Flying the Kitfox LSA P. 11 $2.95 • July 6, 2010 62nd Year. No. 13
FCC bans 121.5 ELTs P. 8 Barnstormers Tour takes off P. 35 Must-see TV for aviators P. 34 Sharing the skies with UAS P. 9
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23863 CustLoyal_OK_GA News.indd 1
6/10/10 11:32:20 AM
July 6, 2010
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On the Cover
Flying the Kitfox LSA P. 11
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Newest in the litter | Staff reporter Meg Godlewski submits a pilotâ€™s report on the new Kitfox LSA. Photo by EAA photographer Jim Koepnick......... 11
PERIODICALS - TIME-SEN
FIRST FLIGHT:â€ˆAfter a painstaking 11-year restoration, Colonial Skimmer Serial #1, the prototype of the Lake Amphibian fleet, had its first flight..... 4
FCC bans 121 .5 ELTs P. 8 Barnstorm ers Tour tak es off P. 35 Must-see TV for aviators P. 34 Sharing the skies with UAS P. 9
News & Features First flight | Of restored Colonial Skimmer #1....................................................4 Making its debut | Cirrus unveils SR22T ..........................................................5 PUMP YOUR OWN GAS:â€ˆThe Transition Roadable Aircraft, also known as the Flying Car, just got a weight increase exemption from the FAA to account for all the road safety features it is required to have when ground-bound................ 7
Now certified | Kodiak now approved to fly on Wipaire floats..........................6 Flying car | Gets weight increase exemption......................................................7 Now arriving | Extra 500 Spirit lands in U.S.......................................................7 Conflicting rules | Create problems for pilots....................................................8 Capital Comments | Sharing the skies with unmanned aircraft.........................9 A trip back in time | By looking through old logbooks...................................10 Ask Paul | Is new technology worth the investment?.........................................11 Flight & Flyers | Commercial aviation tries its wings........................................25
TODAYâ€™S BARNSTORMERS:â€ˆThe American Barnstormers Tour took off last month for a seven-city tour in several Midwest states. More than 50 pilots and crew were on the tour, dressed in vintage clothes to recreate the Golden Age of aviation............................................35
Managing MGC | Airportâ€™s new manager has a personal touch ......................33 â€œMust-see TVâ€? | â€œThe Aviatorsâ€? set to premiere on PBS this fall.......................34 On tour | American Barnstormers Tour takes off...............................................35 An unexpected IA | Florida woman doesnâ€™t fit any of the stereotypes.............36 A new beginning? Will Sun â€˜n Fun sales set new course for LSAs?..................39
Special Advertising Section an appropriate address:â€ˆProgressive Aerodyne, manufacturer of the most successful amphibian kit, the SeaRey, has relocated to Tavares, Florida, which just built a new seaplane base and bills itself as â€œSeaplane Cityâ€?............................39
Baumann Floats LLC......................................................................................30 Mountain High Equipment & Supply Co.. .................................................30 Aircraft Specialties Services.........................................................................31 Aircraft Spruce & Specialty Co. ..................................................................32 Niagara Air Parts ...........................................................................................32
Only at GeneralAviationNews.com/web DEPARTMENTS
10 Letters to the Editor
37 Accident Reports
12 Ask Paul
37 Calendar of Events
9 Capital Comments
13 Classified Ads
38 On the Market
10 Touch & Go
25 Flight & Flyers
Politics for Pilots | Knowing when to crow A new mission | CT LSA used to study volcanic ash More time | New coalition asks for extension on avgas rule NTSB recommends | A check of pilot currency before Angel Flights
General Aviation News (ISSN 1536 8513) is published semimonthly by Flyer Media, Inc., 11120 Gravelly Lake Dr. SW., Suite 7, Lakewood, WA 98499. Periodicals Postage Paid at Lakewood, Washington, and additional mailing offices. POSTMASTER: Send address changes to General Aviation News, POBox 39099, Lakewood, WA 98496-0099. Publications mail agreement number 40648085. Return undeliverable Canadian addresses to P.O. Box 1051, Fort Erie, ON L2A 6C7. Courier delivery: 11120 Gravelly Lake Dr. SW., Suite 7, Lakewood, WA 98499. Phone numbers: 800-426-8538, 253-471-9888. Fax: 253-471-9911. E-mail: comments@GeneralAviationNews.com. Internet: www.GeneralAviationNews.com.
