees could be raised or expanded at any time. This is, very simply, the wrong way to pay for our aviation system, and it could have serious consequences for safety and for the future of the general aviation industry. If user fees were the only threat facing general aviation, the challenge would be
serious enough. But this proposal is just the most recent in a long line of assaults on our freedom to fly. Closing towers, cutting certification and medical services, changes to tax laws, and more are on the table. Each of these things has the potential to harm general aviation, but taken together they could cripple our community. Either the Administration doesn’t understand the consequences of its actions, or it just doesn’t care. It will be up to all of us who do care about aviation and understand its value to stand strong and stand together in the face of these threats. We’ll be keeping you up to date on our efforts and how you can help protect our freedom to fly.
BY LIMITING/BANNING
121.5 ELTS
EAA Sends Strong Comments to FCC Docket By EAA Staff
E
AA has strongly criticized the Federal Communications Commission for its latest attempt to curtail future use of 121.5 MHz emergency locator transmitters (ELTs), frankly telling the commission that it is infringing on aviation safety policy that rightly belongs to the FAA. EAA's comments came in response to the FCC's third further notice of proposed rulemaking that invited comments on whether the FCC should prohibit the certification, manufacture, importation, sale, or use of 121.5 MHz ELTs. "There is a long list of reasons why
we oppose this FCC rulemaking effort, not the least of which is that the commission is overreaching its knowledge and authority by proposing an outcome that FAA has already analyzed extensively and determined to be unjustified in terms of both safety and cost," said Doug Macnair, EAA's vice president of government relations. "While the FCC has failed to undertake even the most rudimentary analysis in this rulemaking, the most glaring error is that a mandated change to 406 MHz ELTs does nothing to prevent aviation accidents," Macnair said. "ELTs have also played a very limited role in survival rates post-accident. There is little justifi-
cation for imposing hundreds of millions of dollars in new equipment requirements on general aviation aircraft owners." The final EAA comments also remarked that the FCC had failed to conduct any cost-benefit analysis or study on the impact to small business and entities, as required by law. The commission also failed to provide a specific proposal but rather sought comments on a range of proposals that could be part of a final rule. In addition, the FAA has already stopped the certification of new 121.5 ELT units, which means the GA fleet will eventually move to new technology, whether that is an ELT broadcasting on 406 MHz or new equipment within the proposed
NextGen system such as ADS-B. "There's been a long debate over the true usefulness of the ELT equipment, which was mandated by Congress 40 years ago in response to a single highprofile accident," Macnair said. "Regardless of that, emergency locating capability should be based on performance standards and not tied by regulation to specific decades-old technologies. "The FCC is essential to ensure that any new equipment operates appropriately within the aeronautical frequency spectrum, but this attempt at rulemaking pushes the commission into aviation safety policy that is under FAA control. EAA will strongly oppose any such FCC move."
ELT BAN THREATENS ‘SUBSTANTIAL COSTS, FLEETING BENEFITS’ FCC SHOULD DEFER TO FAA ON AVIATION MATTERS By Dan Namowitz (AOPA)
T
he Federal Communications Commission should “immediately abandon” its bid to prohibit the certification, manufacture, importation, sale, or use of 121.5-MHz ELTs, AOPA said in a regulatory filing. From its technological shortcomings to its costs – estimated by the FAA as $500 million – the proposal initiated by the FCC in January should be dropped, and the FCC should defer to the FAA on this and any future regulatory actions where aviation is concerned, AOPA said in extensive formal comments submitted April 1. “The FCC should immediately abandon its proposed rule changes and continue
to defer to the Federal Aviation Administration (FAA) on matters of aviation safety,” wrote AOPA Vice President of Regulatory Affairs Robert Hackman. AOPA believes that the FCC’s notice of its proposed ELT action was “defective in both form and substance and is accordingly open to legal challenge,” Hackman wrote. AOPA has vigorously opposed the FCC’s on-again, off-again bid to ban ELTs that transmit on 121.5 MHz, pointing out that it amounts to a mandate for pilots to switch over to 406 MHz ELTs despite the availability of less expensive and more suitable technologies. The ban would place FCC rules in conflict with laws that allow use of 121.5 MHz units in aircraft. And the FCC’s proposal is also
procedurally flawed because the agency failed to include a cost-benefit analysis in its proposal, or discuss the safety benefits it believes the rule would provide.
Hidden Agenda AOPA strongly believes, and asserted in its comments, that the FCC omitted its true intentions from the proposal when seeking comments from the public by April 1 – depriving users of the opportunity to confront the agency’s plans head-on. “Subsequent docketed discussions – contrary to the proposed language of the FCC’s published notice – indicate that the FCC has already decided to ban 121.5 MHz ELTs, regardless of the effect on avi-
ation safety or of the costs on individual pilots and small businesses – and that the FCC further has already selected a ban date which it will neither disclose nor allow public comment on,” Hackman wrote. He pointed out in AOPA’s comments that unlike the FCC, the FAA “rightly opposes” banning 121.5 MHz ELTs, which continue to serve their safety function despite no longer interacting with the satellite-based search-and-rescue monitoring system since 2009. The FAA’s continued support of 121.5 MHz ELTs led the search-and-rescue community to turn to the FCC to eliminate the existing ELTs, he said. AOPA included in its comments a Continued on Page 10
May 2013
www.inflightusa.com
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The Bigger Picture For the past few weeks, the talk around the GA community has been about user fees and sequestration, as well as the tower closures that come with it. But we need to take a step back and consider the bigger picture. Each of these issues represents a serious threat to general aviation, but the bigger issue is whatâ&#x20AC;&#x2122;s happening to GA as a whole, and what we can do about it. Make no mistake, GA is under assault from people who either donâ&#x20AC;&#x2122;t recognize the consequences of their actions, or just donâ&#x20AC;&#x2122;t care. >O` ZOV\SK ^L WH` \ZLY MLLZ MVY HPY [YHMÃ&#x201E;J JVU[YVS ZLY]PJLZ when we already pay to use the system through fuel taxes? >O` ZOV\SK HPY [YHMÃ&#x201E;J JVU[YVS [V^LYZ IL JSVZLK ^OLU [V^LYZ are only established to address a legitimate safety concern. Why are all of these costs and cuts falling squarely on the wings of general aviation? It can be easy to look at these issues and think that the damage is isolated, affecting only one segment of our community. But we canâ&#x20AC;&#x2122;t allow ourselves to be divided into piston pilots vs. jet WPSV[Z VY I\ZPULZZ VWLYH[VYZ ]Z YLJYLH[PVUHS Ã&#x2026;`LYZ 6\Y Z[YLUN[O is, and has always been, in our ability to band together to speak with one voice. What hurts one segment of our community LYVKLZ [OL MYLLKVT [V Ã&#x2026;` MVY \Z HSS ([ (67( ^L JHU HUK ^PSS HKKYLZZ LHJO VM [OLZL PUKP]PK\HS issues on its own merits. But we will also be keeping a watchful eye on what these challenges, taken together, can do to general aviation. Weâ&#x20AC;&#x2122;ll work with other aviation organizations and our friends in Congress to stop these attacks. And weâ&#x20AC;&#x2122;ll ask you, the members of the general aviation community, to stand [VNL[OLY PU Z\WWVY[ VM V\Y ZOHYLK PU[LYLZ[Z 7YV[LJ[PUN V\Y MYLLKVT [V Ã&#x2026;` UV[ VUS` TLHUZ Ã&#x201E;NO[PUN [OL VI]PV\Z IH[[SLZ P[ HSZV TLHUZ Ã&#x201E;NO[PUN [OL MVYJLZ [OH[ ^V\SK KP]PKL HUK ^LHRLU \Z 6\Y Z[YLUN[O PZ PU V\Y \UP[` 3L[»Z RLLW P[ [OH[ ^H`
Craig L. Fuller AOPA President and CEO
-VY TVYL PUMVYTH[PVU VU [OL (PYJYHM[ 6^ULYZ HUK 7PSV[Z (ZZVJPH[PVU HUK [OL PZZ\LZ [OH[ HMMLJ[ `V\Y Ã&#x2026;`PUN NV [V www.aopa.org today.
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May 2013
PASS STATEMENT ON FAA FURLOUGHS Mike Perrone, national president of the Professional Aviation Safety Specialists, AFL-CIO (PASS), which represents more than 11,000 Federal Aviation Administration (FAA) employees, including systems specialists and aviation safety inspectors, released the following statement regarding the continued furloughing of FAA employees: “The furloughing of FAA employees is having an impact on the aviation system and the flying public is noticing. Systems specialists, aviation safety inspectors, aeronautical specialists, examiners and thousands of other FAA employees work behind the scenes to ensure that planes take off and land on time, equipment is restored, and planes are safe to fly. These employees are being furloughed – they are being forced off the job at least one day every two weeks. “Pilots cannot safely operate their aircraft if navigational or communications equipment is not operating properly. Systems and airplanes cannot be returned to service if maintenance is not done and the work adequately inspected. If the
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employees who perform this critical work are not available because they have been furloughed, minor equipment outages or inconveniences can turn into hours of delays. “The employees who are responsible for this work are a 24/7 workforce for a reason. A problem can arise at any time and, if not addressed quickly, the impact to air travel will last for hours. PASS is already learning of outages of backup systems related to instrument landing systems, radar, backup power, runway/approach lighting systems, remote communications systems, weather sensors and data distribution systems. The issues with these systems and equipment will not be corrected due to budget or personnel shortfalls. In other words, if there is a problem with the primary systems or equipment, there will be no redundancy to ensure continued air traffic operations. The strength of the FAA has always been in its redundancy – making sure there is backup in case something fails. Continued on Page 13
ELT Ban Threatens Continued from Page 8 list of safety enhancements with “proven benefit” that pilots might not be able to afford if forced to install the more costly 406 MHz ELTs in their aircraft, and objected to an ELT mandate that would stunt development of other technologies that are potentially more affordable. “Safety is not advanced by promoting reliance on one system to the exclusion of all possible helpful technologies,” he wrote. AOPA criticized the FCC’s use of the rulemaking process to seek comments on a “possible” end date for using 121.5 MHz ELTs as “highly irregular” because the request for comments obscured the agency’s intention to ban the ELTs. “Such roundabout discussions are not intended to put the public on clear notice,” he wrote.
Grounded Aircraft AOPA also believes that the FCC’s proposal has these flaws: • would lead to aircraft being grounded during long waits to have the new equipment installed; • blatantly disregards good rulemak-
ing processes, reminiscent of the FCC’s handling of the failed LightSquared wireless network application; • will provide no measurable and identified benefits before 2020, when the NextGen technology ADS-B is scheduled to come into use in airspace now requiring a Mode C transponder (That would make ELTs “universally obsolete” by resulting in an estimated equipage rate of 85 percent of U.S. aircraft); • ignores the effects of voluntary installation of 406 MHz ELTs that make a rulemaking unnecessary; • ignores the necessity of compelling the search-and-rescue community to adapt to new communications technologies being used by pilots “by accommodating a variety of systems”; • clashes with protections for small businesses against unnecessary regulations. AOPA urged the FCC to support education over mandates about ELTs and other lifesaving technologies. “AOPA is confident that its educational efforts have played a major role in the recent voluntary equipage of thousands of pilots with 406 MHz ELTs and other technology such as personal locator beacons,” Hackman said.
May 2013
www.inflightusa.com
SAFETY COMMITTEE’S REPORT FOCUSES By Dan Namowitz for AOPA
A
work group of the General Aviation Joint Steering Committee, an FAA/industry panel dedicated to reducing fatal general aviation accidents, has completed its report on loss-of-control accidents in the approach and landing phase of flight, including recommendations for safety improvements. AOPA’s Air Safety Institute cochairs the joint steering committee, and AOPA participated in the working group. A second work group – focused on en route and departure loss-of-control accidents – is chaired by AOPA and the FAA. The work group focused on loss-ofcontrol accidents because an FAA overview of fatal general aviation accidents from 2001 to 2010 concluded that 40.2 percent of fatal accidents during that period had loss of control as a cause. The group, which held its first meeting in September 2011, relied on NTSB data to analyze accidents, formulate “interventions,” and begin to create outreach on recommended safety enhancements. The data-driven method provided the “analytical credibility” that would serve as the driver for implementing the report’s recommendations. The process,
adapted from the highly successful Commercial Aviation Safety Team (CAST), followed three steps: Understand what caused the accidents; identify preventative strategies that will hopefully avoid future accidents; and get the recommendations out to the general aviation community.
AOA Systems Needed The report points out that GA makes very little use of angle-of-attack (AOA) systems for stall avoidance, and described them as a key tool in avoiding loss of control. “The GA community should embrace to the fullest extent the stall margin awareness benefits of these systems. To help the GA community understand the safety benefits of AOA systems, a public education campaign should be developed by industry and the FAA,” it said. In a related recommendation, the report urged manufacturers to develop low-cost installations and retrofits of AOA systems for the existing GA fleet but also pointed out the regulatory barriers that often inhibit these safety-enhancing systems from being installed on aircraft. Several elements of aeronautical
11
ON LOSS-OF -CONTROL
decision making were proposed as the focus of educational efforts. The FAA and industry were also urged to improve training related to pilots’ over-reliance on automation. Transition training and training after a period of pilot inactivity were seen as risk areas in loss of control. “The FAA should amend current policy that restricts type specific training in rented, kit, or experimental amateur
ACCIDENTS
built aircraft to allow proper transition training and reduce accidents,” the report said. “The FAA and the aviation industry agreed that the General Aviation Joint Steering Committee would be the aviation safety initiative,” said David Oord, AOPA manager of regulatory affairs who co-chaired both work groups. “AOPA Continued on Page 12 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
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May 2013
AOPA APPLAUDS AS 223 MEMBERS OF CONGRESS SEND LETTER OPPOSING USER FEES
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More than half the members of the U.S. House of Representatives put their opposition to aviation user fees on record April 5 in a letter sent to President Obama. “Imposing a $100 per flight user fee on commercial and general aviation is the wrong approach, and we respectfully request that you abandon this idea once and for all,” said the letter signed by 223 members of the House. The letter, which was spearheaded by House Aviation Subcommittee Chairman Rep. Frank LoBiondo (R-NJ) and Ranking Member Rep. Rick Larsen (D-WA), as well as General Aviation Caucus Co-Chairs Rep. Sam Graves (RMO) and Rep. John Barrow (D-GA), was sent days before the scheduled release of the President’s 2014 budget proposal. It noted that a user fee has been included in President Obama’s two most recent budgets, but was “overwhelmingly” rejected by Congress each time. “Rarely do we see so many members of Congress so united on an issue,” said AOPA President Craig Fuller. “The message is loud and clear – user fees are the wrong way to fund our aviation system and Congress won’t support them. “We are grateful to all the members of Congress who stepped forward to pro-
tect aviation by signing this letter. And we are especially thankful to Reps. LoBiondo, Larsen, Graves, and Barrow for their strong bipartisan leadership on this issue,” Fuller added. The letter pointed out that the aviation industry is an important economic engine that could be harmed by user fees. “Commercial and general aviation, including aviation manufacturing, are vital industries in our nation, providing millions of jobs and making important contributions to our economy,” the letter said. “We should work together to support policies that encourage job growth and strengthen U.S. economic activity.” AOPA has staunchly opposed user fees, noting that pilots and aircraft operators already pay to support the system through fuel taxes. Imposing user fees would require the creation of an expensive new bureaucracy to manage and collect them. In addition, while tax increases must be approved by Congress, no such congressional oversight would be required to raise fees once they are in place. View a copy of the letter at: http://download.aopa.org/epilot/2013/130405-User-Fee-Letter-toPresident.pdf To read more on this topic, turn to page 20 for AOPA’s story.
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Continued frm Page 11 encourages members to study the report, apply its safety recommendations to their own flying, and share their awareness of the information with other pilots.” The working group’s effort to address the loss-of-control problem was chosen as the pilot project for the General Aviation Joint Steering Committee, which was re-established in 2011.
Pilot decision making was, and is, key to safety Most fatal aircraft accidents can be attributed to pilot-related causes, with far fewer caused by mechanical problems and other problems, as this training film (which can be viewed on youtube at www.youtube.com/watch?v=oQyag6cO XuM) vividly dramatizes. If that sounds like a familiar batch of statistics, here’s the wrinkle: This training film is from around the year 1950 and cites statistics showing that about 85 percent of fatal
accidents can be traced to actions of the pilot, with only five percent of the mishaps aircraft related. The remaining 10 percent of the accidents had undetermined causes. Now, in 2013, AOPA, through the safety programs of the Air Safety Institute, and through the association’s leadership in the General Aviation Joint Steering Committee, continues working with other industry groups and government agencies to improve GA’s safety record, emphasizing how proper management of the decision-making process can lead a pilot into, or away from, trouble. Although the technology and the visuals of this training film may appear quite dated, the message is as valid today as it was when Pilot No. 1 and Pilot No. 2 in this film faced the critical flight scenarios shown. Spending a few minutes watching the film, and a lot more time considering its life-saving message, is as worthwhile today as it was when it was new.
May 2013
www.inflightusa.com
13
WTS INTERNATIONAL ANNOUNCES 2013 SCHOLARSHIP WINNERS WTS International, the association for the professional advancement of women in transportation, has announced the selection of the winners of its seven scholarships for 2013. Each of the winners will be recognized at an awards banquet on May 16 during the 2013 WTS Annual Conference in Philadelphia, Pa. The scholarship winners are: • Margaret-Avis Akofio-Sowah, Georgia – CH2M HILL Partnership Scholarship • Crista Gardner, Oregon – Leadership Legacy Scholarship • Amy Cavaretta, Florida – Helene Overly Graduate Scholarship • Naima Rivas, Texas – Sharon D. Banks Memorial Undergraduate Scholarship • Stacia Slowey, Wyoming – Molitoris Leadership Scholarship for Undergraduates • Vinh Kha, California – WTS Junior College Scholarship • Joyrie Dickerson, New Jersey – WTS Transportation YOU High School Scholarship “WTS is thrilled with our seven national scholarship winners. Each of these young women – as well as the hundreds who have won scholarships award-
ed by their local WTS chapters and the hundreds more who applied – exhibit incredible dedication to preparing themselves to enter the transportation industry. With students like these focused on the disciplines required to bring the world’s infrastructure to the next level of efficiency and reliability in a sustainable and accessible way, we are all in good hands. WTS Foundation was established to foster the development of the world’s workforce, and our scholarship program has been extremely successful, as evidenced by the paths of our past scholarship winners,” said Marcia Ferranto, WTS President and CEO. The Awards Banquet will be held during the 2013 WTS Annual Conference, being held this year in Philadelphia, Pa., May 15 to 17. As WTS International’s flagship event, it attracts more than 500 corporate and governmental industry leaders worldwide, including executives, CEOs, government administrators, and leading engineering authorities. For more information about the conference, visit www.WTSinternational.org or contact Margaret Mullins, WTS Managing Director, at 202/955-5085.
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Stratolaunch Systems Continued from Page 7 “Stratolaunch has made significant progress over the past year and a half, and the new hangar allows us to keep that momentum going so that we can hit our first test flight in 2016,” said Gary Wentz,
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Statement of FAA Inspectors Continued from Page 10 “If flights are ready to be directed and a plane poised for takeoff, the systems and equipment must be up and running. We get the planes in the air; we make sure the equipment is working so pilots and air traffic controllers can direct
your flight; we are there behind the scenes every step of the way. Systems specialists, aviation safety inspectors and other vital FAA employees are critical to the efficiency of the system and should not be furloughed.”
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May 2013
GAMA SAYS, FOR GENERAL AVIATION, THE PRESIDENT’S BUDGET IS STILL OFF-COURSE On April 10, the Administration released its long-awaited Fiscal Year 2014 Budget which serves as a guideline for the Administration’s spending and policy initiatives. While more detail will follow, unfortunately, the budget continues to promote policies that hurt general aviation and fail to lay the foundation for growth in aviation manufacturing and general aviation jobs. As in recent budget proposals, GAMA opposes the Administration’s scheme for a $100 per flight fee and a change in the depreciation schedule for general aviation aircraft to close a politically generated and non-existent loophole. “Unfortunately, the President’s budget is more of the same for general aviation: more fees, more taxes, and more attacks on the industry,” said Pete Bunce, the President and CEO of the General Aviation Manufacturers Association (GAMA). Bunce added that, “General aviation manufacturers are a key contributor to exports and economic growth. The Administration needs to focus on substantive policies and refrain from divisive rhetoric that undermines this important industry.”
GAMA has stridently opposed efforts to implement aviation user fees because they will negatively impact aviation safety and hurt small businesses. In April, 223 Members of the U.S. House of Representatives sent a GAMA supported letter opposing the $100 per flight fee. Additionally, the association has consistently objected to efforts to single out the industry and its depreciation schedule. GAMA is particularly puzzled by the Administration’s fixation with the general aviation depreciation schedule, which is not a loophole but rather longstanding tax policy that is similar to other items that are depreciated like cars, computers, and farm equipment. “Rather than focus on these tired ideas, we remain hopeful that the Administration will engage industry and Congress to invest and improve our aviation infrastructure, particularly air traffic modernization and NextGen,” said Bunce. “We stand ready to work with FAA in making key investment and operational decisions that will enhance safety while better managing scarce resources.”
SIX
TO BE INDUCTED INTO SKYDIVING MUSEUM HALL OF FAME Six more sport parachutists will be inducted into the National Skydiving Museum Hall of Fame at a ceremony at Skydive Chicago the weekend of Sept. 6, 2013. Parachute enthusiasts from around the world will attend. Those being inducted are Curt Curtis, N.J. and Fla.; Jack Jefferies, CO; Kim Emmons Knor, Colo.; Chuck MacCrone, Ala.; Jackie Smith, England; and Jim Wallace, Calif.. The Hall of Fame recognizes and honors those, who through leadership, innovation, and/or outstanding achievements have defined, promoted, inspired, and advanced skydiving at the highest and sustained levels in the past, present and for future generations of skydivers. The Hall of Fame inductees are selected by a nominating committee comprised of museum trustees, representatives from the United States Parachute Association (USPA) and Parachute Industry Association (PIA) governing bodies, and two members of the Hall of Fame. The committee use specific criteria –including leadership, innovation, promotion of the sport, philanthropy, and competition. The selection process discussions include how the nominees had con-
tributed to the sport over their lifetimes. Honorees could be alive or deceased. The fundraiser will benefit the National Skydiving Museum’s capital program that will raise the necessary funds to build the museum. When completed, the 15,000-square-foot National Skydiving Museum will recognize and promote the sport of skydiving through public education and awareness; recognize the contribution to skydiving by its participants, suppliers and supporters; capture forever the history of the sport through is events, equipment and personalities; and enhance aviation safety as it pertains to skydiving. It is expected the museum will draw visitors from throughout the world to experience the thrill of skydiving through its history of people, equipment and events. The National Skydiving Museum is a 501(c)(3) not-for-profit corporation governed by a Board of Trustees. For more information about the National Skydiving Museum, Hall of Fame, visit www.skydivingmuseum.org or contact museum administrator, Nancy Kemble, at 540-604-9745 (direct line) or nkemble@skydivingmuseum.org.