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“I think that almost everyone in the world has some level of interest or curiosity about airplanes and flying.” — Michael Lessard, a CFI who developed an online aviation reality game show
— Anthony Nalli, executive producer of a new TV show, “The Aviators”
“Despite enormous changes in equipment and the well-intentioned developments of technology, equipment and regulations, people are still dying at high levels in general aviation accidents. The NTSB statistics haven’t changed much in the past 20 years – the average is still about 10 people dying every week. This has got to change.”
“We like to say that it is for anyone who has ever gazed skywards.”
All pilots have a favorite airplane. Randy Sill of Indianapolis has a passion for Titan Tornados and he’s proven it many times over. “I have built six of these,” he said when General Aviation News caught up with him at Sun ’n Fun. The aircraft is a Titan Tornado S. “The S stands for stretch,” he said. “These aircraft fly so amazingly well, like little jet fighters, so I like to put a little bit of flare into the paint scheme. This one is Tony the Tiger. It is painted H2 Hummer yellow and has black vinyl graphics so it looks like a Bengal tiger.” When Sills lands, he and the Tornado get swarmed. He’s used to it, he says, noting the tiger scheme isn’t the first time he’s had an eye-catching design. “Other paint schemes include a psychedelic paint job that got the name Fruit Loops because it had all the colors of the cereal and another one called Captain America because it was red, white and blue with flowing color,” he said. The tiger is not the last aircraft for Sills. “I am building a Titan T-51 3/4-scale Mustang,” he said. “It will probably have a crazy paint scheme too.” For more information: TitanAircraft.com.
First flight of restored Colonial Skimmer C-1
— AOPA’s Heidi Williams on the FAA’s plan to give airspace around major cities a facelift
“I’ve learned not to trust people who are inaccurate. Every aviator knows that if mechanics are inaccurate, aircraft crash. If pilots are inaccurate, they get lost, sometimes killed. In my profession, life itself depends on accuracy.”
Photo courtesy John Staber
— Avemco Insurance Co. President Jim Lauerman
“In the past 10 years, we’ve never seen this many airspace areas being modified at one time.”
Photo by Meg Godlewski
Fly that Tiger!
July 6, 2010
Colonial Skimmer Serial #1, the prototype of the Lake Amphibian fleet, recently had its first flight after a complete restoration at Walter J. Kolodza Airport (GBR) in Great Barrington, Massachusetts. John Staber of Old Chatham, N.Y., a flight instructor and pilot of Lake Amphibian aircraft since 1964, has for the past 11 years been painstakingly restoring #1, first at his home in Old Chatham and for the past six months at GBR.
Skimmer #1 was first flown in 1948 on Long Island. She was test flown until 1956, then flew sporadically until 1989 when she was damaged in a wind storm and taken apart. Meanwhile the Colonial Aircraft Corp. was developing the future fleet in Sanford, Maine. After Colonial Skimmer models C-1 and C-2 were up and flying, the next phases of the Lake Amphibians came along — the LA-4, the Buccaneer, the EP, and finally the Renegade. In 1999, after owning many versions of the flying boat, Staber learned that an early Skimmer was in pieces near Cleveland, Ohio. He went to take a look, purchased the collection of parts, trailered it home, and, after much sorting of miscellaneous parts, found the data plate. To his delight, it was #1. Years of reconstruction followed, including many ups and downs, helping hands from Lake owners and, after getting her together, painting her — all in his garage. Last November she was trailered to Great Barrington, where Staber did the finishing work. On May 22 he took her up for a test flight and all that hard work paid off, he said. “She flew like a dream,” he said. The unofficial “historian” of the fleet, Staber has produced a CD, “A History of the Lake Amphibian 1946 to 2006,” that contains almost everything ever printed about them (1,600 scans), plus biographies, photos, and editorial comment. For more information: 518-794-9091 or email@example.com.