May 2013
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EMBRY-RIDDLE PLANS AVIATION/AEROSPACE SUMMER CAMPS FOR KIDS Summer Camp Topics Include Robotics, Spy Technology, Spacecraft Engineering, Flight Training, Career Exploration and Specialized Programs for Girls, Offered in Daytona Beach, Fla., Prescott, Ariz., and Columbus, Ga.
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Prescott Campus For more information, to apply or to request a brochure, call 928/777-3786, write to Embry-Riddle Aeronautical University, Summer Programs, 3700 Willow Creek Road, Prescott, AZ 86301 or visit www.prescott.erau.edu/summer.
Daytona Beach Campus For more information, to apply or to request a brochure, call 800/359-4550 or 386/226-7945, write to Embry-Riddle Aeronautical University, Community Outreach and Summer Programs, 600 S. Clyde Morris Blvd., Daytona Beach, FL 32114 or visit www.daytonabeach.erau. edu/summer. For more information, visit www. embryriddle.edu
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Astronaut Nicole Stott, an EmbryRiddle alumna and trustee, will bring her expertise and enthusiasm to EmbryRiddle July 28 to Aug. 3 to lead one of the university’s summer programs for the first time. Stott is one of Embry-Riddle’s most notable graduates, with two space shuttle flights and a three-month mission on the International Space Station to her credit. Joined by astronaut trainers and NASA officials, Stott will direct a residential Mission Discovery Summer Camp at the Daytona Beach Campus, guiding students ages 14-18 in developing basic research projects that could potentially be conducted in space. Tuition for the five-day course is $900. Also new this year, Embry-Riddle’s Worldwide Campus is joining the university’s Prescott and Daytona Beach campuses in offering fun, hands-on summer programs for youths interested in exploring aviation, aerospace and related fields. The Columbus, Ga., campus of the Worldwide Campus, in conjunction with the Coca-Cola Space Science Center in Columbus, is offering a nonresidential Aerospace & Robotics Summer Camp from June 24-28 for students ages 14-18. Held at the Science Center, the program will feature aviation career exploration, an aerospace day, a space adventure day, a field trip to Pratt & Whitney and instruction on robotics and unmanned systems. The tuition is $295. For more information, call 706/568-5485.
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EAA’s new Eagle Flights program that allows adults to discover and explore the joy and fulfillment of flight received a major boost, as audio specialist Sennheiser committed major support to the year-old program. EAA Eagle Flights is an introduction and mentoring program designed for adults who have always been interested in learning to fly, but don’t how or where to take that first step. The initiative uses Continued on Page 19
From left, EAA's Jeff Skiles and Jack Pelton joined Sennheiser's Christian Pulm and Chris Throndsen announcing Sennheiser's support of the EAA Eagle Flights program April 11 in Lakeland.
May 2013
Contrails
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by Steve Weaver
BENDING METAL
I
n recent years, even I have had to acknowledge that I have entered, albeit reluctantly, the category of the mature airman. As such, I have joined the ranks of those with a successful (read survived) flying history spanning 50 years or so and it is natural for the August members who inhabit this strata to be occasionally asked by our younger brethren about things that they consider worrisome in their own flying career. Crashing would be one. How many times, they will ask, have I been involved in occasions where the retail worth of the airplane I was flying was rapidly and substantially reduced? It’s a complicated question to answer, especially if you take the Clinton-esque approach to it and say it depends on what your definition of crashing is. I choose to do that, since it reduces my record of shame by 50 percent if I don’t count flying the Super Cruiser through the top of a large oak tree as a crash. My point there being that the airplane did not come to a complete stop, which I maintain is a basic requirement for a certifiable airplane crash. Strangely enough, at the time of this happening I had every intention of crashing the airplane and it was a failed attempt. Circumstances, which I won’t recount here, had given me a choice of either crashing into the top of the tree or the trunk of the tree and since the top looked so much softer I had chosen it. Imagine my delight when the rugged little Piper came out the other side of the tree, still flying but looking considerably more ragged that it did when it entered the canopy. So with the Super Cruiser caper eliminated as a major blot on my career I’ll move along to the one time I really did the deed. In the summer of 1968 I was running
a little flight school on a 1,600-foot sod strip at the bucolic little town of Buckhannon, in Central West Virginia. We were using a Citabria, a Champ and a J-3 for instruction and with our low overhead we could offer rates that had students driving by the bigger airports with their new Pipers and Cessnas to come and fly with us. One of the many aspiring aviators that came to us to learn to fly was named Joe-Joe, and therein hangs the tale of how I managed to crash one of the safest and easiest to fly aircraft ever designed. I’m not sure why Joe-Joe wore the double name, but I think it had something to do with his being descended from the large Italian community that had formed around Clarksburg in the early part of the century, when immigrants had come to work in the mines and the factories. He was short, personable and a snappy dresser, complete with the gold chain around his neck. He worked as a salesman for a large pharmaceutical company and his desire to be a flyer was almost palpable. Apparently this was something he had thought about for a long time and after his first lesson he jumped in with unbounded enthusiasm and bought every pilot related accessory he could find, including a license plate for the front of his car that identified him as a pilot. I remember Joe-Joe as an average student, neither slow nor quick to pick up the nuances of flying an airplane, but always very enthusiastic about learning and just completely in love with the whole package of aviation. He always showed up on time for his lessons and spent hours just hanging around the airport, talking with the other students and being part of the airport scene. Often times he cheerfully volunteered to help out with the endless and thankless chores that always needed to be done around the
The one occasion where the retail worth of the plane in which Weaver was flying was rapidly and substantially reduced. The Ercoupe was later repaired and flown by Joe-Joe for another 20 years. (Courtesy of Steve Weaver) field, such as washing airplanes and sweeping out the hangar. It didn’t surprise me then, shortly after I had soloed him in the Champ that he came to me and wanted me to help him buy an airplane. He had his eye on an Ercoupe that was owned by an old gentleman who was retiring from flying and had mentioned around the Clarksburg airport that he wanted to sell it. I went there with Joe-Joe a few days later, looked at the airplane and gave it my blessing. A few days later he called me and said he had bought it and asked me to come to Clarksburg and check him out in it. I did, and after three or four hours he was comfortable flying it from the 4,200by 100-foot runway there where he had rented a hangar and where it would be convenient for him to get to the airplane. I went on back to the flight school and for a few weeks I didn’t hear from Joe-Joe. He called one day to say he had been flying the Coupe and getting along well, but he’d like to be able to bring it into our little strip and visit with his buddies here. I agreed to fly in with him and get him checked out and comfortable landing the airplane on a short, grass strip. I had a break in the schedule on Sunday afternoon and I agreed to travel
to Clarksburg and fly with him. I had a solo student drop me off there and Joe-Joe was waiting for me with the Ercoupe, standing proudly in front of the airplane by the terminal restaurant, the airplane shiny and well kept in the September sun. I started the lesson by having JoeJoe do slow flight and we worked on maintaining speed by attitude and altitude by throttle. He seemed at home with the concept and after an hour or so of this drill we headed south for our airport. It was a hot, early fall day and the wind was a gusty crosswind when we turned final for what would be runway 26 if we could have painted numbers on the grass. Joe-Joe was flying the airplane well as we approached the runway, sliding down the air over Doctor Goulds’s potato field next to the airport, holding the speed at 65-miles-per-hour with the attitude of the airplane and keeping just enough power on to carry us to our intended landing spot about a 100 feet beyond the fence that bounded the airport. The closer we came to the ground the more unstable the air felt and I could see the windsock switching back and forth in the distance. When we were about 200 feet from the boundary fence Continued on Page 18
Steve e Weaverr Aircraftt Sales s Purveyor of Quality Aircraft Since 1968
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“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver Let 43 years of experience go to work for you.
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May 2013
Contrails Continued from Page 17 and 50 feet above the ground, the airplane encountered a strong downdraft and suddenly started to lose altitude. Before I could react, Joe-Joe quickly pulled back on the yoke. I’ve read that Ercoupes are designed not to stall, but I’m here to tell you that they are champion mushers. The airplane dropped out from under our butts as I slammed the throttle forward, but it was too late. We hit the plowed ground of the
potato patch with a bone jarring impact, bounced once and with the second impact the nose gear dug in and the airplane started to go over. In my mind’s eye I can see the still rotating propeller slow and start to bend backward as the airplane turned a slow summersault. We slammed into the earth upside down and the canopy shattered and crushed down until we were hanging suspended upside down inside a dark compartment, quiet except for the ticking of
the cooling engine. The master switch was still on and since my first impulse was to release my belt and lower myself to where the canopy had been and which was now the rich brown soil of the potato patch, I became completely disoriented and couldn’t locate the switch in the darkness. Fire was foremost on my mind and I imagined that I could smell smoke and suddenly I became a one-man-tunneling machine. I started digging down in the soft ground until I got beyond the airplane, turned left
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and popped my head out in the daylight beside the fuselage. A quick look proved there was no smoke and therefore no fire and my panic calmed. I called the good news in to Joe-Joe and he followed my escape route out of the ruined airplane and we stood in the sunlight and surveyed the mess that had been a beautiful airplane moments before. In the years since, I’ve thought a great deal about what happened that day and I think the painful lesson served me well in the many hours of instructing and of demonstration flying that were to follow. Skill is achieved in flying, as in many other things, not by always doing things perfectly, but by making mistakes and learning how to avoid them. In flying however, there is a narrow window of error to safely allow the student to learn. My mistake as a low-time instructor was letting my student get himself into a situation that I couldn’t get him out of. Joe-Joe got the Ercoupe repaired and owned it for the next 20 years or so. I felt terribly guilty for letting him smash his ship, and for as long as I operated an aircraft repair shop ,I provided free maintenance for the airplane as well as having our paint shop apply new livery once the repairs were completed. Joe-Joe continued to fly, but I think the experience scarred him and he was never a confident pilot after that. This of course, made me feel even worse as his hours logged became less and less each year. Toward the end of his ownership of the Coupe, he wasn’t leaving the ground without another pilot in the airplane. He would however, make his way solo over to the ramp in front of the airport restaurant on Sundays when diners filled the place. There he would do 20 minute runups with the canopy sides slid down and the long white scarf he wore whipping back along the side of the airplane in the prop wash. This was a romantic and nostalgic sight for the older aviators looking out from the restaurant, and of course the girls dining there liked it too.
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May 2013
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X-48 PROJECT COMPLETES FLIGHT RESEARCH QUIETER AIRCRAFT
NASA’s remotely piloted X-48C hybrid-wing-body subscale aircraft, which demonstrates technology concepts for cleaner and quieter commercial air travel, completed an eight-month flight research campaign on April 9. The C model of the X-48 aircraft flew its first flight at Edwards Aug. 7 and its 30th flight brought the productive research project to a close. “We have accomplished our goals of establishing a ground-to-flight database,
Eagle Flights Program Continued from Page 16 the knowledge and support of nearly 1,000 EAA chapters that promote aviation and welcome new enthusiasts in local communities. “The EAA Eagle Flights program seeks to engage people in aviation with a special focus on mentoring adults,” said Jeff Skiles, EAA’s vice president of chapters and youth education. “Support from forward-thinking companies such as Sennheiser will help us reach more people and grow participation in aviation.” As a leading supporter of EAA Eagle Flights, Sennheiser will provide financial resources as well as dedicated outreach assistance to EAA. The commitment complements Sennheiser’s “Live Your Dream” program first introduced in 2011, which is designed to motivate and assist people with a passion for flying by helping to remove obstacles and allowing them to take a first step on a journey toward becoming a pilot. “EAA has a longstanding history of encouraging flight training, in addition to its extremely supportive network of accomplished pilots around the world,” said Christian Pulm, global marketing and strategy development for Sennheiser. “It is an honor for Sennheiser to be counted as the first sponsor of the EAA Eagle Flights program, which will provide ‘first flight’ adults with the information and support they need to continue their journeys toward becoming pilots.” EAA Eagle Flights builds on the success of the organization’s Young Eagles program for young people, which has flown more than 1.7 million youth since 1992 and inspired thousands to pursue aviation dreams. EAA Eagle Flights adds an important mentoring aspect for adults as they seek to actively engage in aviation.
and proving the low speed controllability of the concept throughout the flight envelope,” said Fay Collier, manager of NASA’s Environmentally Responsible Aviation project. “Very quiet and efficient, the hybrid wing body has shown promise for meeting all of NASA’s environmental goals for future aircraft designs.”
19
FOR
The scale-model aircraft, shaped like a manta ray, was designed by The Boeing Co., built by Cranfield Aerospace Limited of the United Kingdom, and flown in partnership with NASA. The X48C is a version of NASA’s X-48B blended wing body aircraft modified to evaluate the low-speed stability and con-
CLEANER,
trol of a low-noise version of a notional hybrid-wing-body design. This design features a flattened fuselage with no tail, and engines mounted on top of the fuselage at the rear of the plane. The design stems from concept studies for commercial aircraft that could be flying within 20 Continued on Page 22
m
Celebrating Twenty-Nine Years of In Flight USA
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May 2013
AOPA WARNS USER FEE PROPOSAL COULD CRIPPLE GENERAL AVIATION Association pledges to work with Congress, GA community to oppose fees. The White House on April 10 released a budget proposal that includes a $100 per-flight user fee – a charge the Aircraft Owners and Pilots Association (AOPA) warns could be disastrous for general aviation. “We are disappointed to see this misguided idea resurfacing after it has been repeatedly and overwhelmingly rejected in the past. This is the wrong way to fund our aviation system,” said AOPA President Craig Fuller. “Congress has said it will not tolerate user fees, and neither will the general aviation community.” Two previous budgets from the Obama Administration have included similar user fee proposals, but in each case Congress has rejected the idea. And opposition to user fees on Capitol Hill is growing. Last week, 223 bipartisan members of the House of Representatives signed a letter to the President, urging him to “abandon this idea once and for all.” User fees appear to be just the latest salvo in a series of attacks on general aviation. The community is also contending with an FAA plan to close 149 contract air traffic control towers, selected prima-
rily because they serve general aviation. Other challenges include attempts to change the way taxes are calculated for business aircraft, long wait times for customs at GA airports, and anticipated cuts to medical and certification services. “Taken together, these proposals represent a serious assault on general aviation, an industry that creates jobs, grows businesses, provides critical services, and donates tens of thousands of flight hours to charitable causes,” Fuller said. “Either the Administration doesn’t recognize the consequences of their actions, or they just don’t care.” AOPA and others have stridently opposed user fees, preferring to continue funding the aviation system through excise taxes on fuel. “Imposing user fees is expensive, cumbersome, and inefficient,” Fuller said. “Pay-at-the-pump has worked since the dawn of powered flight, and it still makes sense today.” While fuel taxes are collected at the point of sale, a user-fee system would require the creation of a new bureaucracy to administer the charges. And, while tax
increases must be approved by Congress, no such congressional oversight would be required to raise or extend fees once they are in place. The fee proposed in the President’s 2014 budget comes not only with new administration and collection costs, it also comes with a special commission whose sole function would be to recommend a “replacement charge or charges that would raise no less in revenue” than the $100 fee. “The language of this proposal is designed specifically to open the door for new, higher fees in the future,” said Fuller. “With no Congressional oversight and no safeguards in place, this proposal would give the Obama Administration a blank check to spend pilots’ money.” The White House estimates that the proposed user fee would generate $7.3 billion over 10 years, but the actual cost to operators could be much higher while the proceeds could be far lower. In addition to the fees themselves, users can expect to incur costs to meet accounting and documentation requirements. And the anticipated decline in general aviation activity
as a result of fees could dramatically reduce the amount of revenue generated. Although recreational flights and some types of aircraft would be exempt, it is unclear exactly how the government would determine whether or not a specific flight meets the criteria for the fee. It’s also unclear whether a flight would be considered the time from takeoff to landing or calculated some other way, leaving open the possibility that operators would have to pay the fee every time they stop for fuel. Of greater concern is the possibility that aircraft operators would reduce their flying, stretch fuel supplies to minimize the number of stops, or simply avoid using air traffic control services. “User fees would compromise safety and do irreparable harm to an industry that supports millions of jobs and contributes $150 billion to the U.S. economy each year,” Fuller warned. “At a time when the economy continues to struggle it just doesn’t make sense to undermine an industry that is making a positive contribution.” To learn more, visit www.aopa.org
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Continued from Page 6 these considerations are simply being abandoned. 3. Flight Instructor Refresher Clinics around the country are required to discuss midair collision avoidance, pilot deviations and runway incursion dangers. These FAA approved curriculums stress that nontowered airports need special attention and alertness, especially with respect to communication needs. One training scenario even addresses examples of where confusion about correct usage of CTAF frequencies resulted in deadly events. Ask yourself, what CTAF frequency do you use when the tower is closed? Charts now show that it is the tower frequency, but what about the sequester closures? Will Unicom become the standard? Will a standard traffic pattern be flown or a modification of procedures used by the now defunct tower? Where will you look to find this information? 4. Many (most) of the airports involved have instrument approaches that depend upon surface weather observations and communication to establish landing minimums. These minimums will need to change, but how fast? Are FDC Notams going to be able to keep pace? Do you know how to check for this information? The presence of a tower
means that the airspace at the airport must meet the three-mile visibility, standard cloud clearance and 1,000 feet ceiling requirement for VFR flight (being Class D). As an IFR pilot, you are protected from VFR aircraft. This is true even when a part time tower closes at night (reverts to class E). But, “sequestered” towers will now revert to class G airspace, meaning IFR approaches will be mixed in with the potential of non-participating pilots shooting touch and goes with only one mile visibility and simply dodging clouds. Are you prepared to hit minimums and then instantly be looking out for traffic? 5. ATC lay-offs will result in both reduced arrival rates at major airports and the need to reduce both IFR and VFR radar flight following. Remember, when ATC uses the term “radar contact,” they are not telling you that you are under positive control with guaranteed traffic separation. “Radar Contact” (both for VFR and IFR aircraft) simply means traffic advisories will be given as workload permits. ATC workloads are going to increase, and traffic advisories may well become a thing of the past. DO NOT depend upon ATC to advise you of a traffic conflict as their primary obligation is Continued on Page 22
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X-48 Project Continued from Page 19 years. The studies are under way in NASAâ&#x20AC;&#x2122;s Environmentally Responsible Aviation Project. â&#x20AC;&#x153;Our team has done what we do best: flight-test a unique aircraft and repeatedly collect data that will be used to design future â&#x20AC;&#x2DC;greenâ&#x20AC;&#x2122; airliners,â&#x20AC;? said Heather Maliska, X-48C project manager at NASAâ&#x20AC;&#x2122;s Dryden Flight Research Center in California. â&#x20AC;&#x153;It is bittersweet to see the program come to an end, but we are proud of the safe and extremely successful joint Boeing and NASA flight test program that we have conducted,â&#x20AC;? Maliska added. The X-48C retained most dimensions of the B model, with a wingspan slightly longer than 20 feet and a weight of about 500 pounds. Primary changes to the X-48C model from the B model, which flew 92 flights at Dryden between 2007 and 2010, were geared to transforming it to an airframe noise-shielding configuration. External modifications included relocating the wingtip winglets inboard next to the engines, effectively turning them into twin tails. The rear deck of the aircraft was extended about two feet. Finally, the project team replaced the X-48Bâ&#x20AC;&#x2122;s three 50-pound thrust jet engines with two 89-pound thrust engines. The aircraft had an estimated top speed of about 140 mph and a maximum altitude of 10,000 feet. â&#x20AC;&#x153;Working closely with NASA, we have been privileged throughout X-48 flight-testing to explore and validate what we believe is a significant breakthrough in the science of flight, and this has been a tremendous success for
Boeing,â&#x20AC;? said Bob Liebeck, a Boeing senior technical fellow and the companyâ&#x20AC;&#x2122;s Blended Wing Body (BWB) Program manager. â&#x20AC;&#x153;We have shown a BWB aircraft, which offers the tremendous promise of significantly greater fuel efficiency and reduced noise, can be controlled as effectively as a conventional tube-and-wing aircraft during takeoffs, landings and other low-speed segments of the flight regime.â&#x20AC;? â&#x20AC;&#x153;Our goal was to define the lowspeed envelope and explore the lowspeed handling qualities of the blended wing body class of tailless aircraft, and we have accomplished that,â&#x20AC;? added Mike Kisska, Boeing X-48 project manager. Because handling qualities of the X48C were different from those of the X48B, the project team modified the flight control system software, including flight control limiters to keep the airplane flying within a safe flight envelope. This enabled a stronger and safer prototype flight control system suitable for future full-scale commercial hybrid or blended wing aircraft. NASAâ&#x20AC;&#x2122;s Aeronautics Research Mission Directorate and Boeing funded the X-48 technology demonstration research effort, which supported NASAâ&#x20AC;&#x2122;s goals of reduced fuel burn, emissions, and noise. The Air Force Research Laboratory in Dayton, Ohio, also was a member of the project team. For more information about aeronautics research at NASA, visit: http://www.aeronautics.nasa.gov For more about NASA Dryden Flight Research Center, visit: http://www.nasa.gov/centers/dryden
Editorial Continued from Page 20 (and always has been) to maintain separation between IFR aircraft in IMC conditions. It will not be surprising if reroute transition of Class C and B airspace by VFR aircraft will simply not be permitted. The preceding thoughts all deal with real safety issues that can only be handled by the PIC. This writer is sure that many more unforeseen anomalies are going to crop up. No mater how you look at this, these sequester actions are creating a degree of confusion and danger that will manifest itself in increased near misses and runway incursions, if not fatal accidents. To be sure, most of us in General Aviation know how to safely operate in a non-controlled environment. We do it all the time. But the sequester closures and service reduction are not well thought out, and senior FAA staff are either igno-
rant of the reality of what is going on or under political pressure that makes them choose between the lives of airborne Americans and their FAA jobs. One can only feel sympathy for the ATC professionals working in the trenches. They do know what these actions mean, but nobody is listening. Of course, there is a bright side, if you are an elected federal official. Both sides of the isle are now gleefully pointing at each other as airline passengers are once again bullied by airline travel. For the politicians, this is a windfall of propaganda lines. I wonder if they will be equally as gleeful when frequency confusion at a closed tower results in injuries or death. Heads up readers, you are the only ones that can keep a worst case scenario from actually happening. It is time to take command!
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Celebrating Twenty-Nine Years of In Flight USA
24
May 2013
CESSNA CITATION LATITUDE PRODUCTION ON TRACK
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Line prodution of the new Citation Latitude is expected to begin in 2014. (Cessna Aircraft Co.) Cessna Aircraft Company has ing and assembly methods before line announced that the production for the production begins in 2014 to continue to Citation Latitude aircraft, first announced ensure on-schedule deliveries and supin October 2011, is on schedule and makport the expectation of high-quality fining progress toward completion of full ished aircraft. The first airframe is airframes this year. planned for testing cyclic fatigue; the secThe next generation in business travond for static testing. el, the Latitude, with a maximum range The Citation Latitude mock up will of 2,500 nautical miles, is designed to take off for visits that began in April and provide the most open, spacious, light, continue into June. The remaining cities and refined cabin environment in this catinclude: egory of aircraft. The aircraft will deliver • Louisville, Ky., May 2-5 a clean, contemporary environment for a • Dallas, Texas, May 9 crew of two plus up to eight passengers, • Houston, Texas, May 13 and 15 will have a maximum altitude of 45,000 • Fredericksburg, Texas, May 17 feet and a maximum cruise speed of 440 • Van Nuys, Calif., May 22 knots. It will climb to 43,000 feet in just • Napa, Calif., May 25-26 23 minutes. • San Jose, Calif., May 29 “We’ve started building engineering • Seattle, Wash., June 3 test articles. The first prototype is expect• Denver, Colo., June 7 ed to fly in Q1 2014,” said Terry Shriner, • Minneapolis, Minn., June 11 business leader for the Citation Latitude. • Oklahoma City, Okla., June 14 “We’ve moved from engineering, analysis and modeling to cutting metal and “Customers are already excited to driving rivets. The team is always energet a glimpse of the Citation Latitude,” gized when we see an airplane begin to said Shriner. “The Latitude’s value is outtake shape for the first time.” standing, especially in a coast-to-coast To build experimental units for testmission.” ing, Cessna is using production tooling. A video highlighting the Latitude’s During this phase, improvements will be features can be viewed on Cessna’s identified and incorporated into the toolYouTube channel.
5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
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When panel space is at a premium, the compact SL30 nav/comm transceiver and SL40 comm fit a lot of capability in a surprisingly small package. Save Space, Reduce Workload. SL30 packs a 760-channel VHF comm transceiver and 200-channel VOR/LOC/GS nav receiver with DME display into one small space. Besides traditional nav/comm features, SL30 also incorporates workload-reducing functions such as automatic decoding of the Morse code station identifier for VOR/LOC/ILS, most-used frequency storage in unit memory, built-in course deviation indicator and more. Get Two for the Price of One SL30 is the only panel-mount nav/comm with a standby frequency monitoring feature providing the capability of two nav/comms in one. SL30: Think slim.
STX 165 Mode A/C Transponder
The STX 165 Sports a professional 1/2 3ATI Bezel that compliments any aircraft panel. Its bright OLED display is readable in virtually all lighting conditions and automatically dims for night time operations. Check out just a few of the STX 165 features. • Built-in Encoder Simplifies installations and lowers cost. • Three Timer Functions Elapsed Flight Time, Up Timer, Down Timer • Pressure Altitude Display See what altitude your transponder is reporting to Center • Optional OAT Probe Input Displays Outside Air Temp.,Density Altitude, Icing Alert • Small and Light Weight 7.4" behind the panel depth, 1.3 lbs. • Low Current Requirements Ideal for LSA Glider - UAV Operations
Garmin GTR 225 Let the versatile GTR 225 Comm radio reduce the amount of work you do in the cockpit. Not only does the GTR 225 meet the basic needs of most pilots – including adhering to new airspace requirements in Europe – but features a number of advanced features that save you time and effort. Choose Your Installation The GTR 225 is available in 3 versions to fit your needs. Two of these models are available with 25 kHz frequency channel spacing and 8.33 kHz channel spacing to meet the impending Single European Sky mandate that all aircraft in Europe will need to operate with by 2018. It's also available with either 10 W or 16 W of transmitter output, letting you find the right balance of power and price. All 3 versions include a 2-place intercom that’s ideal for 2-seat aircraft; no additional hardware is required to communicate with your passenger. Plus, remote frequency flip-flop capability can help in demanding operating environments like helicopters, letting pilots keep their hands on the controls.
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Celebrating Twenty-Nine Years of In Flight USA
26
Aviation Ancestry
May 2013
by Scott Schwartz
THE OTHER WILDCATS
A
lthough it was intended to be a replacement for the F4F Wildcat, the “Zero-killer” F6F Hellcat was still being developed during the early part of 1942. The company planned to stop the production of Wildcats altogether, once the Hellcat was ready for frontline service. Because the transition on
the assembly line from one aircraft to another would not be instantaneous, Grumman had to find a way to maintain a steady stream of combat aircraft coming off the line, while Hellcat production gained momentum. The answer was to have another company build F4F Wildcats and TBF
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Avengers. In the meantime General Motors had stopped making passenger cars shortly after the U.S. entered the war. This left several G.M. plants with nothing to produce. Discussions between the Navy, Grumman, and General Motors resulted in the Trenton, N.J. plant being assigned to build TBF Avengers, while the Linden, N.J. plant would build the F4F-4 Wildcat. All of this would be handled by General Motors’ Eastern Aircraft Division. Naturally, the F4F-4s being produced by Eastern Aircraft were not called F4F-4s. Instead, these aircraft were designated as FM-1s. Eastern Aircraft was contracted (on April 18, 1942 – the date of the Doolittle raid, by coincidence) to build 1,800 FM-1s, and the plan called for Grumman to provide Eastern with 10 partially-assembled F4F-4s to familiarize the Eastern staff with Wildcat construction. These were actually the first FM-1s to be built, and the initial flight of an FM1 took place on Aug. 31, 1942. Like the F4F-4, these ten FM-1s were armed with three .50 caliber machine guns in each wing. And, as with the F4F-4, combat pilots complained about the reduced firing time with the six guns (more guns meant that less ammunition could be carried), and about the aircraft’s sluggishness due to the weight of the extra guns. Accordingly, the FM-1s that were built after the initial ten, were equipped with only two guns in each wing. Powered by a 14 cylinder, 1,200 horsepower Pratt & Whitney R-1830-36 radial engine that was equipped with a two-stage, two-speed supercharger, the FM-1 could hit approximately 320 mph. Though outclassed by its replacement – the F6F Hellcat – there was still a place for the tubby Wildcat on board the U.S. Navy’s incredibly large fleet of small escort carriers. This is because the FM-1 was, well, smaller. More of them could be carried aboard these mini-carriers, and they served well, as anti-submarine and ground-attack aircraft, along with TBF/TBM Avengers. Production of the FM-1 was halted, after 1,150 of them had been built, including the 311 that had been given to Great Britain’s Fleet Air Arm (which initial referred to the aircraft as Martlet V’s, and later as simply Wildcats). This was in September of 1943. Your author has attended airshows, during which surviving Wildcats have been flown and/or displayed. It may surprise some to learn that most of the surviving flyable Wildcats are quite different than the
An Eastern Aircraft FM-2 in flight; note the shorter cowling. Most surviving Wildcats are General Motors-built FM2s, which are powered by the nine-cylinder Wright Cyclone engine. (Scott Schwartz)
Grumman F4F-4s aboard the USS Wasp; note the longer engine cowling, which houses the 14-cylinder two-row Pratt & Whitney R-1830 engine. (Photo courtesy of the U.S. Navy) version flown during the Battle of Midway. Beginning in 1943, Eastern Aircraft starting building a lightweight version of the Wildcat, which was known as the FM2. The chances are that the Wildcats seen at airshows today are FM-2s; more than 4,000 of them were built, and more of these survive than any other Wildcat variant. The FM-2’s airframe was 500pounds lighter than earlier versions of the Wildcat. In addition, the FM-2 was powered by a 1,350 horsepower Wright R1820, nine-cylinder, which was supplemented with a single-stage, two-speed supercharger. The lighter weight and increased horsepower resulted in a very effective combat aircraft, and the FM-2 saw service with escort carrier squadrons in both the Atlantic and in the Pacific theater – the aircraft soldiering on until the end of the war. Given that some civilian-owned FM-2s have been incorrectly painted in early World War Two paint schemes, it may be difficult to distinguish the FM-2 from the earlier FM-1/F4F variants. As stated earlier, most surviving Wildcats are FM-2s. But just for good measure, here are some other things that the observer can look for in an attempt to Continued on Page 32
May 2013
SAN
www.inflightusa.com
BUZZ ALDRIN JOINS DIEGO AIR & SPACE MUSEUM FOR BOOK SIGNING
The San Diego Air & Space Museum is offering a special after-hours opportunity on May 22 from 5 to 8 p.m. to meet Buzz Aldrin who, together with Neil Armstrong, became the first person to land on the moon on the Apollo 11 lunar mission. Aldrin and co-author Leonard David will be signing their new book Mission to Mars: My Vision for Space Exploration. Copies of Aldrin’s children’s book Look to the Stars, will also be available for purchase. This special after-hours event requires an advanced online ticket and book purchase. Only books purchased online through the Museum will be signed. Outside memorabilia and other items will not be permitted. The books can be purchased at http://sandiegoairandspace.org/ calendar/event.php?id=126
Tickets are $29 per person and includes Museum admission, access to Buzz Aldrin book signing, entrance to the current special exhibition: Ripley’s Believe It or Not!, access to the 3D/4D Zable Movie Theater, and simulator rides. In the book Mission to Mars: My Vision for Space Exploration ($26 – maximum of three books per person) legendary “space statesman” Buzz Aldrin
speaks out as a vital advocate for the continuing quest to push the boundaries of the universe as we know it. As a pioneering astronaut who first set foot on the moon during mankind’s first landing of Apollo 11 – and as an aerospace engineer who designed an orbital rendezvous technique critical to future planetary landings – Aldrin has a vision, and in this book he plots out the path he proposes: taking humans to Mars by 2035. Look To the Stars is a children’s book ($18 – maximum of three books per person). As one of a handful of astronauts to have walked on the moon, Buzz Aldrin has a unique perspective of space, and he serves as an amazing guide as he introduces us to the pioneers of space. From Copernicus to the Wright brothers, from the Apollo program to dreams of future travel, he reminds us that humankind has always looked to the stars.
For more information on the San Diego Air & Space Museum and the book signing, please visit sandiegoairandspace.org.
Have an event coming up? Submit it for publication in the
In Flight USA Events Calendar online at inflightusa.com
27
Celebrating Twenty-Nine Years of In Flight USA
28
May 2013
W h a t’ s U p ! ?
MANNERS MAY BE FREE…BUT…
T
hey do have value. I must say thanks to all of you that took some of your valuable time to express your appreciation and offered comments on my “Love Stories” in last month’s issue of In Flight USA. Wow, I was knocked off my “throne” and I am truly humbled by your response. I was amazed that my love stories made it all around the world (I’m blushing) so, here’s a few follow up reactions to share.
A Love Story...A Real Love Story (Continued) More keys – shock, that’s the only word I can think of. Two more heroes came forward to talk about giving me their keys. One has already done it and the other is still saying farewell and hugging his airplane good-bye. Wow! Bravo, not to me, but to them. I’m so sorry I didn’t finish medical school so I could prescribe some ice cream and candy for them. Come to think of it, I never even started medical school.
Love Story Number Two (Handshakes Are Alive and Well) A few weeks ago I started a telephone relationship with a soybean and corn farmer out in Kansas. No! Seriously, I really did. That wasn’t a record breaker for distance; I’ve had these conversations from as far away as Slovenia and Afghanistan. Over the following week we “shook hands” a few times and made a deal on an amazing T-210 and we both agreed that it was a handshake deal. Then, I’ll be darned (I learned that expression from him, he said that’s how they talked “back home”), he showed up in California and we shook hands in person and he met his new airplane. There’s more to this story, but I love handshake deals – if I don’t trust someone I wouldn’t be doing business with them in the first place.
I’m Just Saying Here we go again. They’re back again to make my life unhappy and inconvenient. Those wonderful adminis-
trators sitting in the “green check” waiting room in Oklahoma City, are still pretending to be docs, when they don’t even play one on television. Wrong, really wrong. Now that I have announced that I may have a high-class medical problem, I’ll probably be ticketless again while they flip their coins and decide whether I can continue to fly. I guess the Department of Motor Vehicles folks are really generous – they let almost blind, almost deaf, oxygen-assisted 100-year olds drive around and have no concerns about it. But a pilot who can dress himself, and drive to the airport may be a threat to the world if he has a medical problem that is being controlled and treated by experts who actually know what they’re talking about. I know this sounds disrespectful and biased. Okay, it is. I’m just mad and hate having to start this process all over again, especially with the comments being made below. I’ve included the following FAA information to help you, help me, help them, and to ask you to support some reforms in the medical evaluations we have to live with right now! We’re long overdue for the Driver’s License Pilots and the FAA says they’re too busy to deal with it – bull feathers, that’s their job. Please get back to me and sound off, we can’t just sit here and do nothing. It’s time for some serious changes.
FAA Announces Change in Special Issuance Medical Certification EAA Aeromedical Council efforts help progress on measure The federal air surgeon has announced a major change to the medical certification process for several common diagnoses that have previously required a special issuance and a review process by the FAA prior to issuing a medical certificate. Under the new policy, termed “Certificates an AME Can Issue” or “CACI,” applicants with arthritis, asthma, glaucoma, chronic hepatitis C, hypertension, hypothyroidism, migraine and chronic headache, pre-diabetes, and renal cancer can receive their medical certificates directly from their AME. Further diagnoses are expected to be announced in the coming months. The AME will require certain documentation but this does not have to be
Larry Shapiro forwarded to the FAA as in the case of a special issuance. The resulting medical certificate is good for the normal duration, depending on the age of the applicant and/or the class of medical. Members of the EAA Aeromedical Advisory Council were heavily involved in bringing about these changes. “We are incredibly fortunate to have the Aeromedical Advisory Council at EAA,” said Sean Elliott, EAA vice president of advocacy and safety. “These six AMEs are among the most experienced and respected doctors in the aeromedical business, and this announcement represents the culmination of several years of hard work on this policy they have done on behalf of our membership.”
Manners! Saying thank you goes a long way. I’ve been doing that a lot lately – mostly to the community around me that has stepped up to support me during this past month through some recently uncovered ugly medical issues crawling around inside me. If I thought I wasn’t medically okay to fly, I don’t need someone else to tell me, I happen to be close friends with me and I trust my own advice, plus I’m married to my best friend and she has her input too on what I can and cannot do. Besides, I like her better that those other dudes.
On Final Here’s a great idea. Let’s remove towers and controllers at primarily training airports. If the President and his gang think this is a good idea, then let’s vote to be able to sue them when the student pilots start bumping into each other, goarounds become the norm, noise abatement becomes more of an issue than weather, and the panic sets in with all the low-time pilots. Of course, that will be followed up when all the airport neighbors start having nightmares over the fear of the above actually happening…but wait, there’s more. Never mind, I’m getting upset and that’s not good, I mean, I could have a heart attack, or go blind, or Continued on Page 42
May 2013
www.inflightusa.com
29
Flying With Faber RETURN
I
never pass up an opportunity to visit New York City. After countless excursions throughout my life, each new visit is like a new romance. Recently, I was flying around the East coast, so I decided to drop into Teterboro Airport and spend a few days in the city. Teterboro Airport (KTEB) has always been one of my favorites. It’s incessantly busy, crowded and populated with just about any civil airplane one can imagine – and from just about any corner of the world. Runway 1/19 is 7,000 feet long and Runway 6/24 is 6,013 feet long. ILS approaches are available for Runway 19 and Runway 6, plus you have choices of GPS, RNAV or VOR. I just love it when an approach is required in actual conditions. There are about five major FBOs on the field. My choice for service and the best fuel prices is Meridian, 201/288-5040. On a good day, KTEB is about a 45minute drive from midtown Manhattan.
Hotels
TO
NEW YORK
wired and wireless Internet access, executive desks with built-in data and power outlets, and electronic safes with power outlets that accommodate laptops – but it’s still The Pierre. All guestrooms and suites have been transformed to feature a warm, inviting residential-style decor with a feeling of quiet luxury. High ceilings and abundant natural light evoke a gracious, airy experience that enhances the new interiors. Color palettes, comprised of soft neutrals in pale ivory and taupe with tones of corals or blues, are contrasted with rich woods, tufted leather headboards and matching benches. Richly textured silk and brocade fabrics in elegant neutrals with tasteful accents of color adorn upholstery, pillows, draperies and bed throws. Hand-carved carpets ensure comfort and superb acoustical sound control. The Pierre is now greater than ever. Kimberly Suites Hotel 145 E. 50th Street, New York, NY 10022 212/702-1600, www.kimberlyhotel.com
This trip would be devoted to visiting an old favorite hotel, a new hotel and a few notable restaurants. The Pierre Hotel 2 E. 61st St., New York, NY 10065 212/838-8000, www.tajhotels.com/pierre
The Taj Pierre
(Courtesy Taj Hotels)
I have been a lifetime fan of The Pierre, the iconic U.S. flagship of India’s Taj Hotels on New York’s Fifth Avenue just across from Central Park. The hotel has re-opened following an impressive $100 million renovation debuting new guestroom and bath interiors – I wanted to have a look. My first visit took place when it was just The Pierre. Later, Four Seasons took over. Today, Taj Hotels has scrupulously preserved its great tradition. The latest in modern conveniences include interactive flat-panel televisions in bedrooms, living rooms and bathrooms, the Bose Home Theatre system with iPod docking stations, high speed
Kimberly Hotel Lobby (Greg Powers) An exciting new crop of boutique hotels is springing up all over Manhattan. After a few nights at The Pierre, we decided to explore one of the new kids on the block. We were delighted with our decision. Located in midtown Manhattan, the Kimberly Hotel radiates a refined elegance with traditional European flair. The location couldn’t have been better, the service was divine (it rivaled any other Manhattan hotel), and the accommodations were fantastic – a huge suite with all the trimmings. The
staff not only welcomed us at check-in, they escorted us up to our suite and made certain that everything was in order. They reminded us that, under their new policy, Wi-Fi was on the house – a smart move. The main complaint I hear from biz travelers is a prodigious charge for Wi-Fi. The suites are appointed with luxurious amenities including Frette linens and lush down feather bedding. These suites and guest rooms are among the largest of their kind in Manhattan, and most offer an outdoor covered balcony, a rare amenity among Manhattan hotel rooms. Other amenities include the NY Times, huge flat-screen TVs, wet bar, robe and slippers and a security safe sufficient to accommodate a laptop. You can select from the on-property fitness center or stroll down two blocks to the New York Health & Racquet Club for a complimentary visit. At the Club, you can enjoy indoor swimming, saunas, steam room, racquetball as well as strength and cardio training. Hang out at the Upstairs Bar and Lounge, New York’s only rooftop bar with a retractable all glass ceiling and heated floors. They serve an outstanding breakfast buffet and a weekend brunch that is equally spectacular. At night, you can cuddle up, enjoy the panoramic views from 30 stories up and feast on an exquisite selection of small plate items. The décor is striking, the ambiance is energetic and the cocktails and snacks are delightful. If you want to organize a private function or holiday party, I can’t think of a more cozy and intimate space. The Kimberly was a great discovery. It’s large enough to offer everything one would desire in a hotel and intimate enough so that you can savor your solitude.