— Charles Lindbergh
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AOPA Membership Publications, Inc....... 40 Avemco Insurance Company................... 26 Aviation Insurance Resources.................. 26 Avionics Shop Inc..................................... 15 B/E Aerospace, Inc................................... 35 Baumann Floats LLC................................ 30 Belfort Instrument Company..................... 26 Big John Mfg dba The Air Store............... 27 Brackett Aero Filters Inc........................... 16 Brown Aviation......................................... 15 Cannon Avionics...................................... 14 Cee Bailey’s Aircraft Plastics................... 15 Computer Sciences Corporation................ 6 D A R Corporation...................................... 8
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ListInventory.com..................................... 26 Lycoming - A Textron Company................. 2 Mandan Airport Authority.......................... 25 Micro Aerodynamics................................... 5 MH Oxygen Systems................................ 30 Naples Seaplane Service Inc................... 36 Niagara Air Parts...................................... 32 NW Hangars............................................... 7 Para-Phernalia.......................................... 26 Pine Hollow Airport................................... 29 Plus 5 Aviation LLC.................................. 26 R & M Steel.............................................. 34 Regal Aviation Insurance......................... 36 RMD Aircraft Inc....................................... 26
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July 6, 2010
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Cirrus introduces SR22T Fortressâ€? aircraft will be on hand to commemorate the legendar y World War II bomberâ€™s 75th anniversary during EAA AirVenture 2010, July 26-Aug. 1, at Wittman Regional Airport (OSH) in Oshkosh. Only about a dozen of the iconic aircraft remain air worthy. The four confirmed to be at Oshkosh include EAAâ€™s â€œAluminum Overcast,â€? â€œTexas Raiders,â€? â€œThunderbird,â€? and â€œYankee Lady.â€? Airventure.org
Photo courtesy Cirrus
Cirrus Aircraft has introduced the SR22T, which features the Teledyne Continental Motors (TCM) twin turbocharged TSIO-550-K engine. This engine installation was co-developed via a partnership between engineers at TCM and Cirrus and is not currently available in any other production aircraft, according to Cirrus officials. â€œIn addition to a quieter operation, lower weight, a smoother ride and many other refinements, the new SR22T offers Cirrus customers a high performance, twin turbo-charged option with the additional benefit of greater future fuel flexibility,â€? said Pat Waddick, Cirrus executive vice president. Base price: $475,000. Customer deliveries have already begun, Cirrus officials note.
Avidyne merged with Ryan in 2005 and launched the current Entegra TAS600 Traffic Series.
uuu WACO Classic Aircraft will make a donation of $5,000 to the EAA Young Eagles program for every new WACO YMF-5 D Model sold between now and Dec. 31.
uuu A bill to extend bonus depreciation for businesses that buy GA aircraft in 2010 was recently introduced by Senate Finance Committee Chairman Max Baucus (D-Mont.) and Ranking Member Chuck Grassley (R-Iowa). Bonus depreciation, part of the 2008 economic stimulus efforts and extended through the end of 2009 in the American Recovery and Reinvestment Act, allows a business to deduct an additional 50% of the depreciable value in the first year instead of spreading it out over five years. This incentive has little to no impact on the federal deficit, but it does have a positive effect on sales. In fact, one
uuu Avidyne Corp. reports it has shipped its 10,000th traffic detection system, which was delivered to Cessna Aircraft Co. for installation in a new Cessna Corvalis. Avidyneâ€™s history with traffic systems dates back to Ryan International in Columbus, Ohio, where the original Traffic Collision Alerting Device (TCAD) was first developed, followed by the Ryan TAS9900, TAS9900B and TAS9900BX.