New Dining Adventures New York City is one of the world’s leading culinary destinations. Here are a few examples. Desmond’s Steak House, 513 Seventh Avenue, New York, NY 10018, 212/391-6900, www.desmondsnewyork.com Desmond’s takes its beef very seriously. Unlike many steakhouses which merely purchase chunks of beef wrapped
Stuart J. Faber and Aunt Bea
Desmond’s Steak House (Courtesy Desmond’s) in Cryovac, Desmond’s employs an inhouse butcher who purchases sides of beef, ages them on the spot and cuts to order. Of course, steak houses are proliferating all over Manhattan. But Desmond’s is more than a steakhouse; it’s a shrine to great steaks. Owner Paul Hurley operates five Irish-themed bars and restaurants around the city, so he brings an abundance of experience to this new venture. As you enter the building, you are greeted by an attractive glass enclosure of beef aging like fine wine. A short flight up the stairs brings you to a colorful and energetic bar. Hang out for a few refreshments before dinner, then move to the attractive dining room. We launched with a sushi-quality slice of tuna tartar surrounded by chunks of avocado, pine nuts and set off by sweetened apple. I can never pass up a crab cake. Desmond’s was chunk full of fresh crab, crispy and flavorful. We selected a 48-ounce porterhouse for two. It was presented on a sizzling plate, seared to a deep mahogany color. We sliced it open and the juices cascaded over the bright red interior – these guys not only know how to select and age beef, they know how to prepare it. On another trip, we chose a braised lamb shank and a grilled veal chop, both of which were remarkable. Don’t miss the sides of beer battered onion rings, mashed potatoes or creamed spinach. Desmond’s is also open for lunch. They offer an extensive wine list and beers on tap. Continued on Page 30
Celebrating Twenty-Nine Years of In Flight USA
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May 2013
Flying With Faber Continued from Page 29 Benoit 60 W. 55th Street, New York, NY 10019, 646/943-7373, www.benoitny.com
Benoit Restaurant (Pierre Monetta) Having its roots in Alain Bucasse’s bistro, which opened in Paris in 1912, the New York version opened in 2008. Drawing from the repertoire of 100-yearold recipes originating in Paris, Chef Phillipe Bertineau in New York has created a menu that is reminiscent of the French version with lighter touches and modern techniques. We stepped off of 55th Street and immediately felt as if we had been transported to Paris. The early-20th-century décor of Benoit in Paris has been recreat-
ed here. Everything from the tiling to the wood paneling, the red velvet banquettes to the copperware, the engraved panes of glass to the marble pedestals, the lamps and huge mirrors to the old posters adorning the walls echoes the ambiance of the original bistro. This was a lunch visit and I promised myself to tread lightly because, when I engage in a culinary trip, I have to pace myself for two daily main meals. My promise was broken the moment I glanced at the menu. I scanned the menu up and down and noticed tempting selections of Onion Soup Gratinée, Twice Baked Upside-down Comté Cheese Soufflé. Entrees: Roast Organic Chicken for two, and Foie De Veau. Patisserie: Vanilla Millefeuille, traditional Tarte Tatin. The list of 500 selections of wines consisted primarily of bottles from the primary regions of France. The Mark Restaurant by Jean-Georges 25 E 77th St New York, 10075 212/744-4300, www.themarkhotel.com
The incomparable Mark Restaurant. (Jon Nissenbaum)
About two seconds after I took my first bite of food at Jean-Georges Restaurant, back when it opened in Manhattan’s Trump Hotel (that was more than a decade ago), I became an ardent fan. He is one of the few celebrity chefs endowed with the uncanny ability to draw extraordinary texture and flavor from carefully selected provenance. Many other chefs try – and they present a pretty plate, which stops there – but with Jean-George it begins there. I knew the minute I walked in, that the evening at the Mark Restaurant, Jean-Georges’ new venture, would be a memorable one. Jean-Georges Vongerichten brings his unbridled passion for fresh from the market and uncomplicated preparation to this stunning restaurant. The bar serves hand-crafted classic and signature cocktails. Showcased in a copper and glass wine wall in the dining room are a collection of boutique and familiar food friendly wines from around the world, focusing on value and diversity. When a plate is placed in front of you, the cuisine has such personality, it almost sings before you ever take a fork to it. A seafood platter of oysters, clams, lobster and tuna tartar was so fresh one could almost detect a wiggle of life. A pizza with a gossamer crust, three cheeses and chunks of lobster (why not lobster twice?), was astounding. As I was about to order the main course, I noticed a waiter transporting a giant cheeseburger. It took considerable
restraint not to grab it from his hands. I could hardly order a hamburger and qualify the event as a suppertime experience, so I ordered the grilled lamb chops with a mushroom Bolognese, which was incredible. We also tried a wild Dover sole, which was light and supple and served with braised fennel, carrots and olives. This restaurant takes its place as one of Manhattan’s best. Abboccato 136 W 55th St New York, NY 10019 212/265-4000, www.abboccato.com
Great italian cuisine at Abbocato. (Courtesy Abbocato) Located steps from Manhattan’s Theatre District, Abboccato is known for serving some of New York City’s finest authentic, home-style Italian cuisine. Offering diners a true taste of Italy, the cozy 75-seat, room with a textural combination of dark woods, fabric and stone is perfectly suited for a leisurely meal, a business lunch or pre-theatre bite. Owned by the Livanos family in partnership with renowned Executive Chef Jim Botsacos, Abboccato’s cuisine represents the diverse regions of Italy, from Sicily to Lombardi. Lunch includes a selection of cicchetti, full-size appetizers, hot pressed sandwiches, primi (half portions available), secondi, and contorni. The dinner menu expands to feature antipasti and a broader range of handmade pastas, and entrées, as well as a daily selection of whole fish. Standout menu items for lunch and dinner include grilled shrimp with herb bread crumbs, oregano and garlic, meatballs in a rich tomato sauce, homemade ravioli stuffed with spring peas, mint, ricotta and carbonara sauce and a fabulous brick roasted chicken with fingerling potatoes and cipollini onions. Porterhouse New York 10 Columbus Circle, 4th Floor, New York, NY 10019 212/823-9500, www.porterhousenewyork.com I am in search of the ultimate steak. In fact, I write a column entitled In Search of the Ultimate Steak. To my Continued on Page 34
May 2013
www.inflightusa.com
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FINAL PUSH IS ON FOR BUGATTI 100P RACER PROJECT
Scotty Wilson’s Bugatti 100P Racer project has wide international interest and support, and is nearing completion in his Tulsa, Okla. hangar. The Bugatti’s complex gearbox was reverse engineered and built in the UK.
By EAA Staff
A
bout two and a half years ago Scotty Wilson, EAA 572551, of Tulsa, Okla., traveled to Oshkosh to examine the original Bugatti 100P Racer that’s on prominent display in the AirVenture Museum after being donated to EAA in 1996. Since then he’s been working continuously at re-creating the airplane, and with a little luck and some additional resources, it could hit the runway before the end of the year. “Ninety percent done with 90 percent to go,” Wilson said recently – a statement to which many homebuilders can relate. “It’s very close to done. We might be able to roll the plane out of the hangar in midJune.” He hesitates to pin a date to anything, but it’s reasonably possible Wilson’s airplane could do taxi-testing and even a first flight before the end of the year, but no earlier than the Fall. Wilson’s first flight would be a true maiden voyage for the futuristic airplane. Designed in the 1930s by famous automaker Ettoré Bugatti and engineer Louis de Monge, the original Model 100P never got off the ground. As the German army advanced on Paris in June 1940, it had to be disassembled and whisked away so the advanced technology didn’t fall into enemy hands. Wilson calls it “the most historically significant airplane that never flew.” EAA AirVenture 2011 attendees got an up-close look at Wilson’s project when it was displayed at the EAA Welcome Center that year. Since then he’s been toiling away, making steady progress. It’s been painted in that distinc-
tive and familiar blue, and he’ll be covering the flight control surfaces in the coming weeks. One of the plane’s crucial – and most complex – components is the gear box, which has finally been finished after two and a half years of design, revision, and production. It is set to arrive in Tulsa the first of May from S&J Engineering in Hinckley, United Kingdom, which agreed to take on the project after another firm pulled out. Wilson hopes to have the 200-pound gear box installed and the propellers on soon, at which time the airplane will be pulled out of the hangar for the first time. The props were designed by Swedish propeller theoretician Jan Carlsson and fabricated by Rupert Wasey at UK-based Hercules Propellers. Two 200-hp Hayabusa motorcycle engines will power the craft, Wilson said. Wilson gave a shout-out to T.J. Balentine, who has volunteered all the complex tin work on the airplane. “He drives an hour each way per day just to come down and work on the aircraft,” he said. On the other side of the pond, credit goes out to John Lawson of J Lawson Modelmakers, who’s mainly responsible for completing the gear box. “Without the gear box, it’s just a glider,” Wilson said. Interest about this project is sky-high around the world, reflected by the numerous national flags seen in Wilson’s Tulsa hangar. “We are certainly in the final push,” he said. “This airplane is an extraordinary machine. It really makes one appreciate the genius of de Monge. He did it himself – just one guy – which makes it all the more impressive.” Follow along as this project heads for the finish line at the Bugatti 100P Racer project Facebook page.
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Celebrating Twenty-NineYears of In Flight USA
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May 2013
GAMA WELCOMES MARY LYNN J. RYNKIEWICZ COMMUNICATIONS DIRECTOR
The General Aviation Manufacturers Association (GAMA) has announced that Mary Lynn J. Rynkiewicz has joined the association as Director of Communications. Rynkiewicz comes to GAMA from the NextGen Institute, where she served as communications and contract manager. In this role, she authored the Institute’s publications, including its quarterly
newsletters, website articles, and Annual Report. Prior to this position, she was the editorial manager for the Carnegie Endowment for International Peace, where she edited various scholarly publications and placed opinion pieces in The Washington Post, Christian Science Monitor, and Foreign Policy. She was also a staff writer for Presstime and held
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NextGen Institute’s Management Council, I have found Mary Lynn to be a thoughtful, skilled and highly effective communicator. Her broad range of experiences will enhance GAMA’s ability to advocate effectively for the general aviation manufacturing industry,” said GAMA’s President and CEO, Pete Bunce. “She is well-suited to strengthen GAMA’s outreach via social media and enhance our messaging around the globe on behalf of the general aviation community.” A native of Virginia, Rynkiewicz holds a Bachelor of Arts degree in political science from Wellesley College and a master’s in journalism from Columbia University.
Aviation Ancestry Continued from Page 26 identify the Wildcat variant. 1. Due to its being powered by a single-row, nine-cylinder radial engine, the FM-2s cowling is shorter than that of the F4F, FM-1. 2. The radio mast on the top of the FM2’s fuselage points straight up. It is not slanted forward, as on the F4F/FM-1. 3. The lower-fuselage window was not installed in FM-2s. 4. The vertical stabilizer is taller than that of the F4F/FM-1. 5. If all else fails, and if it is permissible, walk up to the aircraft and look at the engine. If it is a Wright Cyclone, then the aircraft in question is an FM-2. Check out the author’s blog at
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EAA’s vintage Ford Tri-Motor heads out on tour in May 2013. (Air Venture Museum) EAA’s 1929 Ford Tri-Motor and its “sister” plane from the Kalamazoo Air Zoo will tour the country this spring and summer, giving passengers an opportunity to travel back to the early days of luxurious commercial flight. The EAA Tri-Motor was built in 1929 and over its life has served in a number of roles - from Cuban airliner to transport for forest fire fighting smoke jumpers. EAA Founder Paul Poberezny purchased the aircraft 1973 and it underwent a 12-year restoration effort. Housed at EAA’s Pioneer Airport, the Tin Goose has been featured in two major movies - Family Jewels in 1965 starring Jerry Lewis, and Public Enemies in 2009 starring Johnny Depp. Kalamazoo Air Zoo’s Tri-Motor was also constructed in 1929. National Air Transport flew it across the United States delivering freight and mail. In 1945 it received a complete overhaul from
Monroe Airways and was used for Grand Canyon tours as well as fighting forest fires. Kal-Aero purchased and rebuilt the aircraft in 1991, later donating it to the Kalamazoo Air Zoo. EAA’s Tri-Motor tour kicks off in Oshkosh on May 11, while the Kalamazoo Tri-Motor launches from Kalamazoo on May 24. Tours run through July 21 and span 11 states. Both aircraft can carry up to nine passengers at a time - all in window seats - so you’re encouraged to bring your cameras. Advance tickets are $70 for adults. Walk-up tickets are $75 for adults and $50 for children 17 years old and under. Limited availability copilot seating tickets can only be purchased on-site for $125. For the complete 2013 tour schedule or to book a seat on one of the historic Ford Tri-Motor flights, visit FlyTheFord .org or call 800/843-3612.
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MASSDOT CEO DAVEY RECEIVES SILK SCARF AWARD NBAA presented its Silk Scarf Award to Massachusetts Department of Transportation (MassDOT) Secretary and CEO Richard Davey in recognition of his exemplary efforts on behalf of the regional business aviation community in the commonwealth. NBAA Northeast Regional Representative Dean Saucier, along with past Silk Scarf recipients Don Humason and Chris Willenborg, presented the Silk Scarf Award to Davey on April 4. “Under Secretary Davey’s direction, the Massachusetts airport system has thrived and he has moved aviation to the forefront in the transportation department,” noted Saucier. Davey was appointed to his position
in September 2011 by Gov. Deval Patrick. He leads a 10,000-person organization that operates with a mission to provide a safe, reliable and efficient transportation system for the citizens of Massachusetts. Continued on Page 34
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Celebrating Twenty-Nine Years of In Flight USA
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COMING
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“Long before the space shuttle, the United States was flying astronauts with the courage of lions into space aboard wings of steel. This is the story of the astonishing X-15, America’s first space plane, which broke records nearly every time it flew. It is a magnificent tale, well told in this meticulously researched book. Everyone with an interest in aviation, space, or high-flying adventure should read it.” –Homer Hickam, author of Rocket Boys With the Soviet Union’s launch of the first Sputnik satellite in 1957, the Cold War soared to new heights as
May 2013
THE X-15 ROCKET PLANE
Americans feared losing the race into space. The X-15 Rocket Plane tells the enthralling yet little-known story of the hypersonic X-15, the winged rocket ship that met this challenge and opened the way into human-controlled spaceflight. Drawing on interviews with those who were there, Michelle Evans captures the drama and excitement of, yes, rocket science: how to handle the heat generated at speeds up to Mach 7, how to make a rocket propulsion system that could throttle, and how to safely reenter the atmosphere from space and make a precision landing. This book puts a human face on the feats of science and engineering that went
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into the X-15 program, many of them critical to the development of the Space Shuttle. And, finally, it introduces us to the largely unsung pilots of the X-15. By the time of the Apollo 11 moon landing, thirty-one American astronauts had flown into space—eight of them astronautpilots of the X-15. The X-15 Rocket Plane restores these pioneers, and the others who made it happen, to their rightful place in the history of spaceflight. “This book gives a fascinating and superbly detailed look into X-15 technology and the dedicated people who first took a winged craft beyond the atmosphere. Along the way it teaches valuable and pertinent lessons for those of us in the private space sector now working to build on that phenomenal legacy.”
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Flying With Faber Continued from Page 30 knowledge, New York City, unlike Fort Worth, Texas, has never had a herd of cattle driven through the city limits. Nevertheless, New York is one of the great steak cities of America. Michael Lomonaco, the Executive Chef of Porterhouse is a down-to-earth, convivial guy who makes one of the all-time ultimate steaks. He trained at the venerable, historic “21” in New York, worked his way through other notable restaurants and settled in at creating a masterful menu at Porterhouse. Porterhouse is a restaurant the atmosphere of which seems to wrap around you the moment you cross the threshold. Some restaurants just have it – rhythm, lighting, color, a wait staff that seems to know you although they’ve never seen you before – and yes, it feels genuine. The entire room is resonant with energy, happiness and well being. After dinner, you just don’t want to leave. Clams Casino, a dish from yesteryear, is revised to perfection. Little neck clams, plump and briskly fresh, are sprinkled with pancetta, red bell pepper
chunks, butter and pimento. Pan roasted sea scallops, seemingly just harvested, are crispy outward and supple within. We opted for the porterhouse for two, USDA prime and dry aged in house – a rarity these days. This critter was presented with the flavor almost visual from the steaming platter. The waiter sliced it up at which time, the juices flowed and the red meat radiated with an ember-like glow. I grabbed the bone before he finished his ritual. I almost ran out of the restaurant with it – just like my Pit Bull Clara Belle does at home. I controlled my manners somewhat and devoured it with my hands. Without a doubt, this was the most incredible steak of the year. I also heartily recommend the cowboy rib steak, the center cut veal chop, the butter poached lobster or the Hudson Valley duck steak. Leave room for the root beer float or the sinful double chocolate cake with fudge frosting and Chantilly cream. This trip was all too short albeit packed with culinary adventure. I could sure use a steak about now. I think I’ll file another flight plan for KTEB.
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Continued on Page 33 Prior to his current appointment, Davey served as Massachusetts Bay Transportation Authority (MBTA) general manager and MassDOT Rail & Transit administrator, where he was responsible for managing the MBTA and overseeing the commonwealth’s 15 regional transit authorities and MassDOT’s rail program. Prior to joining MassDOT, Davey served in a variety of capacities, including general manager at the Massachusetts
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Bay Commuter Railroad, the company that operates and maintains the MBTA’s commuter rail service. In an effort to honor outstanding business aviation community members and inspire future aviators, the NBAA Silk Scarf Award is given to individuals for special contributions to the business aviation community during their careers. For more information visit www.nbaa.org/about/awards/silk-scarf/
May 2013
www.inflightusa.com
COLORADO AIRCREWS PROVIDE SUPPORT Colorado Wing recently wrapped up a new Civil Air Patrol mission involving support for the U.S. Army’s unmanned aerial vehicle program, part of the U.S. Air Force auxiliary’s evolving profile of homeland security missions for America. Wing aircrews assisted the 2nd Brigade Combat Team, 4th Infantry Division, in a pre-deployment exercise for soldiers from Fort Carson at the Pinon Canyon Maneuver Site near Trinidad. The training covered a three-week period that began in late February. “The capability of CAP aircrews gave members of the UAV team their first-ever opportunity to fly their UAV in support of the brigade exercise that are part of operational training and evaluation prior to deployment,” said CAP’s incident commander for the mission, Maj. William O’Connor. Planning for the mission began in late 2012 when Civil Air Patrol and the Colorado Wing were approached with the concept of escorting the Army UAV. “The FAA requires UAV’s operating outside of restricted airspace to be within line of sight of observers on the ground and/or in an aircraft,” said O’Connor. “Due to the size of the training area, the Army needed aerial observation. CAP was a cost-effective option for the Army.” In addition to O’Connor, members of the initial CAP planning team included Lt. Col. Mike McDonald as backup incident commander and the Colorado Department of Military and Veterans Affairs contact, and Gerald Peaslee, CAP-U.S. Air Force Liaison Region-assistant director of operations for Colorado, as the Air Force representative on the team. Participants developed an operational plan that involved a three-step process to ensure the safety and precision of the link-up between the CAP aircraft and UAV. Training involved both the UAV operational team on the ground and the CAP aircrews. Subsequent planning meetings refined the procedures to pro-
vide a repeatable process that was safe. The Colorado Wing planning team and pilots’ training lasted an entire week. Using Perry Stokes Airport in Trinidad, Colo. as the base, pilots flew training sorties that began with flying the link-up route and perfecting the communications process with the Army UAV ground control team at the Pinon Canyon Army site. CAP pilots involved in the training were O’Connor, Lt. Cols. Dave Novotny, Jim Jenkins and Jer/ Eberhard, Capts. John Cossick and Darrell Vick and 1st Lt. Rob Pehkonen. “The link-up process depended on the precise coordination of the aircrew and UAV ground controller, as there is an eight-second window to acquire visual contact with the UAV and take up the escort of the UAV 500 feet back and well clear of the UAV,” said O’Connor. The mission for the UAV was to support the field commander’s requirements for “eyes in the sky” in support of simulated combat against an aggressor. The mission of the CAP aircraft was to provide escort for the UAV as it flew in public airspace in the Pinon Canyon Military Operations Area. “Without our support, the brigade from Fort Carson would have had to travel to the National Training Center at Fort Irwin, Calif., at a cost of millions. CAP offered a cost-saving, local solution to support the training and qualification needs of the Army in this era of reduced military budgets.” The results of the four-hour sortie were, in the words of the brigade commander, “outstanding” and “brilliant,” and provided further proof that CAP’s mission profile is changing as the needs of its potential customers change. “CAP’s unique capability to provide trained and professional aircrew support for a variety of missions means greater opportunities to serve the needs of our customers in a safe and professional manner consistent with our history,” said O’Connor.
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ARMY UAV PROGRAM
CAP has been participating in homeland security missions for America since World War II, when private pilots who helped form the organization provided coastal patrols to protect U.S. ships from enemy submarines. Since 9/11, when CAP documented damage from the terrorist attacks in New York City, CAP has stepped up its homeland security missions, providing aerial imaging to government emergency management agen-
cies, escorting naval vessels and supporting combat deployment preparation training for the Air Force. CAP pilots also simulate hostile aircraft for Air Force and Air National Guard fighters during practice intercept missions nationwide. During the past five years, aircrews’ intercept mission totals have risen by more than 50 percent. For information, www.gocivilairpatrol.com or www.capvolunteernow.com
U.S. NAVY CANCELS BLUE ANGELS 2013 PERFORMANCES On April 9 the Navy cancelled the remaining 2013 performances of its Flight Demonstration Squadron, the Blue Angels. The squadron will continue to train to maintain flying proficiency until further notice at its home station in Pensacola, Fla. Recognizing budget realities, current Defense policy states that outreach events can only be supported with local assets at no cost to the government. This is one of many steps the Navy is taking to ensure resources
are in place to support forces operating forward now and those training to relieve them. The Navy believes there is value in demonstrating the professionalism and capabilities of our Navy and Marine Corps Naval Aviation team, thus inspiring future generations of Sailors and Marines. The Navy intends to continue aerial demonstrations in the future as the budget situation permits.
909-297-6688
www.VictoryGirl.com
Celebrating Twenty-Nine Years of In Flight USA
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May 2013
KC-46 PROGRESS ON TRACK By Daryl Mayer 88th Air Base Wing Public Affairs
T
he top acquisition priority in the Air Force – acquiring a new aerial refueling capability – is proceeding “on track,” Maj. Gen. John Thompson, the program executive officer for Tankers, said. Two years and several key mile-
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stones after the contract was awarded, a great deal of progress has been made. The preliminary design review completed last year ensured the basic design would meet the key performance parameters required by the Air Force. Now, the program is steaming toward the completion of the critical design review later this year setting the stage to build and fly the first KC-46A Tanker in 2015.
MAN HAS THE POWER
...
The first KC-46A Tanker is scheduled to flyin in 2015. (Photo Courtesy AF.mil, Photo by Niki Jahns)
“Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”
Look What’s Coming Soon
Eddie Andreini Airshows 650-726-2065
Initial concerns that sequestration could force a contract renegotiation appear to be allayed based on increased flexibility afforded by the recent continuing resolution. “There is no final assessment yet, but it appears positive,” Thompson said. The Air Force contracted with Boeing in February 2011 to acquire 179 KC-46 tankers to begin recapitalizing the KC-135 Stratotanker fleet. The initial delivery target is for 18 tankers by 2017. Production will then ramp up to deliver all 179 tankers by 2028. “When the final KC-46s are delivered in 2028, they will replace KC-135s that are on the order of 80 years old,” Thompson said, emphasizing the criticality of meeting program milestones. The KC-46 contract has been widely cited as a model for future programs. Characterized as “fair to both parties” by Thompson, financial risk for the Air Force is limited to $4.9 billion for the development program, which includes the initial four aircraft. The general is quick to add that Boeing has the contract, which is “worth about $32 billion in then-year dollars, goes from about two years ago out into the 2020s and is something that they will be able to leverage into a very important weapon system for the U.S. Air Force for decades to come. Absolutely, it is a winwin.” The KC-46 is a commercial derivative based on the Boeing 767-200, said Col. Shaun Morris, the KC-46 System program manager. When a new 767-2C is completed in the Boeing factory in Everett, Wash., it will be flown to Boeing facility in Puget Sound to complete the military modification that turns it into a
KC-46. The aircraft brings a wide range of new capabilities to the warfighter. It is 15 to 20 percent larger than the KC-135 and can carry 58 passengers, 54 aeromedical patients and 18 cargo pallets – all substantially more than the legacy aircraft. Performance is also improved with the ability to perform boom and drogue refueling operations on the same sortie, though not simultaneously, using the 1,200 gallon-per-minute fly-by-wire centerline boom or the 400 gallon-perminute centerline drogue system. In addition, the KC-46 can be equipped with two 400 gallon-per-minute wing air refueling pods which can be used to refuel two aircraft simultaneously. The new tanker will be fully capable of day and night operations and also be a receiver itself meaning it can be refueled in flight, which will improve loiter time – all important characteristics offering increased flexibility for mission planners. Inside the digital glass cockpit, pilots will find complete flight and weather data on 15-inch displays. Immediately behind at the boom operator station, 24-inch displays will offer a three-dimensional view just below multiple monitors that show a panoramic 185-degree field of view. Pilots will also be able to bring up refueling operations on cockpit displays. On the near horizon, the program office is looking to award a contract for the Aircrew Training System, which includes a KC-46 simulator. In 2014, the program office, in concert with Air Mobility Command officials, will begin serious initial requirements work on the second phase, known as KC-Y, of the three-phase program to replace more of the aging tanker fleet.