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uuu The Transpor tation Security Administration might soon have an administrator. After more than a year and a half and three tries, the latest nominee, John Pistole, currently deputy director of the FBI, received a nod from the Senate Commerce Committee, an approval that almost assures Pistole of quick confirmation by the full senate. TSA.gov
uuu At least four of the remaining air wor thy Boeing B-17 â€œFlying
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uuu A new third parallel runway, 18R/36L, was recently opened at Charlotte Douglas International Airport (CLT), improving general aviation and business aviation access to Charlotte, N.C., and the surrounding area. This is the airportâ€™s fourth runway and third parallel runway. The addition of the new 9,000(Continued on page 6)
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uuu The 2010 Fly Iowa Challenge has launched. The challengeâ€™s goal is to visit as many of Iowaâ€™s 109 public access airports as possible. There is no time limit for completion of the visits and when a participant completes the initial, or bronze, level they may claim a prize and continue qualifying for silver or gold (the highest level â€” all 109 airports). Flights must be recorded in an FAA logbook and the Fly Iowa Challenge Passport log. Participants will be eligible for prizes, such as hats, shir ts, pilot bags, and leather jackets.
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General Aviation News — 800.426.8538
July 6, 2010
Kodiak receives float certification
(Continued from page 5)
foot runway permits triple independent instrument landings.
uuu The folks at LoPresti Aviation report that the first-ever LSA Holiday, held the first weekend in June, was a success, with more than 30 airplanes flying into Sebastian Municipal Airport (X26) in
eled after the Wipline 13000 Floats, which have improved rough water handling qualities, according to company officials. The new floats include the traditional Wipline flat top deck, while the main gear system was redesigned to improve reliability and make maintenance easier, officials note. The Kodiak was designed to operate off floats without structural upgrades, Quest officials add.
Photo courtesy Quest Aircraft
Wi p a i re , I n c . h a s re c e i v e d Supplemental Type Certification (STC) of the Wipline 7000 Amphibious Float installed on the Quest Kodiak. The Wipline 7000 Float has been in production since December when it received FAA approval via a Technical Standard Order Authorization (TSOA). Customer deliveries are now underway. The Wipline 7000 floats are the latest addition to Wipaire’s Wipline family of products. The hulls are mod-
For more information: Wipaire.com, QuestAircraft.com.
Florida for the event. The LSA Holiday is designed to offer a variety of activities for pilots, ranging from flying competitions to movie watching to visiting local attractions and kayaking. Officials promise it will return next year.
uuu First Landings Aviation, a Sport Pilot flight school at Apopka Airport (X04) in Orlando, is the first school in
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uuu Meanwhile, Kansas Aviation, Inc.,
General Aviation News 62nd Year, No. 13 • July 6, 2010 Copyright 2010, Flyer Media, Inc. All Rights Reserved. editorial Janice Wood, Editor Janice@GeneralAviationNews.com | 888-333-5937 Meg Godlewski, Staff Reporter Meg@GeneralAviationNews.com | 800-426-8538 Contributing Writers Larry W. Bledsoe • Mark Grady • Steve Bill Hanshew Max Haynes • J. Douglas Hinton • Dan Johnson Paul McBride • Deborah McFarland • Charles Spence Ben Visser • Bill Walker General Aviation News accepts unsolicited editorial manuscripts and photos but is not responsible for return unless submissions are accompanied by a stamped, selfaddressed envelope.
a wholly-owned subsidiary of Yingling Aircraft, Inc. in Wichita, now offers training in the Cessna Model 162 Skycatcher, as well as rentals. The LSA is available at a fueled rate of $98 per hour. “We believe the Skycatcher will be key to developing the next generation of pilots who will be needed to fill the pipeline for the aviation industry in the decades ahead,” said Dave Tiday, manager and Chief Flight Instructor. KansasFlightTraining.com
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the country to offer training in the new PiperSport LSA. The addition of the PiperSport allows the school to offer both low-wing training in the PiperSport and high-wing training in a Remos G3 600. Both the Remos and PiperSport are equipped with glass cockpits, autopilot, and parachute recovery systems.