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NEW CITATION X FIRST PRODUCTION UNIT MAKES DEBUT Stanford Researchers are looking for Pilots with IFR Experience for new study! ILS Eye-tracking Decision Height Study: • Total time needed for study 2.5 to 3.5 hours • Landing Decision (three brief approaches) task with eye-tracking (simple goggles) • One computer test of about 40 minutes to an hour (this is included in the 2.5 to 3.5 hour timeframe) • $80.00 for your participation • Study takes place at our Aviation Lab at the VA in Palo Alto The roll out celebration of Cessna’s new Citation X. Certification is expected later this year for the Citation X with deliveries starting soon thereafter. It will be the fastest civilian aircraft in the world with a top speed of Mach 0.935. (Cessna Aircraft Company) Cessna Aircraft Company rolled out its first production unit of the new Citation X at the company’s Wichita, Kan., manufacturing facility. The new aircraft was first announced at NBAA in 2010. The new Citation X is best known for its top speed of Mach 0.935, making it the fastest civilian aircraft in the world. “Speed is the reason for flight. It was true for Clyde Cessna in 1927, and it’s true today,” said Scott Ernest, Cessna CEO. “The Citation X is the perfect aircraft for customers wanting to move faster, be more efficient and get where they need to be more quickly than ever before.” Employees at Cessna’s Wichita manufacturing facility celebrated the rollout. “It is exciting to see this new Citation X roll out the door. The improved capability and features of this aircraft have been received very favorably, especially with the new maximum speed of Mach 0.935. Being part of the fastest business jet in aviation is exciting for Cessnans,” said Kelly Reich, business leader for the Citation X. “Cessnans take great pride in this aircraft. It is especially satisfying to see the improvements in performance and features that have been incorporated in the new Citation X.”
The increased speed is not the only improvement for the flagship of the Citation fleet. The Citation X provides a lengthier cabin and a longer range of 3,242 nm. The increased range translates into an aircraft which can easily handle the flight from New York to London. The cockpit is equipped with the groundbreaking Garmin G5000 integrated avionics package, featuring three 14” primary displays and four touch screen controllers for data entry and systems control. More than 675 flight hours have been logged on two test aircraft in the Citation X program. Cessna expects certification later this year with customer deliveries starting shortly thereafter. The Citation X is expected to have a maximum altitude of 51,000 feet, allowing the aircraft to fly above commercial traffic or adverse weather. Perhaps the most distinct outward difference with the evolved Citation X are the winglets at the tips of the main wing which allow the aircraft to cruise efficiently at higher altitudes, allow for lower fuel consumption, and improve takeoff and landing performance at higher elevations or on hot days.
For more information, please contact: The Stanford/VA Aviation Lab Phone: (650)852-3457 Email: kcastile@stanford.edu
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Celebrating Twenty-Nine Years of In Flight USA
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May 2013
EAA AirVenture 2013 Preview
TEXAS FLYING LEGENDS EAA has confirmed that the Texas Flying Legends Museum plans to bring 11 warbird aircraft to Oshkosh this summer to participate in EAA AirVenture 2013. Several of the planes will participate in the daily airshows, presented by Rockwell Collins, while others will be featured in Warbirds in Review presentations and other venues. According to spokesperson Marvona Welsh, each of the planes will be paired with veterans who flew in them, and 14 vets will arrive in Oshkosh in the TFL’s C-47. Here is a list of the aircraft scheduled to participate in Oshkosh this year: L-5 Stinson, N1548M B-25 Betty’s Dream, N5672V P-51 Dakota Kid, N151HR P-51 Little Horse, NL51PE FG-1D Whistling Death, NX209TW A6M2-Model 21 Zero Last Samurai, NX8280K
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Texas Flying Legends Museum's A6M2-Model 21 Zero, Last Samurai. (Photo Courtesy of Texas Flying Legends Museum)
AIRSHOW LEGEND PATTY WAGSTAFF RETURNS Patty Wagstaff, the three-time National Aerobatic Champion and National Aviation Hall of Fame member, as well as a popular fixture at EAA AirVenture Oshkosh for more than two decades, is returning to the EAA fly-in convention’s airshows in 2013 flying new aircraft and performances. Wagstaff will fly several days in the afternoon airshows, presented by Rockwell Collins, during EAA AirVenture, which is July 29 – Aug. 4 at Wittman Regional Airport in Oshkosh, Wis. “Patty is one of the most decorated
aerobatic pilots in American history as well as a pioneer for women in the aerobatic community,” said Jim DiMatteo, EAA’s vice president of AirVenture features and attractions. “In addition to Patty’s performances during the afternoon airshow’s all-star lineup, she will also be participating in warbird flying during our special female-pilot warbird flights on Thursday, Aug. 1.” Wagstaff spent the past several years flying firefighting aircraft in California, which greatly limited her airshow training time and reduced her performance schedule. In 2013, she decided to return
“THE 4CE” IS WITH US Four aerobatic all-stars with outstanding individual resumes will bring their exciting joint show to EAA AirVenture this summer, as the members of "The 4ce" make their formation debut at Oshkosh. The four members of The 4ce – Matt Chapman, Bill Stein, Rob Holland, and Jack Knutson – are already well-known performers at airshows throughout North America. They have combined their talents to form one of the newest and most exciting formation teams in aviation. The team's talents will add to Oshkosh's already impressive airshow lineup, where annually the world's best civilian air show performers fly during the after-
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noon and night airshows. "Adding the excitement and dynamics of more formation aerobatic flights at Oshkosh this year not only highlights these aviators' finely honed skills, but also more airshow entertainment value for the spectators," said Jim DiMatteo, EAA's vice president of AirVenture features and attractions. "The 4ce team brings together four of the best in the airshow community today. I'm eager to see their performances in front of aviation's most knowledgeable crowds at Oshkosh." Chapman (lead pilot), who flies the Embry-Riddle Eagle CAP 580, has been flying aerobatics for nearly 30 years and
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P-40 Aleutian Tiger, N401WH FM-2P Wildcat, Wild Cat NL5HP Harvard Mk. IV, N3405 C-53 (C-47), N603MC TBM Avenger Based at Ellington Field in Houston, Texas, the planes of the Texas Flying Legends Museum truly compose a flying museum. Each spring the planes are flown from Texas to Minot, N.Dak., and then they head to Wiscasset, Maine, for the summer before returning to Texas in the fall. According to its website: “We acquire the best flying World War II aircraft available today and campaign these Flying Legends with a sense of inspiration for those who are not aware or involved in the great history of the United States, and most importantly, honor the many that are. Honoring our heroes and inspiring our youth is what we are all about.”
OSHKOSH
to the airshow circuit where she had thrilled audiences throughout North America since the mid-1980s. This year at Oshkosh, Wagstaff will be flying the Embraer Mk. 2 Tucano, a light-attack and training aircraft. This former Royal Air Force trainer turboprop will fly a full aerobatic routine, believed to be the first solo routine flown at a North American public airshow. “I’m excited about returning to Oshkosh, because I really missed seeing all the wonderful people there and on the airshow circuit,” Wagstaff said. “Flying firefighting support was a tremendous
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AIRVENTURE
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has been a member of the U.S. Unlimited Aerobatic Team, finishing as high as third in world competition. He is also an airline pilot with tens of thousands of hours of flying time. Stein (slot pilot) has logged more than 5,000 hours of aerobatic and formation flying, with performances in front of millions of people throughout North America. That included hundreds of hours as part of the legendary Red Baron Stearman Squadron. He currently flies a state-of-the-art Zivko Edge 540. Holland (right wing) is the 2011 and 2012 U.S. Unlimited Aerobatic Champion and also was Freestyle category champion in the 2011 World
IN
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experience for me over the past three years, but I’m really looking forward to flying the Tucano at Oshkosh, and maybe another airplane, too, so stay tuned.” The airshows at EAAAirVenture are highly regarded by airshow performers and audiences alike, as the world’s top civilian aerobatic performers fly before fellow aviators and the most knowledgeable crowds on the airshow circuit. While some Oshkosh airshow performers have already been announced, the complete roster of pilots and aircraft will be announced as it is finalized.
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From top, Matt Chapman, Rob Holland, Jack Knutson, and Bill Stein comprise The 4ce aerobatic team that makes its AirVenture debut this year. (Photo courtesy of Scott Slocum) Continued on Page 39
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EAA AirVenture 2013 Preview
EXCITEMENT BUILDS Reaction to EAA Vintage Aircraft Association’s Round-Engine Rodeo plans at AirVenture 2013 has been extremely positive, according to Steve Krog, one of its main organizers of activities both in Oshkosh and at the preconvention staging area, Hartford Municipal Airport. “The excitement is really building,” he said. “We’ve heard from several people with new or nearly complete restorations as well as other unique aircraft who plan to attend.” Although he did not want to announce any airplanes before confirmed, Krog noted that “an airplane
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appearing on the cover of the March Sport Aviation” is expected to be here. Also expected, Krog noted, “The Redmond Boys from Minnesota (Rare Aircraft Ltd., Faribault, Minn.) are anticipating up to five new restorations flying into Oshkosh.” The Round-Engine Rodeo is being billed as a “special round-up of classic radial-powered planes in the vintage area.” Participants will receive special handling, parking, and a package of incentives for pilots. One full day during the convention will be dedicated to the
ROUND ENGINE RODEO round-engine airplanes in the vintage area, complete with period costumes. That day, while not confirmed, could be Tuesday, July 30, as a “chuck wagon round-up” is planned for that evening, featuring dinner at the vintage area’s Tall Pines Cafe. Attendees are asked to come in period dress for the occasion. If you need more information about VAA’s Round-Engine Rodeo, contact Theresa Books at 920/426-6110 for AirVenture questions, or Dana Osmanski at 262/966-7627 for questions about Hartford activities.
Radiant Radial - 1938 Stinson Reliant SR-10 NC-21104.
THE EAA AIRVENTURE CUP RACE CONTINUES INTO ITS 16TH YEAR The EAA AirVenture Cup Race (www.airventurecuprace.com) has announced that it will continue racing in 2013 with the full support and involvement of EAA. Race volunteers and EAA Chairman Jack Pelton met earlier this year to coordinate details of the race and establish guidelines for the EAA event. Race officials are still determining the course for this year’s event, but plan to hold the race on Sunday, July 28, in advance of EAA AirVenture as they have done for the past 16 years. “Since the late 1990s, this event has been a showcase of homebuilt aircraft and airmanship,” Pelton said. “A dedicated group of EAA-member volunteers and
pilots have created a unique event and one that is eagerly anticipated by those who participate and those of us who welcome them to Oshkosh.” “We are very excited to continue the EAA AirVenture Cup Race,” stated Eric Whyte, a volunteer for EAA and the race’s Chairman. “We are extremely grateful for the support we have received from Jack Pelton and EAA headquarters for this year’s race,” continued Whyte. “Cross country air racing is an important part of our rich aviation history, and we all want to preserve that experience for participants and spectators for years to come.” Race officials say they have their work cut out for them, given the need for sponsorships and the short amount of
time they have until race day. “As the saying goes, ‘it takes money for airplanes to fly’; everything else is secondary,” said AVC volunteer, Kandi Spangler, who is in charge of finding sponsors for the race. “The EAA AirVenture Race is a great way for companies to gain exposure, especially within the experimental aircraft community,” stated Spangler. 2013 marks the race’s 16th year, with past flying courses that ranged anywhere from 400 miles to 750 miles cross country towards Oshkosh, Wis. in advance of EAA AirVenture. Whyte helped launch the race in 1997 when he was an EAA employee, as then-EAA president Tom Poberezny saw the potential in a crosscountry race exclusively for Experimental
category aircraft and homebuilders. The first race in 1998 started in Kitty Hawk, N.C., with 10 aircraft. Several of them have participated in the EAA AirVenture Cup Race ever since. In 2012, the race started in Mitchell, S.Dak., with more than 50 aircraft participating. On the day before last year’s race, AVC volunteers and race participants partnered with the Mitchell airport to host an airport open house, during which more than 250 Young Eagle rides were given. To learn more about the race and available sponsorship opportunities, contact Kandi Spangler at kspangler@jetbrokers.com or visit the EAA AirVenture Cup Race website at www.airventurecuprace.com
MOONEY CARAVAN PLANNING 16TH GROUP FLIGHT This year the Mooney Caravan makes its 16th group arrival - and second all-formation flight – when it flies to AirVenture Oshkosh 2013 on Saturday, July 27. This year will also mark the first time Mooney Caravan pilots work closely with the other AirVenture mass arrival groups to share resources, tips, and training information. Caravan pilots have enjoyed the warm hospitality of Wisconsin Aviation FBO at Dane County Regional Airport
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Madison, Wis., for the past 11 years. Scheduled departure time is 3:30 p.m. from the East Ramp and a 4 p.m. arrival at Wittman Regional Airport in Oshkosh. The Mooney Caravan includes a dedicated group of active pilots flying in from all over the country – from as far away as California. Last year more than 30 pilots participated in the first-ever full formation mass arrival, and this year they hope to bring those pilots back and draw in even more. The Mooney Caravan can have up to 50 airplanes fly in the forma-
tion, per FAA regulations. Before becoming eligible for the flight, Mooney Caravan pilots must attend a formation clinic (www.mooneycaravan.com/FormationClinics.aspx), held in conjunction with the Bonanzas to Oshkosh (B2OSH) mass arrival group this year. Maj. David Marten, U.S. Air Force, serves as director of flight operations and his publication, The Formation Training Guide, is available on the Mooney Caravan website (www.mooneycaravan.com/TrainingMaterials.aspx)
as a comprehensive and thoughtful resource for any formation pilot. The Caravan will hold its annual barbecue in the North 40 on Sunday, July 28, starting at 6 p.m. The event is open to the public, and tickets are available through the Mooney Caravan website for $25 each (www.mooneycaravan.com/ BBQ.aspx). For more information on this year’s Mooney Caravan to Oshkosh, or to register as a participant, visit the group’s website at www.mooneycaravan.com.
munity's highest honors, in 2012. Knutson (left wing) flies both solo aerobatics and a formation act called Firebirds Xtreme with Holland. Flying an
Extra 300, Knutson has flown airshows in the U.S. and Canada, as well as Central America. The exact dates of The 4ce perform-
ances at EAA AirVenture Oshkosh will be announced as they are finalized.
“The 4ce” Continued from Page 38 Aerobatic Championships. Holland received the Art Scholl Award for Showmanship, one of the airshow com-
Celebrating Twenty-Nine Years of In Flight USA
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May 2013
SIX NEW DEGREES AT EMBRY-RIDDLE MEET GROWING NEEDS IN AVIATION, SPACE, GLOBAL BUSINESS Global Business
Embry-Riddle Aeronautical University’s Board of Trustees has approved six new undergraduate and graduate degree programs at the university’s Daytona Beach, Fla., Prescott, Ariz., and Worldwide campuses. Building on EmbryRiddle’s strengths in aviation, aerospace, engineering and business, the degrees will educate professionals in aviation finance, aviation security, commercial space operations, engineering management, global business and unmanned systems engineering. New bachelor’s degrees:
Aviation Security (Worldwide Campus) As the world’s leading aeronautical university Embry-Riddle seeks to be the primary provider of aviation security education with the introduction in July of the world’s first online bachelor’s degree in aviation security. The degree will also be
offered in the classroom setting at selected Worldwide Campus education centers. The degree will prepare students for careers as security professionals with the Transportation Security Administration, U.S. Air Force security police, airport security and police, airline security and corporate aviation security.
Commercial Space Operations (Daytona Beach Campus) The commercial spaceflight industry is expanding with NASA’s commercial cargo and crew development programs and entrepreneurs developing capabilities for suborbital spaceflight, orbital space habitats, space resource prospecting and other commercial ventures. EmbryRiddle’s degree, the world’s first, will supply this industry with skilled graduates in the areas of space policy, operations, regulation and certification, space flight safety, space program training, management and planning. Classes start this fall.
1974 CESSNA A185F SKYWAGON
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New master’s degrees:
(Prescott Campus)
Aviation Finance Embry-Riddle’s degree will equip students with the business and technology skills and multicultural, political and economic awareness needed for success in today’s globally interconnected society. Students can concentrate in language and culture – specifically Arabic, Chinese or Spanish – aviation and aerospace, or both. They will study international cultures, focusing on the values and business practices of emerging markets. Graduates will help their employers take advantage of global market growth and joint venture opportunities, working as management analysts, international sales representatives, international financial analysts, market research analysts, interpreters or entrepreneurs. The program begins in fall 2014.
(Daytona Beach Campus) With the growth of aircraft leasing and airplane fleet financing, new opportunities have arisen for professionals who know the operating environment of the global air transportation industry and have the financial expertise and analytical skills to help manage a firm’s commercial, economic and monetary strategies. Embry-Riddle’s new degree program, starting in fall 2013, will focus on advanced air transport economics, international aviation finance and aircraft and airliner leasing. Graduates will work in the international banking, energy, finance, insurance, risk management, leasing and aviation/aerospace industries.
Continued on Page 42
1981 CESSNA 414A RAM VII
N351HC – 5652 TT, 130 SMOH (Ram 08/12), 776 SPOH, 12/2012 annual, spoilers, winglets, FIKI, GMX200 w/TAS & XM, 530W, 135 current, Cessna Service Center-maintained.
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1979 CESSNA 421C GOLDEN EAGLE
1979 CESSNA 310R
N88646 – 4120 TT, 305/590 SMOH, 590/90 SPOH, RAM conversion, Garmin 430W (WAAS), 800 IFCS with FD & YD, Garmin 696, Bendix RDR 160 color radar, BFG Skywatch/stormscope (Sky 497), 2295 lbs useful load. $349,000
N2638Y – 9415 TT, 1100 SMOH, 1100 SPOH, rare 203gal fuel, Garmin 430W, HSI, color radar, factory-certified for known ice, hangared in Midwest.
1963 BEECH DEBONAIR 35-B33
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May 2013
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It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
GEAR UP LANDINGS – GETTING
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uring the past five years, ASRS has received an average of 60 gear up landing reports per year. Gear up landings rarely meet the damage or injury requirements for a National Transportation Safety Board (NTSB) report or investigation and they are seldom reflected in general aviation safety statistics. Nevertheless, no pilot wants to experience a gear up landing. There is always the potential for a serious outcome and the repair costs associated with any gear up landing can be substantial. To avoid the risks and costs associated with gear up landings, pilots can get a handle on the lessons offered in these ASRS reports.
Scrape and Go Landing A malfunctioning gauge, failure to use a checklist and the absence of a gear warning horn were all factors in this blade-bending low approach. • A Student Pilot and I were performing practice landings in a C172RG. On the upwind of a touch and go we noticed that the manifold pressure gauge was reading atmospheric pressure no matter what the throttle position. The engine was still performing normally, but we decided to make the next landing a full stop. I took the controls momentarily on the start of the downwind so that the student could tap the gauge. We exchanged controls again and requested a full stop. We were performing short approaches and got clearance for another short approach. The Student reduced throttle (the manifold gauge still read atmospheric pressure) and selected flaps
to 20 degrees. We touched down gear up, the Student added power and I took the controls and put the gear down. As I climbed out, an aircraft in the run-up area notified Tower about what had just occurred. Tower asked if we needed any assistance. The plane was flying normally so we declined, obtained a clearance to land and flew the pattern. I flew the aircraft, performed a soft field landing and taxied back. Upon shut down it was found that the prop did strike the ground. There were several human factors involved... I failed to verify that the gear was down with my own checklist. I also relied on the aircraft too much to warn us that the gear was not down, but due to the fact that the manifold pressure was at an atmospheric level and the flaps were only at 20 the horn did not go off. The cause of the prop strike was lack of checklist usage, lack of communication during the exchange of controls, fixation on the inoperative instrument, complacency, and failure to verify that the gear was down... Also, we should have notified Tower of the manifold pressure situation. It might have slowed us down in the cockpit as well as drawn attention to us by the Tower who may have notified us that our gear was still up.
A Hull of a Mess Switching from wheels up for water landings to wheels down for hard surface landings requires an extra measure of attention for pilots of amphibian aircraft. A series of water landings followed by distractions on final contributed to this Amphibian Pilot’s off-lake, gear up landing.
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PROBLEM
• I was supposed to have a Biennial Flight Review (BFR) and insurance recurrency flight in an aircraft that was right out of annual inspection... I had not flown in 12 months so I was rusty and my instructor was aware of this. We got in the air and did some pattern work. After about six landings we departed the airport to do some water landings and taxi work... I proceeded back to our departure airport and was given a straight in approach for the runway. I was distracted with a logbook issue along with the fact that I would not be able to get my plane back to its base because I was not night current. We got into a conversation on how to proceed while I was on short final. We were both distracted and not going through the checklist and landed on the hull, gear up. I know that I share some blame on this because I know better than to be distracted in the cockpit.
the FBO. During taxi the alternator restarted then briefly failed again. The Mechanic offered to come with me for a test flight to see if an over-voltage transient could be triggering the problem. At his suggestion, we stayed in the traffic pattern, cycling the gear up and down a few times, but could not duplicate the problem. After the first touch and go we still hadn’t seen a problem. On downwind, I lowered the gear as usual and did a GUMPS* check. The Mechanic then suggested cycling the gear once more. I raised it, but failed to lower it. Just before touchdown, the Tower noticed the lack of gear and called for a go-around, but it was too late and we landed gear up with full power. Lessons: 1) Do maintenance work at altitude away from the airport 2) Maintain a sterile cockpit in the pattern and, 3) Do a *GUMPS check on final.
What Goes Up, Doesn’t Always Come Down
*GUMPS is a commonly used acronym that is used as a final check to ensure that an aircraft is properly set up for landing. It should not be used as a substitute for the specific aircraft’s descent, approach, and landing checklists. Gas (fullest tank) Undercarriage (gear down and locked) Mixture (full rich) Propeller (high RPM) Switches (fuel pumps, magneto check, landing lights, etc.) C-GUMPS can be used when flying a plane with a carbureted engine; “C” standing for Carburetor (heat on).