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July 6, 2010
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Terrafugia, Inc., developer of the Transition Roadable Aircraft, or “Flying Car,” has received an exemption from the FAA to allow the Transition a maximum takeoff weight of 1,430 pounds. This additional weight accommodates the structure and equipment necessary for compliance with the Federal Motor Vehicle Safety Standards, which are not found in other Light Sport Aircraft, company officials said, noting items such as airbags, an energy absorbing crumple zone, and a protective safety cage will increase safety both on the road and in the air. Classified as an LSA, the Transition requires a Sport Pilot certificate to fly and is designed to drive on roads and park in a standard garage. Terrafugia successfully completed flight and drive testing of its Proof of Concept Transition in 2009. First delivery is scheduled for late 2011. For more information: Terrafugia.com.
Photos courtesy Terrafugia
Flying car gets weight increase
Extra Aircraft’s new Rolls Roycepowered, six-seat, pressurized 500 Spirit turboprop is now available in Nor th America. Carbon fiber composite construction resulted in a lighter, larger cabin for the 500 Spirit and permitted the use of the 207-pound Rolls Royce engine, result-
ing in a fuel burn of 19 gph and a range of 1,600 miles, according to company officials, who note the 500 is the first OEM aircraft to incorporate Avidyne’s new Entegra II Release 9 avionics system, which offers worldwide satellite weather, active traffic display, infrared for ward vision, lightning detection, and charts.
The Extra 500 Spirit will be on tour of major cities in the U.S. through Aug. 1. Extra has appointed Mid Island Air Service on Long Island, N.Y., Premier Aircraft Sales of Fort Lauderdale, Fla., and USAero LLC of Denver, to handle sales and service. For more information: ExtraAircraft.com.
Photo courtesy Extra Aircraft
Extra 500 Spirit lands in U.S.
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General Aviation News — 800.426.8538
July 6, 2010
Caught in the middle FCC ban of 121.5 ELTs puts pilots in precarious position Conflicting rules written by two different federal agencies could soon place pilots in a precarious position: Being in compliance with one but not the other. On June 15 the Federal Communications Commission (FCC) published in the Federal Register a change to 47 CFR Part 87 that will “prohibit the certification, manufacture, importation, sale, or continued use of 121.5 MHz emergency locator transmitters (ELTs) other than the Breitling Emergency Watch ELT.” Meanwhile, the FAA requires airplanes to have an approved automatic type emergency locator transmitter in operable condition. The FAA does not specify either 121.5 or 406 MHz, but the overwhelming majority of aircraft are equipped with 121.5 MHz units, meaning they would be in violation of the new federal law when it goes into effect 60 days after publication, or Aug. 15, according to officials with the Experimental Aircraft Association (EAA). “This regulatory change would impose a substantial
vice president of regulatory affairs. “There is no FAA and unwarranted cost on general aviation,” said Earl Lawrence, EAA vice president of industry and regularequirement to replace 121.5 MHz units with 406 MHz technology. When two government agencies don’t coortory affairs. “This also creates a burden for the GA dinate, GA can suffer.” community and those ground-based rescue units that It would be impossible to outfit all aircraft in the continue to use the 121.5 frequency to perform searches timeframe of the FCC rule and cost and save lives. At the very least, the FCC action is being conducted withprohibitive for GA aircraft owners, out properly communicating with the AOPA officials add. The rule highlights the fact industry or understanding the implicathat threats to GA can come from tions of its action.” many different areas, Hackman said. EAA officials are joining forces Government agencies outside of the with officials at other alphabet groups, FAA don’t necessarily understand the including the Aircraft Owners and effects of their actions on aviation, and Pilots Association (AOPA), to pursue poor communication can compound all options to have the FCC and FAA — AOPA’s the problem, he said. delay and re-evaluate the rule. GA Rob Hackman advocates highlight the economic and Both the 121.5 MHz and 406 operational impact the FCC ban will MHz ELTs meet the FAA’s reguhave on the more than 220,000 aircraft in the GA fleet, latory requirements if manufactured to the proper most of which still carry 121.5 MHz ELTs. technical standard order. While satellites no longer “The FCC is making a regulatory change that would monitor the 121.5 MHz frequency as of Feb. 1, 2009, impose an extra cost on GA operators, without properly the frequency is monitored by ATC, the military, and communicating with the industry or understanding the other pilots. For more information: EAA.org, AOPA.org, FAA.gov, FCC.gov. implications of its action,” said Rob Hackman, AOPA
“When two government agencies don’t coordinate, GA can suffer.”