Troubleshooting an electrical problem, a C210 Pilot, accompanied by a Maintenance Technician, cycled the landing gear a few times and then lowered and verified the gear down for a final landing. In an effort to make one last check, the gear was cycled again. Unfortunately, only half of the cycle was completed. • The aircraft had just come out of repair for a failed alternator. Upon starting the engine the alternator again failed, but after shut down and restart, it worked until just after takeoff then failed again. So I landed uneventfully and returned to
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Celebrating Twenty-Nine Years of In Flight USA
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Six New Degrees at Embry-Riddle Continued from Page 40
Engineering Management (Worldwide Campus) Technical corporations need individuals who understand the organization’s technical work and can successfully manage those who do that work. Bridging the gap between engineering and management, Embry-Riddle’s degree will prepare technical profession-
als to advance their careers in management. Depending on their career objectives, students will be able to pursue a concentration in financial management, leadership, logistics and supply chain management, management, project management, systems engineering or aviation/aerospace management. The program, which starts in August, will be offered online and at selected Worldwide Campus education centers.
May 2013
Unmanned Autonomous Systems Engineering (Daytona Beach Campus)
The revolution in autonomous vehicle systems has created tremendous pockets of economic growth as manufacturers explore civil and commercial UAS applications ranging from law enforcement, search and rescue and border security to Earth observation, agriculture and communications. Embry-Riddle’s degree,
which starts this fall, prepares students to design, develop and support systems ranging from remote control to full autonomy. The program covers the engineering of all autonomous vehicles, including fixed-wing and rotary-wing aircraft, boats, submarines and ground vehicles. For more information, visit www.embryriddle.edu
What’s Up Continued from Page 28 maybe even vomit, and that might be another reason to ground me…come to think of it, is mental illness a ground-able condition, after all, most of us are nuts, aren’t we? I can’t say adios without applause to the folks in Boston who showed the
CHINO AIRCRAFT SALES
world what American’s are truly made of. I’ve always loved Boston, now I love it even more. And while I always mention our troops in uniform, those heroes wearing civilian clothes and the uniforms of fireman and police officers, well . . . here’s my salute to you. And Finally, happy Mother’s Day to
BOB CULLEN BOB@CHINOAIRCRAFT.COM
(909) 606-8605 (951) 264-6266 CELL (909) 606-8639 FAX See our inventory @ www.chinoaircraft.com
INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles
1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.
1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.
1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.
1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.
1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.
1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.
1977 C172, 180HP , IFR, 700 SMOH, $57,500.
1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.
1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500
1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.
FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.
Look us up at www.chinoaircraft.com E-mail Bob@chinoaircraft.com
1981 C172P, 1000 SMOH, new paint, IFR. $52,500
1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.
SHORT TERM INVESTMENT OPPORTUNITY. HIGH INTEREST SECURED BY CLEAR TITLED AIRCRAFT.
1961 C175, 700 SMOH, new annual, $34,500.
1977 C402, 700/700 SMOH, spar mod done IFR.
SPECIAL FINANCING – big down/minimum credit on learn to fly aircraft. 150s & 172s available.
2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000
1968 C421, 350/350 SMOH, available new annual. $99,500.
1979 TOMAHAWK, in license $17,500 OBO.
1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.
WE RENT TWINS CHEAP!
1979 TOMAHAWK, 1310 SMOH, low price, offer.
1956 CESSNA 310 - $80/hr.
1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500. 1974 C421B, 300/1100 SMOH, loaded. $165,000.
1960 CESSNA 310 - $100/hr. CESSNA 340 - $250/dry
About the writer: Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather of three. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Airport Office: 650-424-1801 or Larry@ LarryShapiro.com
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
At Chino Airport Southern California’s High Volume, Low Priced Aircraft Dealer! Best Buys Available Anywhere! Largest Selection of “In-Stock” Inventory in the West!
all of you that made it possible for us to be here, we couldn’t have done it without you. And if I may, Happy Anniversary to my wife –thanks for marrying me, I couldn’t have done it without you either. Until next time . . . That’s Thirty! “Over”
Low cost Twins for rent & training. Seneca, C310, C340, C421 with safety pilot. Cherokee 160 IFR trainer dual KX155 with simulator lessons. Build complex/high performance time in a Cessna 210. DISCOVERY FLIGHTS $50! Flight instruction single/multi engine, IFR, BFR, IPC
1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.
Sell Your Airplane Fast with an In Flight USA Classified Ad. Turn to Page 56 for details or call (650) 358-9908 to use your Visa/MasterCard
May 2013
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43
Sun ‘n Fun 2013
Grand Champion Warbird/Tim E. Brown (All photos courtesy of Sun ‘n Fun)
Grand Champion Antique/Sarah Wilson
Grand Champion Custom Classic Russell Noble
Grand Champion Custom Contemporary Dana Burkhart
SUN ‘N FUN 2013 GRAND CHAMPIONS Commercial Display Scheme Designers: Cresskill, NJ, Best Indoor Commercial Display, Beechcraft: Wichita, KS, Best Outdoor Commercial Display
Antique Grand Champion - Antique/Sarah Wilson: Lakeland, FL, 1929 Stearman 4E, NC667K. Reserved Grand Champion/Stan Sweikar: Dameron, MD. 1929 Fleet Model, 2NC431K
Classic Grand Champion - Custom Classic/Russell Noble: Ardmore, OK, 1953 DeHavilland Beaver, N4110S Best Custom (Over 165 HP)/Larry Woodfin: Lake City, FL, 1948 Navion A, N888LW Best Custom (0-100 HP)/Sam Roberts: Greenville, AL, 1947, Luscombe 8A, N618A Outstanding Classic/Bill Thompson: Lakeland, FL, 1947 Aeronca 7AC, NC3894E Outstanding Classic/Paul Chiappini: Melrose, FL, 1947 Luscombe 8E, N1869K Outstanding ClassicContemporary/Syd Cohenz: Wausau, WI, 1946 Ercoupe 415D, N94196 Grand Champion - Custom/Dana Burkhart: Riverside, CA, 1956 Cessna 172A, N5016A Best Restored/Dane H. Jorgensen: Doylestown, OH, 1966 Cessna 180H, N180DR Outstanding in Type/Matthew Boucher: Indialtantic, FL, 1962 Navion Rangemaster HN2443T
FLIGHT PATH On April 12, 2013, Sun ‘n Fun was pleased to add the names of Robert A. “Bob” Hoover (born Jan. 24, 1922), James Kent “Jimmy” Leeward (19362011) and Freddie Cabanas (1954-2013) to the The Flight Path of Fame. The Flight Path of Fame recognizes those performers who throughout the history of Sun ‘n Fun have greatly contributed to its success and have also set the standard for air-
Outstanding in Type/Mike Jones: Angleton, TX, 1963 Bonanza BE35 P35, N373T Custom Best Twin PA/James Laing: Vicksburg, MI, 1969 Beechcraft Baron B55N37
Homebuilt Grand Champion - Plans /James Redmon: Frisco, TX, 2004 Berkut / 360, N97TX Grand Champion - KitJay/Richard Cano: Galveston TX, 2012 Velocity XL5RG, N8XW Reserve Grand Champion /Kit Sabot: Cheshire, CT, 2009, Lancair Legacy, N26XY Best Metal - Homebuilt/Scott Roth: Port Orange, FL, 210 Vans F1 Rocket, N910SH Best Low Wing - Homebuilt/John Long: Lake Wiley, SC, N470MJ Best Bi-Plane - Homebuilt/Clemens Kuhlig: Hobe Sound, FL, 2013 Pitts / S1S, N668CM Best Composite - Homebuilt Randy Pinkston: Wadesboro, NC, 2007 Glasair, 2N71RP
Homebuilt Perserverance Awards (Presented by Homebuilt - Not Part of the Judging Process) Perseverance Award /Bruce Brielmaier: Okeana, OH, RV-8, N594WR Edgar MarreroEnterpriseAL2008 Acey DeucyN426AM Perseverance Award/JerryGaulden: Birmingham, ALRV12, N562E, Perseverance Award/Richard Cano: Galveston, TX, Velocity XL-5 RG, N8XW Perseverance Award/Dele Pepper: Newman, CA, RV-4, N135DP
OF
Perseverance Award/Scott Farnsworth: Jupiter, FL, RV-8, N882P Perseverance Award/Paul Dye: Friendswood, TX, RV-3, X13PL Perseverance Award/Bill Harrelson: Fredericksburg, VA, Lancair IV, N6ZQ, Perseverance Award/Brian Forsyth: Shuniah, Canada, RV-9A, C-GT2G Perseverance Award/Randal Huizenga: IL, RV-12, G54R Perseverance Award/Tom Savvda: Vero Beach. FL, RV-7, N732TS Perseverance Award/Ross A. Porter: Scipio, IN, RV-12 N901EN
Light Sport Aircraft Grand Champion - Light Sport Aircraft/Oren Heatwole: Dayton, VA, 2012 Vans RV12, N330JA Reserve Grand Champion - Light Sport Aircraft/Tony & Janet Schuler: Franklin, NC, 2013, Just Aircraft / Super Stol, N272SS Best Commercial - Light Sport Aircraft/Jim Lee: Satellite Beach FL, 2013 Phoenix Motorglider, N26JL Outstanding Fixed Wing - Light Sport Aircraft/Wes & Sandy Whitley:Satellite Beach, FL, 2013 Just Aircraft/Highlander, N93WS Special Award for Technological Innovation in Light Sport Aircraft/Raymond V. Anderson: Live Oak, FL, 2004 Msquared / Breese, N8TU
Rotorcraft Grand Champion - Rotorcraft/Mike Simmon: Carolina Beach, NC, 2012 Autogyro Cavalon, N216PM Outstanding Rotorcraft/Autogyro USA: Stevensville, MD2012, Auto Gyro Calidus, N210AG
FAME NOMINEES HONORED
show performers that is unmatched. Bob Hoover is a former airshow pilot and United States Air Force test pilot, known for his wide-brimmed straw hat and wide smile. In aviation circles, he is often referred to as “The pilots’ pilot.” Fred Cabanas was a Key West aviation legend, who also was known around the world, flying in vintage biplanes. Fred earned his Air Frame and Power Plant
AT
License from Embry Riddle Aeronautical University in Daytona Beach and is an Aerobatic Competency Evaluator for ICAS and an EAA Warbird Evaluator. He qualified to fly airshows in numerous aircraft and won numerous awards. He was a member of the Screen Actors Guild, featured in several movies, television programs such as The Glades and commercials. Jimmy Leeward was an American
Seaplane Grand Champion - Seaplane/Rick Robinson: Oshawa,Canada,1946 Republic Seabee,RC3, C-FCBV Reserve Grand Champion/Julie Ann Floyd: Key West, FL, 1977 Cessna 206, N206KW Best Float Plane-Fabric/Steve Kramer: Sebastian, FL, 1946 Piper J-3, N3331N Best Float Plane - Metal/David Marco: Atlantic Beach, FL, 1953 DeHavilland DHC Beaver, N4500M Best Amphibian/Glen Alton & John Gallo: Dorset,Canada,1947 BeeBoyz Seabee,C-FGZX Best Unique Seaplane/Henry Ruzakowski: Marion, NC, 1947 Republic RC-3 Seabee, N6267K Most Unique Float Plane - Seaplane: Bob Welch: Ellington, CT, 1958 Skylark C175, N7223M
Ultralight Skycycle/TrikeBest Commercial Ultralight/Michael Theeke: Wildwood, CA, 2013
Warbird Grand Champion-Warbird/Tim E. Brown: Spartanburg, SC, North American T-28C, N10NA Returning Grand Champion/Jim Tobul: Bamberg, SC, Chance Vought F4U-4, N713JT Best Bomber/Commemorative Air Force: Midland, TX, Curtiss SB2C, N92879 Best Trainer/James T. Capps Sr.: Greenville, AL, Boeing N2S-3, N4878N Best Liaison/Observation/Bryan Jorgensen: Powder Springs, GA, Piper l21B, N3907E
SUN ‘N FUN air racer, owner of the Leeward Air Ranch in Ocala, Fla., and the pilot of the heavily modified North American P-51 Mustang racing aircraft, The Galloping Ghost. He will long be remembered for his role as a stunt pilot in many films including Smoky and the Bandit. At Sun ‘n Fun a plaque was placed at the Vertical Riser in honor of Bob Hoover, Jimmy Leeward and Fred Cabanas.
Celebrating Twenty-Nine Years of In Flight USA
44
AEROLEDS ENTERS AeroLEDs President Nate Calvin has decided to put his products into a dual jet aircraft routine called Red Star and the Dragon. Piloted by Andy Anderson and Jerry Conley, the BAC-167 Strikemaster and Viper 29 are flown in the only two-jet airshow routine east of the Mississippi River. They occasionally fly twilight or night shows with pyrotechnics and that is where the AeroLEDs connection comes in. Conley, who’s an aeronautical engineer, had to design special housings for the lights which are used to illuminate the smoke trails of the jets. For his own aircraft, the Viper 29 (an L-29 with a more powerful engine), Conley had to convert all
May 2013
THE AIRSHOW BUSINESS WITH AND THE DRAGON
The only two-jet airshow team in the Eastern United States has enhanced their routine with AeroLEDs. the original Russian receptacles
RED STAR intense heat of the old incandescent bulbs also raised issues on the ground for his jet which the LEDs ameliorated. With repositioning, the two aircraft now have symmetrical “headlight” beams which are very dramatic against a dark sky. “The AeroLEDs will reduce heat and drag,” said Calvin, “while providing more intense light in a broader beam than the bulbs they replaced. The LEDs have a much longer life (50,000 hours); can handle greater vibrations and high g loads without issues. They’re ideal for airshow duty.” Red Star and the Dragon have a bright future as a dual jet routine. For more information on AeroLEDs visit www.AeroLEDs.com and to learn more about the two-jet team visit www.RedStarandDragon.com.
and reposition the landing light because of drag. On Anderson’s aircraft, the
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Check In Flight USA’s online calendar for upcoming aviation events...
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May 2013
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Marilyn Dash’s
The Pylon Place
SEQUESTER
AND
45
AIRSHOWS
W
e recently learned that the Blue Angels, the USAF Thunderbirds, the Golden Knights and all the military demo teams have cancelled their entire Airshow season due to the Sequester. The military will not take part in airshows in any way – not static displays, not flying, nothing. This information has sent the airshow industry back to their drawing boards to see how they can move on from here. The military demonstration teams are an enormous draw for these events. Military teams can increase attendance by up to 30 percent while bringing many attendees from long distances which increase tourism for their cities. The draw for the communities is estimated to be a minimum of $2M in tourism, hotels, restaurants, etc. John Cudahy, President of the International Council of Air Shows (ICAS) has said, “If the military does not participate in airshows during the 2013 season, the economic impact will reach far beyond the show itself and deeply into the communities in which those shows are held.” We can point to what Fleet Week is like in San Francisco with the Blue Angels. The entire town (except for the haters) comes out for the waterside party. The streets are crowded, the hotels and restaurants are full – and now… it’s also cancelled. Christine Falvey, spokeswoman for San Francisco’s Mayor Ed Lee, said last month, Fleet Week attracts over 1 million spectators and its loss could have a major economic impact on San Francisco. Those are the hard numbers, but let’s look at the less tangible impact. The original mission of these teams was always based in recruiting. However, this mission has grown to include a sense of national pride. During these amazing performances, most people feel a sense of patriotism. There is rarely a dry eye in the house while watching an impressive flyover at an athletic event – chests swelling with pride for our country during our National Anthem.
What does that mean to the local Airshows? In a recent poll taken by AVWeb, an internet aviation news service, only 7 percent of the respondents said, No Jet Teams, No Attendance. The rest were more positive, 54 percent saying they
(Photos Courtesy of Bruce Croft) would attend with or without the teams, 24 percent said it would dependent on the quality of the rest of the show. So, nearly 80 percent are willing to go to a show, if we make it creative, interesting and exciting enough without the jets. Some airshows decided to just cancel the event this year and either revamp or hope for better times in 2014. Other shows have gotten out their thinking caps and decided to use creativity to bring the crowds back this year. Deb Mitchell was the Director of Marketing for AirshowBuzz and is now the managing partner of Latitude 31. She said, “There will be shows that rise to the challenge and press forward with modifications. Then there will be those who say it’s impossible to make money without a jet team. My money is on the shows that reduce their spending, increase sponsorship and design creative marketing plans to lure people to an incredible family event.” She continued by saying, “The way forward is not easy but it’s exciting to be able to re-invent your act or your show possibly attracting an entirely new audience.”
What does this all mean to your favorite Civilian Airshow Performers? Civilian airshow performers can be categorized into three distinct groups. The first group would be the highly sponsored acts such as Sean D. Tucker sponsored by Oracle and others, Kirby Chambliss flying for Red Bull and Michael Goulian for Goodyear Aviation, to name a few. This group has a contract with their sponsors that can include what airshows and events they need to fly as
well as other corporate activities. They will likely not be impacted too badly this year, but if this austerity program continues, we may see a fall in sponsorship of these types of acts in the future. Performers who have a full time job and fly airshows on weekends are in the next group. Many of the members of this group fly for an airline, which allows
them additional flexibility – but there are also 9-5’ers who fly a desk Monday – Friday and then pack up and head out to their local show. Again, this group will survive this year – but their future may be Continued on Page 47
Celebrating Twenty-Nine Years of In Flight USA
46
May 2013
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Air Force officials began to stand down active-duty combat units starting April 9 to ensure the remaining units supporting worldwide operations can maintain sufficient readiness through the remainder of the fiscal year. The stand down is the result of cuts to Air Combat Command’s operations and maintenance account, which must be implemented in part by flying approximately 45,000 fewer training hours between now and Oct 1. As the Air Force’s lead for Combat Air Forces, ACC manages the flying-hour programs for four major commands. This decision to stand down or curtail operations affects about one-third of the active-duty CAF aircraft – including those assigned to fighter, bomber, aggressor and airborne warning and control squadrons – stationed in the U.S., Europe and the Pacific. “We must implement a tiered readiness concept where only the units preparing to deploy in support of major operations like Afghanistan are fully mission capable,” said Gen. Mike Hostage, the ACC commander. “Units will stand down on a rotating basis so our limited resources can be focused on fulfilling critical missions.” “Historically, the Air Force has not operated under a tiered readiness construct because of the need to respond to any crisis within a matter of hours or days,” Hostage said. “The current situation means we’re accepting the risk that combat airpower may not be ready to respond immediately to new contingencies as they occur.” Some units currently deployed – including A-10 Thunderbolt IIs, B-1 Lancers, F-16 Fighting Falcons and F-22 Raptors – will stand down after they return from their deployments. The remaining units stood down operations on April 9. Active-duty aircrews assigned to Air Force Reserve or Air National
Guard A-10 or F-16 squadrons under an arrangement known as “active associations” also stopped flying. The stand down will remain in effect for the remainder of fiscal 2013 barring any changes to current levels of funding. “We’re entering uncharted territory in terms of how we’ve had to take this year’s cuts and make adjustments to mitigate the most serious impacts,” Hostage said. “Remaining as mission-ready as possible for combatant commanders is our priority, and we’re prioritizing spending to ensure this imperative is met.” Units that are stood down will shift their emphasis to ground training. They will use flight simulators to the extent possible within existing contracts, and conduct academic training to maintain basic skills and knowledge of their aircraft. As funding allows, aircrews will also complete formal ground training courses, conduct non-flying exercises and improve local flying-related programs and guidance. Maintainers will complete upgrade training and clear up backlogs of scheduled inspections and maintenance as possible given budget impacts in other areas, such as stock of spare parts. Although each weapon system is unique, on average aircrews lose currency to fly combat missions within 90 to 120 days of not flying. It generally takes 60 to 90 days to conduct the training needed to return aircrews to missionready status, and the time and cost associated with that retraining increases the longer that crews stay on the ground. “This will have a significant and multiyear impact on our operational readiness,” Hostage said. “But right now, there is no other acceptable way to implement these cuts.” (Information courtesy of Air Combat Command Public Affairs)
IDAHO AVIATION EXPO SET FOR MAY 17-18 IN IDAHO FALLS The third annual Idaho Aviation Expo will be held on Friday and Saturday, May 17 - 18, 2013. The expo will feature new and vintage aircraft, parts and avionics, clubs and associations, workshops and speakers, and all other things aviation related in Aero Mark’s 30,000 sq. ft. XL hangar at Idaho Falls Regional Airport in Idaho Falls, Idaho (KIDA). Held in conjunction with
the Idaho Aviation Association’s Annual Meeting, the expo is open to everyone interested in or involved in general aviation. This year’s Expo will feature new aircraft displays of the King Katmai, GippsAero GA8 Airvan, King Air 350i, Aviat Husky, Kitfox and more. There will also be displays of vintage backContinued on Page 47
May 2013
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THAN
On April 5, more than 1,400 high school students, 40 exhibitors and an array of static aircraft participated in the eighth annual The Sky’s the Limit: Aviation Career Day hosted by MP Aero, Van Nuys Airport (VNY) and The Valley Economic Alliance. Congressman Tony Cárdenas spoke to the students about taking their future into their own hands by making the most of their opportunities. Students were treated to airport tours, interactive exhibits, and
47
1,400 STUDENTS EXPLORE AVIATION CAREERS AT VAN NUYS AIRPORT aircraft displays including the Cirrus VK30, Los Angeles Fire Department Air Rescue Unit, Children’s Hospital Ambulance Service, major tenants TWC and Clay Lacy Aviation and much more. LA Unified School Board Member Nury Martinez said, “Students had the valuable opportunity to speak with aviation and aerospace professionals, including VNY Operations, Airport Police personnel, LA Valley College, the Federal Aviation Administration, North Valley
Occupational Center and many more about how to pursue a career in aviation.” “We thank our sponsors, exhibitors, VNY and the many volunteers who made Aviation Career Day possible. It is through exposure to educational opportunities such as this that our youth gain insight into the many career options available to them,” said Los Angeles World Airports Board of Airport Commission President, Michael Lawson. For more information about Van
What should Airshows do to survive?
by sharing their stories and experiences • to inspire and educate our young people with any amazing asset we can share • to passionately share a century of aviation history and American ingenuity with our treasured guests I encourage everyone to please take a weekend drive with your family this summer and support an industry that needs you by attending an airshow or two. By doing so, you will show these dedicated teams and their armies of volunteers how much you appreciate their tireless commitment regardless of what’s going on in Washington. Thank you, Darcy. I couldn’t have said it better myself. So, I’ll let her words finish off this column. Hopefully, I’ll see all of you at an Airshow or two this season.