EAA kicks off free first flight lessons In the next step to get more youngsters involved in aviation, the Experimental Aircraft Association now
offers a free first flight lesson to all Young Eagles. Since 1992, more than 1.5 million
youngsters have gotten their first flight in a GA aircraft through the Young Eagles program.
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July 6, 2010
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Sharing the sky with unmanned aircraft The challenges of UAS in the national airspace system By Charles Spence WASHINGTON, D.C. — Interest is increasing to use mor e unmanned aerial vehicles for security, law enforcement, weather studies, and other dangerous or dull Capital jobs and this is posComments ing big challenges for the FAA and pilots. These vehicles — called Unmanned Aircraft Systems (UAS) by the FAA — have proved themselves valuable where they have been used. In Fiscal Year 2009, there were about 20,000 UAS flights in civilian airspace, racking up more than 2,500 hours. The number of UAS operations granted by the FAA has more than tripled since 2007. There are two types of UAS, which range in size from about that of a backpack to as large as a small airliner. One type is drones, which are programmed to fly a particular mission. The other are aircraft remotely controlled by a person on the ground, often thousands of miles away. A major problem for all concerned is that, while recognizing the value of UAS, the primary concern remains safety — and making the two compatible is no easy task. The FAA has been actively working on this since 2006. The agency hopes to be far enough along this fall to present to Congress a roadmap for integrating UAS into the national airspace system. It also expects to publish a proposed rule for small UAS next year. The FAA is not trying to resolve all these questions alone. An executive committee of government agencies has been formed, which includes the Department of Defense, Department of Homeland Security, and NASA. Additionally, various civilian groups that will be affected when the UAS begin sharing airspace have been on committees working with Air Traffic Control on the planning. A major concern of the National Association of State Aeronautic Officials (NASAO) is how much restricted airspace in each state will be set aside for UAS and what this will do to other flights. The Aircraft Owners and Pilots Association (AOPA) echoes that concern, and has several others. AOPA spokesman Chris Dancy said the association has long known that unmanned vehicles will be operating in the national airspace, but insists that rules for UAS must be the same as those for VFR operations. “Until that is assured,” he said, “no UAS.”
The key concern of the National Business Aviation Association (NBAA) is making certain there is reliable assurance of separation when manned and unmanned vehicles mix in the airspace. Although at first separate airspace will be required to be set aside for UAS operations, NBAA officials see future development that will safely mix both kinds of unmanned vehicles with those that have pilots. This would require not only a basic system to separate vehicles, but also a failsafe backup system. Association officials say they continue to work with the FAA in finding acceptable solutions for all parties. And FAA of ficials make it clear that safety is the primary criteria. FAA
Administrator Randy Babbitt has said in order “to get to the place where the UAS can become a viable, accepted par t of the national airspace system, we have to make sure that sense-and-avoid (the see-and-avoid for UAS) is more than a given — it must be a guarantee.” This wor ries some members of Congress. Four years ago, a UAS the size of a small jet crashed near Nogales, Ariz., just missing homes on a hillside. The National Transpor tation Safety Board report said it was human error. Concerned about safety and the FAA’s long period for developing regulations, Sen. John Cornyn (R-Texas) has placed a hold on the confirmation of Michael
“Getting it right the first time is essential.”