Nuys Airport, visit www.lawa.org/vny, follow us at Facebook.com/VanNuysAirport or Twitter.com/VanNuysAirport.
The Pylon Place Continued from Page 45 in jeopardy also. The final group consists of performers who live day in and day out on their airshow jobs. This group will be heavily impacted. In speaking with several of the performers, some have seen 30-50 percent of their shows cancelled for this year. This could be devastating to performers in all groups. How can performers become more creative to expand their show base? In speaking with Skip Stewart, he mentioned expanding his geographical footprint. This year alone, Skip will fly in 6 different countries including many locations in Latin America and the Caribbean. He will be joined by Kyle Franklin at their first show ever in California (Minter Field, May 11-12). While this means being away from home for longer periods of time, he feels it is worth it to bring his style of flying to more people. I applaud his creativity and his tenacity.
Idaho Aviation Expo Continued from Page 46 country aircraft and warbirds. Richard Holm, author of Bound for the Backcountry: A History of Idaho's Remote Airstrips, will be signing his book and giving a presentation on his research during the expo on Friday. And, Martha Lunken, Flying Magazine Contributing Editor, will be the keynote speaker at a dinner on Saturday evening. Admission to the expo will be $10 at the door, which includes all workshops and both days of the expo. More information can be found at aeromark.com. If you have any questions about attending, or exhibiting at the Idaho Aviation Expo 2013, contact Thomas Hoff at thomas@aeromark.com or 208/524-1202.
As Debbie Mitchell mentioned, creativity, marketing and sponsorship will be keystones in the future. Darcy Brewer, Executive Director at California Capital Airshow, agrees and takes it further. Neither snow nor rain nor heat nor gloom…not even federal budget restrictions will stop the 2013 California Capital Airshow from performing for the loyal and eager fans of the Sacramento region (and far beyond) this October 5-6 at Mather Airport. We realize these are both exciting and challenging times for the air show industry. It’s the ideal time for the industry as a whole to re-invent itself, be creative, roll up its sleeves, and remember why we produce these special events in the first place • to honor our veterans and heroes
Special thanks to Bruce Croft for his excellent photography. These pictures were taken at Airshows around the country and are meant to show the importance of Airshows to our next generation.
Celebrating Twenty-Nine Years of In Flight USA
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May 2013
Green News
FIRST FLIGHT Electric powered aircraft SportStar EPOS made its first flight from the Kunovice airport in the Czech Republic on March 28 piloted by Evektor's factory pilot Radek Sury. After taxiing tests at 8:25 a.m., the aircraft took off for its first test flight. After a short, approximately ten-minute flight, it landed successfully and a second flight followed immediately afterwards. The total time when the aircraft was powered by an electric motor reached about 30 minutes. “I am glad that we are among the first companies in the world, who have managed to realize the idea of electric motor powered sport aircraft on the level of machine heading toward the serial production. I perceive a close parallel with the automotive industry. In that field,
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ELECTRIC POWERED LIGHT SPORT AIRCRAFT SPORTSTAR EPOS
electromobility also struggles for its place on the market, which it deserves, but in doing so it must overcome a number of technical problems. I am convinced that the range of potential of electric driven sport aircraft is very wide,” said the manager of the EPOS project Martin Drsticka.
The SportStar EPOS (Electric Powered Small Aircraft) is a derivative of SportStar RTC and represents the concept of a two-seater sport aircraft of the near future. The SporStar EPOS was aerdynamically optimized and is equipped with a new trapezoidal wing of extended span, and is powered by a 50 kW electric motor.
During the next round of flight tests, function of the power unit and its effect on flight and operational characteristics of the airplane will be examined. The objective is to develop an aircraft which can be used both by private customers, as well as flight schools as a suitable aircraft for initial pilot training. The protoype of the SportStar EPOS was manufactured by Evektor-Aerotechnik company, one of the world’s largest manufacturers of advanced light sport aircraft, as well as training aircraft. Evektor-Aerotechnik sells their aircraft in 40 countries around the world. View the video of the SportStar EPOS’ first flight at www.youtube.com/ watch?v=P6ba7IddIlE&feature=youtu.be
EAA APPLAUDS COURT ACTION: LAWSUIT DISMISSAL CLEARS PATH THOROUGH UNLEADED FUEL RESEARCH By EAA Staff The U.S. District Court’s dismissal of a lawsuit brought by the Friends of the Earth (FOE) environmental activist group should clear the way for continued thorough evaluations of unleaded alternatives to 100 low-lead aviation gasoline, according to the Experimental Aircraft Association. Those unleaded alternative fuels are intended to safely and economically meet the needs of the existing fleet of general aviation aircraft to the greatest extent possible. EAA applauded the judgment by the U.S. District Court in the District of Columbia, which dismissed the FOE lawsuit. The court noted that FOE could not file the suit under provisions of the Clean Air Act in the hopes of forcing the Environmental Protection Agency to accelerate its timeline for endangerment
findings based on general aviation aircraft emissions. “With the dismissal of this lawsuit, we will continue our work toward an orderly GA fleet transition to an unleaded fuel based on technical data and fact instead of an arbitrary date,” said Doug Macnair, EAA’s vice president of government relations. “EPA has the discretion to make endangerment findings and is already monitoring air quality to support that effort as it relates to lead emissions. EPA and the FAA are working in concert to base decisions on scientific facts and policy that won’t endanger aviation safety. We are encouraged that this important work can now continue in a manner consistent with both safety and reduced environmental impact.” EAA and other aviation and petroleum representatives have proposed a detailed program to the FAA for technical
GAMA STATEMENT
The General Aviation Manufacturers Association (GAMA) has joined the U.S. Department of Agriculture (USDA), Department of Transportation, and coalition sponsors of the Commercial Aviation Alternative Fuels Initiative (CAAFI) in signing a joint resolution launching “FARM to FLY 2.0”, an initiative to further the development of bio-Jet Fuel for
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evaluation of high-octane unleaded alternatives to 100 low-lead aviation gasoline. That resulted in the Piston Aviation Fuel Initiative (PAFI) now being implemented to identify and evaluate the best performing and most practical unleaded replacements and make them available for certification. The initiative is supported by a combination of federal and industry funding with in-kind support from petroleum and aviation manufacturing sectors. The PAFI program is a level playing field using common test procedures and facilities, creating consistent data, and resulting in the ability to fairly and accurately evaluate the pros and cons of each fuel. The PAFI program, a five-year initiative under a new FAA fuels office, will identify the most viable unleaded fuel candidates for the future of general aviation, and develop essential certification data to effectively transition the GA fleet
FARM
aviation in the United States. This initiative furthers the global business aviation manufacturing and operating community's commitment to mitigate its greenhouse gas (GHG) emissions to meet specific aspirational milestones by 2020 and 2050. Meaningful reductions in greenhouse gas emissions from aviation depend on a four-pillar strategy: technol-
TO
to a new fuel. The program is being closely monitored and coordinated with EPA’s air quality and lead emissions standards and rulemaking activities. “The long-term goal is to transition the general aviation fleet to a safe, affordable, and available unleaded fuel,” Macnair said. “That process to find a replacement is complex, not only for technical and safety reasons, but also from the perspective of being able to successfully bring the fuel to market and recertifying the entire GA fleet to use it. “Legal actions such as the one dismissed this week (late March) only delay the already difficult work at hand. The good news is that we now have all the right technical, business, and government interests moving together in the right direction under a coordinated plan. It will not be easy or immediate, but there is a clear path forward that will lead to a successful outcome.”
FLY 2.0 RESOLUTION
ogy, infrastructure and operational improvements, alternative fuels, and market based measures. Of the four pillars, alternative fuels hold the greatest promise for significant and immediate emissions reductions. This initiative highlights the importance of the public sector's involvement as a catalyst to help demonstrate that sustainable biofuels for
TO
aviation can be developed from a variety of feedstocks without disrupting the food supply or otherwise distorting markets. This initiative also creates valuable synergies between USDA's rural development programs and the general aviation industry’s close links to the thousands of communities across the U.S. that depend Continued on Page 50
May 2013
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Green News
THE MAIDEN FLIGHT Pipistrel’s new Panthera completed its maiden flight on April 4. The very successful first flight lasted 54 minutes. Having completed ground functional and taxi tests at Pipistrel’s Headquarters at Ajdovscina, Slovenia, the Panthera relocated to the Airport of Cerklje ob Krki, where Slovenian Armed Forces provided invaluable logistics support. Following high-speed taxi runs and jumps above the runway, test pilot Mirko AnÏel and co-pilot Saso Knez lifted off the runway at 14:15 local time and spent 54 minutes in the air, evaluating Panthera’s behavior and performing system checks. Both pilots agreed the handling was straight forward and pilot friendly, with parameters exactly as predicted – a true
statement to skill of the development team and reassurance that all target performance goals will be met. Panthera so far completed several hours of flying with undercarriage both out and retracted. Ivo Boscarol, CEO of Pipistrel says,
COURT: EPA CANNOT BE FORCED Efforts to find a safe and cost-effective alternative to leaded aviation gasoline were bolstered by a March 27 U.S. District Court ruling that the Environmental Protection Agency (EPA) should not be forced to rush the issuance of its report on the public health effects of lead emissions from general aviation aircraft. The ruling came in response to a March 2012 lawsuit filed by environmental group Friends of the Earth (FOE) that sought to force the EPA to issue an accelerated endangerment finding on GA emissions. The legal action followed a 2006 petition by the group that sought to force the agency to release those findings before their planned publication during the second half of 2015. In its lawsuit, FOE claimed the 2015
A versatile NASA airborne imaging radar system is showcasing its broad scientific prowess for studying our home planet during a month-long expedition over the Americas. A NASA C-20A piloted aircraft carrying the Uninhabited Aerial Vehicle Synthetic Aperture Radar (UAVSAR) is wrapping up studies over the U.S. Gulf Coast, Arizona, and Central and South America. The plane left NASA’s Dryden Aircraft Operations Facility in Palmdale, Calif., on March 7. NASA’s Jet Propulsion Laboratory in Pasadena built and manages UAVSAR. The campaign is addressing a broad range of science questions, from the
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PANTHERA
“This is Pipistrel’s first entry into the world of General Aviation. We knew for a long time that we were capable of developing and producing aircraft larger and more capable than ultralights/LSAs. Panthera is proof that Pipistrel’s team can
TO ISSUE
timeframe “constitute[d] the unreasonable delay by the agency in performing its statutory duty” under the Clean Air Act (CAA). The EPA countered that it needs the extra time to gather evidence on the potential health effects from 100 low-lead avgas (100LL) and to propose new regulatory standards. The U.S. District Court for the District of Columbia largely sided with the EPA, ruling the agency’s issuance of an endangerment finding is not mandatory under the CAA and that the environmental group’s efforts to force the issue are out of the court’s jurisdiction. While FOE is likely to appeal that determination, the ruling provides additional breathing room for the collaborative effort underway between the EPA, the
NASA FLIES RADAR SOUTH
OF THE
REPORT
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Federal Aviation Administration (FAA) and the general aviation industry to develop an unleaded alternative to traditional avgas. NBAA is a member of a coalition of stakeholders committed to finding the best and safest alternative to 100LL to support the mobility and growth of general aviation, while also addressing concerns about safety, cost, availability and ease of production. “Our association remains committed to supporting the development and certification of a future avgas product that is as lead-free as technology will safely permit,” said Steve Brown, NBAA’s chief operating officer. Brown noted that the EPA has taken significant action to address concerns with 100LL, including the issuance of
indeed compete with the most eminent global general aviation producers. Also, Panthera is Slovenia’s first ever four-seat aeroplane design headed for production.” Panthera is a revolutionary four-seat General Aviation airplane, capable of flying four people for 1,000 NM, cruising at 200 kts, burning only 10 gallons of fuel per hour. With full composite construction with titanium retractable undercarriage, enhanced comfort and parachute rescue system standard, Panthera can be equipped with the conventional, hybrid, or all electric propulsion system. The video of the first flight can be seen at http://youtu.be/BDYv9b4J7ps
100LL EFFECTS new rules that increase the stringency of the national ambient air quality standards for lead by tenfold. Additionally, the EPA has been an active participant in the FAA’s Unleaded Avgas Transition Aviation Rulemaking Committee, which in June 2012 issued its recommendations for implementing a “fuel development roadmap” to find a safe alternative to 100LL by 2018. “Clearly, the EPA recognizes that progress is being made and that additional work with FAA is necessary,” Brown added. More information about the industry’s efforts to find a safe alternative to 100LL may be found at NBAA’s Future of AvGas page (www.nbaa.org).
WIDE-RANGING SCIENTIFIC EXPEDITION
dynamics of Earth’s crust and glaciers to the carbon cycle and the lives of ancient Peruvian civilizations. Flights are being conducted over Argentina, Bolivia, Chile, Colombia, Costa Rica, El Salvador, Ecuador, Guatemala, Honduras, Nicaragua and Peru. UAVSAR uses a technique called interferometry that sends microwave energy pulses from the sensor on the aircraft to the ground. This technique can detect and measure subtle changes in Earth’s surface like those caused by earthquakes, volcanoes, landslides and glacier movements. The radar’s L-band microwaves can penetrate clouds and the
tops of forests, making it invaluable for studying cloud-covered tropical environments and mapping flooded ecosystems. “This campaign highlights UAVSAR’s versatility for Earth studies,” said Naiara Pinto, UAVSAR science coordinator at JPL. “In many cases, study sites are being used by multiple investigators. For example, some volcanic sites also have glaciers. The studies also help U.S. researchers establish and broaden scientific collaborations with Latin America.” Volcano scientists will compare UAVSAR’s images taken during this campaign with new imagery collected in 2014 in order to measure very subtle sub-
centimeter changes in Earth’s surface associated with the movement of magma at depth beneath active volcanoes. These results are expected to improve models used to understand and potentially mitigate volcanic hazards. The volcanoes being studied are in Guatemala, El Salvador, Nicaragua, Costa Rica, Colombia, Ecuador, Peru, Bolivia, Chile and Argentina. UAVSAR glacier data from South America’s Andes Mountains will be combined with ground measurements and airborne lidar data to determine how much these glaciers move during summer and from year to year. The U.S. Continued on Page 50
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May 2013
CIRRUS AIRCRAFT ANNOUNCES A NEW OWNERSHIP PROGRAM FOR NON-PILOTS: CIRRUS ON DEMAND Cirrus Aircraft has announced Cirrus On Demand, a transformational ownership solution that puts the convenience and capability of general aviation at the command of new Cirrus Aircraft owners who are not currently pilots. With the Cirrus On Demand program, an experienced, certified Cirrus pilot is at the disposal of a new Cirrus Aircraft owner. From the first day of ownership, Cirrus On Demand customers benefit from immediate and safe utility of their aircraft. Adding to the value of this offering is real-time flight training, meaning the new owner can train while flying the aircraft for business or on a weekend getaway. “With the recent launch of our
Generation 5 aircraft, we have also modernized our innovative pilot solution program, providing a new segment of owners the immediate use of their Cirrus aircraft - on demand - and tailored to each individual’s travel or training needs,” stated Todd Simmons, Executive Vice President of Sales, Marketing and Customer Support at Cirrus Aircraft. Cirrus On Demand pilots are Cirrus Standardized Instructor Pilots (CSIP) who have been professionally trained and evaluated by Cirrus training specialists and trained to the company’s corporate flight standards. Additional credentials for these pilots include: Commercial Pilot Certificate and a Certified Flight Instructor with an instrument rating
(CFII). This corporate pilot is fully qualified by Cirrus Corporate Flight Operations to fly in all legal weather. They will also manage all aspects of flight operation; from flight planning and preflight safety to loading/unloading passengers and baggage, fuel and travel planning, including booking hotels and car rental. Should the owner desire to work toward their own pilot’s license, their pilot will provide training and all training materials required for certification. With a Cirrus On Demand pilot, there is no barrier to ownership for Cirrus Aircraft customers who are not yet a pilot. Todd Simmons further explains, “For the business owner who wants to become a pilot, but has found the time
commitment of traditional flight training daunting, or for the person who simply wants the efficiency and economy of private aircraft ownership, Cirrus On Demand is the perfect ownership solution. It removes the barriers of ‘What if I am not a pilot’ or ‘My schedule is too busy’ and provides all the advantages afforded the private owner pilot. Cirrus on Demand begins the day you take delivery. What easier way is there to enjoy the luxury and convenience of owning a Cirrus and obtain a license while traveling for vacation or for work?” For more information on Cirrus On Demand or to become a Cirrus On Demand pilot, visit cirrusaircraft.com/ondemand.
tural studies of vineyards in Chile’s La Serena region. The efforts will help scientists at the Universidad de La Serena’s Terra Pacific Group better understand the value of soil moisture data in grape and wine production. Another study site in Argentina will be overflown by both UAVSAR and the Argentine sensor SARAT as part of a collaboration between research scientist Thomas Jackson of the U.S. Department of Agriculture and Argentina’s Comision Nacional de Actividades Espaciales. These studies assist scientists preparing for the launch of NASA’s Soil Moisture Active Passive (SMAP) satellite in 2014. The radar also is imaging the northern coastal Peruvian desert, where the Moche culture lived almost 2,000 years ago. Researchers are using UAVSAR’s vegetation and cloud penetrating capabilities to search for unrecorded archaeological features in an attempt to preserve sensitive sites from encroaching civilization. JPL researcher Sassan Saatchi is
using UAVSAR to study the structure, biomass and diversity of tropical cloud forests in the Peruvian Andes and Manu National Park, continuing his work there during the past decade. The data will be used to evaluate how much carbon the forests contain and assess their vulnerability to human and natural disturbances. UAVSAR also is monitoring seasonal land subsidence and uplift in groundwater basins in Arizona’s Cochise County for the Arizona Department of Water Resources. Other subsidence studies in New Orleans and the Mississippi Delta are aimed at better understanding what causes Gulf Coast subsidence and predicting future subsidence rates. The data can help agencies better manage the protection of infrastructure, including levees in the New Orleans area. For more information on UAVSAR, visit: http://uavsar.jpl.nasa.gov For more on NASA’s Airborne Science program, visit: http://airbornescience.nasa.gov
NASA Flies Radar South Continued from Page 49 Geological Survey is leading the collaborative project with the Chilean government to understand glacier processes within the context of climate change impacts from human activities. The glaciers being imaged by UAVSAR provide freshwater for the residents of Santiago and water for regional agriculture. This year’s study sites include coastal mangroves in Central and South America. “Much of Earth’s population lives along coasts, and its livelihood and well-being depend on services provided by marine ecosystems,” said JPL’s Marc Simard, one of the campaign’s many principal investigators. “These regions are among the most fragile on Earth. It is critical to understand how the interactions of human activities and climate
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change may impact the sustainability of these ecosystems.” Another principal investigator, Kyle McDonald, jointly of JPL and the City University of New York, is leading four data collections that will support the mapping of wetlands across the greater Amazon River basin, including PacayaSamiria National Park in Peru. “PacayaSamiria contains large expanses of flooded palm swamps,” McDonald said. “These ecosystems are potential major sources of atmospheric methane, an important greenhouse gas. UAVSAR will help us better understand processes involved with the exchange of methane between Earth’s land and atmosphere, and with the contribution of these unique ecosystems to Earth’s climate.” UAVSAR also is supporting agricul-
Access to property which is located on airport grounds is by your private gated road/driveway. Deeded access to adjoining (direct access) runway. One hangar 125x100 with 2,500 sq. ft. of offices (5), restroom/shower facilities (2), reception area with bar, 3 storage/machine shops, sleeping rooms, PLUS 100x100 or 10,000 square feet of clear span aircraft hangar space. Second 44x45 clear span aircraft hangar is detached and can be rented for additional income. Airport to be expanded and upgraded in near future. PERFECT TIME to get in on future development. This 2.92 acre property is fully fenced and can be used as storage, manufacturing, wearhousing or what it was built for, AIRPLANES!! Seller will consider lease. Seller may help with financing with good offer. Airport has fuel facilities, restaurant, repaved runway. California City Municipal Airport covers 245 acres and is located two miles (3 km) northwest of the business district of the California City, in the Freemont Valley of Kern County, California. The airport is open to the public, and lies at an elevation of 2,450 feet above sea level.
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GAMA Statement Continued from Page 48 on general aviation for air links. “Two drop-in bio-Jet Fuel production pathways exist today, and several more are in the process of being approved; what we need is development of an abundant and effective supply chain that can enable the successful commercialization of such biofuels,” said GAMA President and CEO Pete Bunce. “GAMA and its member companies are committed through “FARM to FLY 2.0” to help develop strategic public-private partnerships, pilot programs
and other initiatives to help aviation meet its climate change commitments. We commend Secretary of Agriculture Vilsack and Secretary LaHood for their vision and leadership and are proud to be associated with this effort,” Bunce added. Note: The global business aviation commitments are: 1. Carbon-neutral growth from 2020; 2. An improvement in fuel efficiency of an average of 2 percent per year from today until 2020; and, 3. A reduction in total net carbon emissions of 50 percent by 2050 relative to 2005.