Huerta as FAA deputy administrator. Despite this concern and charges the FAA has been dragging its feet, Texas of ficials — including Cornyn — are among those urging the FAA to permit UAS to patrol the Texas-Mexico border. The FAA, other federal, state, and local government offices, airlines, general aviation groups, and particularly pilots and their passengers demand that getting it right the first time is essential. The uproar when two piloted aircraft collide is nothing compared to public, local, state, and federal government outrage if an unmanned vehicle brings down an aircraft with a pilot, and perhaps others, on board. Charles Spence is GAN’s Washington, D.C., correspondent.
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A trip back in time Going through old logbooks brings back memories By Dave Sclair I’ve been working on a book about my newspaper career. A major portion of my time in the business — more than 50 years in total — has been spent in the world of aviation. Touch & Go As I ventured into dif ferent aspects of my life in aviation, I tried to recall what airplanes I had flown and when. That’s when I dug out my logbooks, going all the way back to my first lessons at a strip in Wink, Texas (look it up on a chart), where my initial flight instructor was Nancy Brumlow. Back then having a female instructor was really something different. Going back through my logbooks was a wonderful trip back in time and helped me recall a host of wonderful memories… and a few that made me shudder again. Thank heavens, most of my flying experiences were dull and boring. If you want to spend a few hours delving into nostalgia, get your logbooks and let yourself drift back in time. One word of caution, however: Don’t expect to spend just a few minutes perusing the records. My planned work session on the book quickly fell by the wayside as I read and recalled the planes, the instructors, the airports visited, and the weather experienced. When I pulled out my stack of logbooks, a trusty old E6B flight computer fell out. That’s another interesting device. I wonder how many pilots — old or new — can use one efficiently today? Not me! My first entry was dated Jan. 7, 1963. It was in a Cessna 172. The entry under remarks reads as follows: taxiing, pre-flight, familiarization, straight & level, turns. I flew a total of 9 logged hours over the next couple months. Unfortunately, the last entry was March 22 of that year and I don’t show any more flying until Aug. 5, 1967 — that’s about 4.5 years. I recall that my flying instruction in Texas came about because I had an interest and fortunately the publisher of the newspaper where I was working, Nev Williams, had been a pilot and airplane owner. When he learned of my interest, he pointed out that the FBO at nearby Wink, Texas, owed for some advertising. If I could get the FBO to give me flying lessons for the amount owed, it would be just fine with him. Perhaps the advertising credit ran out or, more likely, changes in the newspaper staff limited my time. At any rate, I moved to Edmond, Okla.,
in 1965 and was able to get the time and money together to resume my flight instruction a couple years later from Soc Nelson in Guthrie, Okla. My logbook shows I started flying there in a Cessna 150. I continued lessons on and off for a couple of years and soloed for the first time on Aug. 10, 1967. That first solo was an experience unlike any other I recalled. When I arrived at the airport that day, Soc was flying with another student. The plane taxied up to where I stood and the student got out, walked over, and said Soc said I should get into the plane. They never shut down the engine! I got in and we made a few touch and goes, then Soc got out and told me to go around three times. While on downwind I remembered looking at the fuel gauge for the first time. It was all the way on empty. Not a little down — all the way down, sitting on the empty mark. I just knew I was going to run out of fuel and crash. Obviously I didn’t. I made it around and pulled up to the office. Soc came out and said, “I told you to make three landings.” When I told him the plane was out of fuel, he suddenly remembered he had forgotten to tell me the gauge had gone out earlier that morning and the plane really had full tanks! Things were a little different back then. Shortly after that I started flying at Oklahoma City’s Wiley Post Airport in a 172. I continued flying 172s until September 1969 when I had the opportunity to fly a friend’s 210. The next dif ferent aircraft was a Cherokee 180, then a Cherokee 160. A flying club in Oklahoma City that I joined owned both. The club had the two model Cherokees and a 172, I recall. The 160 had manual flaps and a hand brake and no one liked it, so it was almost always available for me to fly. In 1970 we acquired what is today General Aviation News and a Cessna 150 was included in the deal. Another friend let me fly his Bonanza later that year and in November 1970 we bought our Piper 250 Comanche. With the exception of flights for pilot reports, my flying continued in the Comanche for many years. I bought a Cessna 172XP later, then an ultralight and a Piper J3 Cub. A Piper Seneca we acquired was on leaseback a lot of the time. After the Seneca came a Beech E55 Baron and finally a Cessna 205. I didn’t compile all the planes I flew so I could write pilot reports, but there were a lot of them. Looking at the logbooks and recalling the planes has been great. I guess I’m going to have to recall some of the incidents and write about them next. How about you? What kind of training did you go through and which airplanes did you own or fly? Let me hear your experiences by writing me at: Dave@ GeneralAviationNews.com. Dave Sclair was co-publisher from 1970-2000.