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(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
Celebrating Twenty-Nine Years of In Flight USA
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May 2013
WORLD FAMOUS AIRSHOW ANNOUNCER ROB REIDER TO DELIVER 'TIPS OF THE WEEK' DURING SEASON FOUR OF HIT SERIES THE AVIATORS
Popular global television sciencereality show The Aviators is gearing up for it’s fourth season with a new twist. The original docuseries, which is viewed by 10 million aviation enthusiasts across the country, will feature highly acclaimed airshow announcer Rob Reider, who is teed up to deliver the program’s ‘tip of the week’ for the entire season. Reider, who is well known in the aviation community for his on-camera instruction through Sporty’s Pilot Shop in addition to his role as an announcer, brings years of expertise and first-hand experience to his new role. ‘Tip of the Week’ was the brainchild of The Aviators’ executive producer and host, Anthony Nalli. “We came up with the tips in season three from my own personal experience,” says Nalli. “If I learned even a simple lesson the hard way, I thought I’d take 30 seconds to share it with 10 million or so of my closest friends.” A good example of this, says Nalli, is the tip on eating something light and non-greasy before getting behind the yoke. “800 hours later, I have the food tip to thank for my being able to carry on,”
he observes. “I think it might help others, too, and that’s what the tips of the week are all about.” While each tip is not targeted to a specific kind of pilot, show feedback confirms the information is reaching those who can use it best. In season four of The Aviators, Sporty’s Pilot Shop will take a few notes from it’s years of instructional
EMBRY-RIDDLE DEAN The Board of Trustees of the Aviation Accreditation Board International (AABI) recently selected Dr. Gary Northam, dean of the College of Aviation at Embry-
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knowledge, and deliver them through the trusted voice of the instructional video legend. “For those who don’t yet know Rob, they’ll figure out quickly why we love him so much!” says Nalli. Last year, The Aviators claimed a viewership of close to 10 million per week in the United States alone, and the program’s estimated international view-
AVIATION NAMED AABI PRESIDENT
Riddle’s Prescott Campus, as the new AABI president, effective fall 2013. AABI is the accrediting body for aviation programs at colleges and univer-
sities in the United States and abroad. Northam has been an AABI visiting team member and team chair for 16 years, developing and teaching team training
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ership – which encompasses Canada, Europe, Asia, Africa, the Middle East and more – was higher than 30 million viewers per week. When The Aviators premiered on iTunes in 2011, it ranked as a top download during its launch week and since then both seasons one and two maintain positions in iTunes Top 50 Nonfiction TV Seasons alongside shows like The Daily Show, Mythbusters, and Top Gear. The show has also been presented with a Hugo Award for excellence as an educational/documentary series. Season four, which covers the troupe’s aviation adventures from the snow-blanketed plains of the northeast to the arid flatlands of the southwest, appears on PBS this September; viewers can check local listings for specific airdates. Fans can also follow The Aviators’ Facebook and Twitter Page, which are fully loaded with behind the scene action clips, and sneak peeks into the production from around the globe. Season three of the series is available on high-definition Blu-ray, as well as on iTunes, Hulu, and Amazon Instant Video.
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workshops and chairing a committee on the development of graduate criteria. “My focus as president will be to continue the work that AABI has already accomplished by assisting aviation programs in the accreditation process, and by recognizing those worthy programs with accreditation,” Northam said. “Another emphasis will be on promotion and membership growth.” Northam joined Embry-Riddle in 2005 as professor and chair of the Safety Science Department and was appointed dean of the College of Aviation in 2010. Previously he was chair of the Technologies Department at Palo Alto College and then chair of the Department of Aviation Sciences at Parks College. Northam holds a B.A. and M.Th. in Religion and a Ph.D. in Adult Education, as well as FAA commercial, singleengine and multi-engine, CFI-instrument and ground instructor advanced and instrument ratings. The author of an extensive list of publications, Northam is an editorial board member of the Collegiate Aviation Review. He served as a college credit evaluation team member for the American Council on Education from 1995 to 2005. For more information about Embry Riddle, visit www.embryriddle.edu.
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March 2013
HEAR FROM A REAL SPACE STATION ASTRONAUT AND KIDS FREE AT THE SAN DIEGO AIR & SPACE MUSEUM'S TENTH ANNUAL SPACE DAY The San Diego Air & Space Museum’s Space Day celebration is set to launch on Saturday, May 11, 2013 from 10 a.m. to 2 p.m. Space Day features demonstrations, giveaways, and fun, hands-on activities with local and national space experts. Visitors also have the chance to meet and talk to Garrett Reisman, a real astronaut who flew on the space shuttle, lived on the space station, and has walked in space. Garrett plans to share stories about space exploration. Garrett Reisman has made two trips on Space Shuttles to the International Space Station, remaining there as a long
duration crewmember. Garrett flew on Space Shuttles Endeavour, Discovery, and Atlantis during his astronaut career, and completed three successful “Space Walks” or EVAs. Space Day is free for children 17 and under (with paid adult admission). Admission is discounted for adults with a coupon available on the Museum’s website: www.sandiegoairandspace.org. Invited presenters include NASA, Sally Ride Science, San Diego Space Society, JPL, The Mars Society, SETI, San Diego Astronomy Society, UCSD EarthKAM, UCSD MoonKAM, The Planetary Society, UCSD Near-Space
Balloon Team, Virgin Galactic, Aerospace Legacy Foundation, Astronaut Teacher Alliance and many others! Fun, hands-on Space Day activities include driving a Mars Rover, building and flying paper rockets, talking to space experts, designing your own space patch, coloring, free posters, giveaways, and fun for all ages! The Museum’s Space Galleries are also open for viewing throughout the event, including a flown Apollo spacecraft, moon rocks and space suits. For more information, and for a special admission discount coupon, please go to the Space Day webpage on the Museum’s website at
www.sandiegoairandspace.org/events/spac eday. The San Diego Air & Space Museum is California’s official air and space museum and education center. The Museum is an affiliate of the Smithsonian Institution and it was the first aerothemed Museum to be accredited by the American Association of Museums. Currently on display: Ripley’s Believe It or Not!, a wacky, weird exhibit exploring the life and artifacts of Robert Ripley. This is the first time a Ripley’s exhibit has been in San Diego since 1935. The Museum is located at 2001 Pan American Plaza, Balboa Park, San Diego, Calif.
NEXT SERIES OF ASTM D7547 UL 91 UNLEADED AVGAS APPROVALS ANNOUNCED BY LYCOMING Lycoming Continues Call for ‘UL 100’ as a Fleetwide Solution Lycoming Engines released Service Instruction SI-1070R in April of 2012, which approved a wide variety of engines for use with ASTM D7547 UL 91 unleaded avgas. European Aviation Safety Administration (EASA) Safety Information Bulletin (SIB) 2011-01 provided aircraft-level approval on the basis of engine approval. Lycoming announced that Service Instruction SI-1070S has been approved for release, adding 31 engines to the list of models approved for use on UL 91 unleaded avgas and bringing the total number approved to 63. Engine models added through this approval include the large installed base of: O-235-K, L, M, N, P; O-320-B, D; IO-320-B, D; AEIO-320-A, B, C; LIO320-B; HO-360-C; HIO-360-B, G; O540-A, E, F, G, H, J; and IO-540-C, D, N, T, V, W, AB, AF engine models. With the Lycoming engine model
approvals, the EASA SIB immediately allows ASTM D 7547 Grade UL 91 use on European Union based aircraft such as the Cessna 152, Cessna 172 Skyhawk and Cessna 182 Skylane; Diamond DA40 and DA42-L360; Helicoptères Guimbal’s Cabri G2; Piper Warrior and Archer; Robin DR 200, DR400-120 Dauphin and DR400-160 Major; Robinson R22 and R44- Raven I; Socata TB9 Tampico and Socata TB20 Trinidad; and many other models. “Lycoming has expanded our approvals of UL 91 for our engine models in response to the increasing availability in Europe of unleaded aviation-grade fuel supplies for light aircraft,” says Michael Kraft, Lycoming senior vice president and general manager. “This latest revision of SI-1070 represents the final set of currently existing engine models that can operate on UL 91 without any alteration of the Engine Type
Design operating limitations.” “Altering Engine Type Design operating limitations means that aircraft performance would likely be affected. SI1070S provides consumers and fuel producers alike a view as to which engines have an octane demand that is best satisfied by a UL 100 solution,” Kraft says. “This is why we remain vigorously supportive of a long-term unleaded 100LL replacement fuel and emphasize that UL 91 is not a replacement for 100LL, but a very robust unleaded aviation-suitable alternative to automotive gasoline.” UL 91 originally entered into distribution in Europe largely to serve engines and aircraft approved to operate on automotive specification fuels. EASA Safety Information Bulletin 2011-01R1 and R2 provide aircraft level approval on the basis of engine approval. In the United States, UL 91 will require an additional approval by the air-
STRONG MRO DEMAND PROMPTS HIRING Legacy Aviation Services Inc. has begun hiring qualified maintenance and repair technicians to keep up with the steady demand for its MRO operation. Raul (RJ) Gomez, Legacy’s President and CEO, sees a positive trend in flight hours being flown. “Our customers are comprised primarily of Part 91 turboprop and light jet operators flying for
business and pleasure along with some Part 135 operators. The good news is that despite an increase in fuel prices, we are seeing an increase in recurring airframe inspections and maintenance; which means our customers are busy. This increase in flying time makes me all too happy to hire qualified maintenance and repair technicians. Frankly, I’ll hire more
frame manufacturer to operate aircraft using that fuel. There are no known distributors of UL 91 in the United States at this time. According to totals, UL 91 is offered at 18 airfields in the UK, and nine airfields in France. The fuel is also available at airfields in Belgium, Germany, the Netherlands and Switzerland. Plans are currently in place to offer fuel at additional locations throughout Europe. Lycoming Engines specializes in engineering, manufacture, service and support of piston aircraft engines. Based in Williamsport, Pennsylvania, Lycoming piston engines power more than half of the world’s general aviation fleet both rotary-wing and fixed-wing. Lycoming Engines is a division of Avco Corporation. More information is available at www.lycoming.com.
AT LEGACY
as soon as I can find them!” The increase in hiring coincides with Legacy’s recent decision to expand its maintenance facility.
About Legacy Aviation Services Legacy Aviation Services is a comprehensive aircraft repair and refurbish-
AVIATION
ment center at Oklahoma City’s C.E. Page Airport and works on turboprops to jets. Legacy is also an authorized Twin Commander service center. For more information call 405/350-2100 or visit www.legacy-aviation.com.
May 2013
www.inflightusa.com
PACIFIC COAST AVIONICS RECEIVES ASPEN ELITE DEALER AWARD Pacific Coast Avionics Corporation Vice President and Chief Operating Officer, Dewey Conroy, has announced that his firm has received its third consecutive annual award as an Aspen Elite Dealer. “To have received this award for the third consecutive year is an honor,” said Conroy. “Working with Aspen has been great every step of the way. They have always provided high-quality products that are well appreciated by our customers and that are becoming increasingly in demand. We are excited to see what innovative products Aspen will bring to the market in the near future.” Brad Hayden, Vice President of Marketing for Aspen added, “Pacific Coast Avionics is very worthy to have received this award. They have continued to work extremely hard to fully understand the complete range of features in our product line, including everything from the leading-edge tech-
nology behind each individual product to the ease of installation and the intuitive pilot interface. We are confident of the future with companies like Pacific Coast Avionics on our team.” Pacific Coast Avionics is a major supplier of avionics, instruments, and pilot supplies to customers worldwide, and represents all major avionics manufacturers by providing sales, service and installation support. The company is located on Aurora State Airport just south of Portland, Ore. Its 14,000-square-foot facility can accommodate a wide range of aircraft up to, and including, business jets. Pacific Coast Avionics is an FAA approved Repair Station, No. OPXR455L, Class 1 and 2/Limited Instrument. For more details, contact Dewey Conroy, Vice President and Chief Operating Officer at 503/678-6242. You can also visit the company website at www.PCA.aero or email info@ PCA. aero.
VISIT ANAHEIM’S FLIGHTDECK FOR A “LUNCH & LAUNCH” The American Aviation Historical Society and FlightDeck Join to Host an Aviation Event On June 1, from 11 a.m. - 1:30 p.m., the American Aviation Historical Society will host members and the public for some aviation entertainment at FlightDeck, in Anaheim, just across from Angel Stadium. The program will start with some great stories and real jet-flying experiences from longtime pilot Dave Reinhard, with 40 (yes thats 40!) years of commercial flight time with Western (now Delta) Airlines, along with 300 missions in a reconnaissance RF-4B and EF10B over Vietnam. Dave will provide an inside look at the more humorous side of being a jet driver, and the more sobering elements as well. Lunch will be served at 11:30, with excellent italian-style pizza, buffalo wings, salads and subs from Zitos, a local pizzeria. Following lunch the group will get an overview of the operations of FlightDeck from co-owner Rich ‘Rockeye’Rebenstorff. Flightdeck, occupying more than 14,000 square feet of space in a specially laid out facility, houses 16 flight simulators, including nine fighter jet flight simulators, and a Boeing 737 flight simulator. Dogfights, commercial air routes, taxiing, carrier landings and more can be experienced at Flightdeck, where your
adventure starts with a thorough flight briefing and continues with in-flight instruction for a real flight experience. Large LCD screens in the Officers Club allow observers to watch the aerial action in comfort, while listening in on the pilots’ comm channels. AAHS, one of the oldest aviation historical societies in the U.S. with continuous publication since its inception in 1956, seeks to bring aviation history to the public, while growing the number of young people who have a passion for our aviation future. AAHS will have aviation materials available for purchase, such as the highly informative AAHS Journal magazine, aircraft photo collection CDs and other materials. Nonmembers joining AAHS will receive a 10 percent discount off the annual membership rate. Suggested donation for the speaker/lunch event is $12 for AAHS members, $15 for nonmembers. Ticket pricing for flight simulator usage can be found at www.flightdeck1.com. Visit the AAHS website at www.aahs-online.org to sign up, or leave a voice message (with a phone number) at 714/549-4818. If you have questions, feel free to email president Jerri Bergen at jerri.bergen@aahs-online.org.
55
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1979 Beechcraft F33A
1975 Cessna 177B Cardinal
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$109,950
500 SMOH, 2800 TTSN, Like New Hangared California Airplane ......................................$54,950
2008 Cessna 172SP Skyhawk
1978 Piper Archer II 181
993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
1020 SFRMAN, 6900 TTSN, King IFR, DME, A/P, Very Nice Original Paint, Recent Interior, NDH, .................................$44,950
1982 Piper Warrior II 161
1974 Grumman Traveler
1945 SMOH, 8026 TTSN, Digital IFR, DME, NDH, Well Maintained ........$29,950
60 SMOH, 4150 TTSN, Garmin 430 W IFR GPS, New paint/interior/windows. Like New!..$33,950
1979 Piper Warrior II 161
1967 Cessna 150
1500 SFOH, 6200 TTSN, Digital IFR, 6679 TTSN, 939 SMOH, Very nice and well Century 1 A/P, Nice Paint and Interior, taken care of Original condition, NDH...............................................$34,950 NDH...............................................$19,950
LD SO 1967 Piper Cherokee 180 426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$25,950
1964 Piper Cherokee 235 2635 TTSN, 915 SMOH, Garmin GPS, Just Completed Very Extensive Annual Inspection........................................$34,950
1979 Piper Archer II 181 1847 SFRMAN, 8184 TTSN, King IFR, A/P, DME Excellent Maintance History, NMDH .......................................................$29,950
1978 Cessna 172 Skyhawk Texas Taildragger 1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$39,950
LD O S
D
L SO
1980 Cessna 172N Skyhawk
2001 Cessna 172R
0 SMOH, 5600 TTSN, King Digital IFR, DME, Nice Paint/Interior, NDH, Fresh Annual ...........................................................$49,950
2001 Cessna 172R, 2000 TTSN, King Package, Color GPS, KAP 140 A/P .......... ......................................................$89,950
Robert Coutches
(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
Celebrating Twenty-Nine Years of In Flight USA
56
May 2013
InFlight USA Classifieds (All ads run for 2 months)
00
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.
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May 2013
www.inflightusa.com
57
Rotor and Business Aviation News
TWIRLY BIRDS MOURN Twirly Birds has announced the passing of longtime member, Mr. Osvil “Ozzie” York on March 25 in Tulsa, Okla. following a brief illness. Mr. York was 92 years old and had recently driven from his home in Oklahoma to attend the annual meeting of the Twirly Birds held during the HAI Heli-Expo in Las Vegas, Nev.
THE
PASSING
Ozzie, as he was nicknamed, began his extensive flying career in 1941 with the Canadian Air Force as a pilot and flight instructor and later with the Army Air Corp in 1945. He soloed in a Bell 47D in 1948 and during his career, he amassed more than 15,000 hours of flight time in civil and military airplanes and
OF
MR. OSVIL "OZZIE" YORK
helicopters around the world. His many accomplishments include almost 60 years as a pilot and mechanic for Allied Helicopters, flying and maintaining aircraft from Alaska to Florida. A true helicopter pioneer, York first joined Twirly Birds in 1969 and had been a member of the Quiet Birdmen since 1957. In 2003,
FAA EXTENDS NBAA'S SMALL AIRCRAFT EXEMPTION The National Business Aviation Association (NBAA) announced on March 29 that the Federal Aviation Administration (FAA) recently agreed to continue allowing small aircraft operators that are Members of the Association to take advantage of flexibility usually available only to operators of larger, turbine-powered airplanes. The agency issued a two-year renewal for Exemption 7897, more commonly known as “NBAA’s Small Aircraft Exemption.”
Available only to NBAA Members, Exemption 7897 allows operators of piston-powered airplanes, small airplanes and rotorcraft to utilize, among other provisions, limited cost-reimbursement for certain flights, as allowed under Part 91, Subpart F of the federal aviation regulations. NBAA’s Small Aircraft Exemption allows companies to recoup a portion of the associated costs when transporting a guest on the company aircraft, or for the use of the aircraft by employees of a sub-
sidiary company. The exemption also applies to the use of time-sharing, interchange and joint ownership agreements. “NBAA is pleased that the FAA agreed to continue providing this valuable tool for business owners seeking to maximize the profitability and usability of a small aircraft,” said Doug Carr, NBAA vice president, safety, security, operations & regulation. Without NBAA’s Small Aircraft Exemption, the cost sharing options available under Part 91F are only avail-
the Twirly Birds bestowed upon York, the Les Morris lifetime achievement award for his outstanding accomplishments during his lifetime. Ozzie York will be remembered as a consummate professional with a polite and humble reputation by all who knew him.
FOR
MEMBERS
able to aircraft with a maximum takeoff weight of more than 12,500 pounds; multi-engine turbojet aircraft, regardless of size; or fractional program aircraft. The renewal is valid until March 31, 2015, and is not altered from previous exemptions. NBAA’s Small Aircraft Exemption does not apply to Part 135 operations or to fractional operators. Review details about NBAA’s Small Aircraft Exemption, including requirements for taking advantage of the program at www.nbaa.org.
NBAA LAUNCHES NEW TWITTER-BASED ADVOCACY TOOL It’s one of the most exciting new developments in NBAA’s ongoing government relations and advocacy program: Twitter messaging from the Association’s Contact Congress web page, which enables users to “tweet” their Congressional representatives with important advocacy messages on behalf of business aviation. “Like the existing Contact Congress resource people use to send emails to their lawmakers through NBAA’s website, the Twitter version identifies a person’s elected officials based on the user’s mailing address and creates personalized tweets for them to send,” said Jason Wolf, NBAA director of Internet communications. “With this new, Twitter-based system, messages are sent as tweets that will be seen not only by Congressional staff,
but also by the media and the activist’s own Twitter followers.” This new feature is one more example of how social media can help amplify an organization’s advocacy efforts. “Not only will people send advocacy messages, they will be seen sending advocacy messages by their colleagues, friends and family,” Wolf said. The new tool got its first test in March after Sen. Jerry Moran (R-KS) introduced an amendment to block the Federal Aviation Administration’s (FAA’s) plan to stop staffing contract air control towers at general aviation airports around the country. NBAA asked Members to use the Association’s new Twitter resource to contact their Senators and House lawmakers in support of the Moran amendment.
“This first Twitter-based advocacy effort was only in place for about 48 hours because, unfortunately, the amendment was blocked,” said Wolf, but the brief campaign exceeded NBAA’s expectations. “There was even a direct response from Sen. Roy Blunt (R-MO) to one of the tweets initiated through our system, which just proves that this tool can be used to draw attention to key business aviation issues.” In order to use the new tool, activists must have a Twitter account. Activists are prompted to log in to Twitter during the process of sending their pre-formatted tweets. For those reluctant to join Twitter, the existing Contact Congress directemail tool will be remain in place, and will be updated with new messages as new issues arise. “We know that Twitter’s
JACKSON JET CENTER JOINS World Fuel Services has announced that Jackson Jet Center, located at Boise Gowen Field (KBOI) in Boise, ID, has joined the growing Air Elite Network. Jackson Jet Center’s (www.jacksonjetcenter.com) newly-remodeled facility is conveniently located on the north side of Boise Airport with close proximity to the passenger terminal and only three miles from downtown Boise. As a combination of the former Boise Air Service
and Boise Executive Terminal, the new state-of-the-art 9,400 square foot facility encompasses an expansive lobby along with full-service pilot service facilities and passenger amenities to ensure that every trip is a pleasure. In addition to this, Jackson Jet Center has 92,000 square feet of hangar space. The modern FBO includes a flight planning center, exercise room, men’s and women’s showers, pilot lounge with
THE
not for everyone,” said Wolf. Now that the new Twitter-based tool has been tested, NBAA will begin educating Members about the resource, and the importance of making their voices heard. “Our new Twitter campaign has a general No Plane No Gain message, where activists can share the importance of business aviation with their elected officials,” said Wolf. “We encourage Members to sign up for Twitter now, if they haven’t already, and take this new tool for a test flight. Then when an urgent issue arises – like the threat of per-flight user fees – they’ll be ready to act.” To use the new NBAA Twitter-based advocacy tool, visit Contact Congress at www.nbaa.org/advocacy/contact/. Follow NBAA on Twitter at http://twitter.com/nbaa.
AIR ELITE NETWORK
sleep room, conference room and free Wi-Fi throughout the facility. Jackson Jet Center hosts an aircraft maintenance and parts facility along with a wide array of charter aircraft, from back-country to wide-body, available to meet any customer’s requirements. “Jackson Jet Center is excited and honored to be accepted into the Air Elite Network. We are looking forward to a mutually rewarding experience with our
fellow Air Elite members as well as the dedicated staff at World Fuel Services” said Mark Zacher FBO President, Jackson Jet Center. With the addition of Jackson Jet Center, the Air Elite Network now includes 28 locations world wide. The network was established in late 2011 and each FBO must meet a number of airport, facility and service quality standards to qualify for membership.
Celebrating Twenty-Nine Years of In Flight USA
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May 2013
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Select Airparts ..........................60
Aero Mark, Inc. ........................10
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Aerozona Parts..........................46
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Hitchcock Aviation LLC ..........12
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Aircraft Ins. Agency ................16
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HME Watches ..........................32
Steve Weaver Aircraft Sales ....17
Aircraft Magneto Service ........46
Chino Aircraft Sales ................42
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Straight Path Flight Simulation..14
Aircraft Specialties Service......19
Corona AirVenture....................26
J.T. Evans ....................................4
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Aircraft Spruce..........................15
Corona Cylinders......................31
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USA Brokers ..............................7
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Kitfox Aircraft ..........................47
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Airtronics ..................................44
Dr. Susan Biegel, MD ..............14
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Eddie Andreini ..........................36
Mountain High Oxygen ............7
Wicks Aircraft ..........................27
American Aerobatics ................13
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