July 6, 2010
SUPPORT FOR L52 Please do not allow California’s Oceano Airport (L52) to be wiped off the map (Pilots continue fight to keep Oceano Airport open, June 8 issue). For years it has been a famous fly-in spot for breakfast, lunch, and dinner near the beach, which is within walking distance. My first time to Oceano was flying in an Apache for brunch. I have been to several picnics with friends and their families at the park, which is almost across the street from the airport. The park is nicely kept and has a small pond where children play with their toy boats and do a little fishing. I even have gone to the sand dunes at Pismo Beach to ride on the four-wheelers. In fact, every time I have been to Oceano I flew into the airport. I understand now the airport is able to offer fuel at a self-service depot. Maybe if the airport advertised its amenities, it could be proven as an enhancement to the beach community. Pilots love the challenge of this small airport, plus the rural surroundings that come with an uncontrolled field. The airport offers pilots the delights of a relaxed atmosphere along with the small beach community. The other airports within the area are not that close to the ocean as Oceano, so pilots would have to rent a car or find some other means to get to the beach community. More and more airports have been disappearing from California and we can’t let this continue. MARY TROUP via e-mail
LETTERS TO THE EDITOR
TOUCH & GO
Closing down small airports has been happening all over this country for many decades. First, an airport is located far from any residential areas. Greedy land developers buy the cheap land surrounding the airport. People move in, and then complain about the noise and want the airport moved. Henderson Airport near Las Vegas has that problem now. People moved next to the airport and now complain about the noise and the “dangers” of airplanes flying close to their homes. Another typical situation is when land developers simply want to buy land cheap for later profits, then petition the local government to change the land use permits so they can again make money off the land. All the politicians can see is that green stuff waving in front of their faces. Years ago, we had a nice little airport east of Reno called Vista Airport. The owners were pressured to close “because planes could operate out of Reno International Airport.” The land was converted to commercial development. Years later, the Reno Airport Authority wants planes below 12,500 lbs. gross weight to go elsewhere. It has nothing to do with the airline traffic, which averages about 40 flights a day. It has everything to do with developing the airport land for moneymaking purposes. This whole situation has been, and is, disgusting! DOUG RODRIGUES Submitted online at GeneralAviationNews.com
LUSCOMBES FOREVER! Luscombes forever! I spent 10 years and 1,000 hours in a Cessna 140 learning to fly. Now that I have some idea of what to do, I thoroughly enjoy flying an 8A/E that looks very much like the one pictured in Deb McFarland’s Short Final column, “As the Luscombe turns,” in the May 25 issue. BILL LEAVENS Submitted online at GeneralAviationNews.com
July 6, 2010
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By MEG GODLEWSKI General Aviation News
One of the benefits of the Light Sport Aircraft movement is that it has paved the way for manufacturers of kit aircraft to enter the world of ready-to-fly designs. One of the more recent entries into the fly-away models is the Kitfox S-LSA from Kitfox Aircraft LCC of Homedale, Idaho. It’s designed to appeal to pilots who want something in a sporty high wing, as well as the training market. The Kitfox S-LSA traces its lineage back more than 25 years to the experimental Kitfoxes. The family resemblance is undeniable, but like most aircraft, the engineering has been refined and improved upon with every incarnation. The company also changed ownership over the years. Today it is owned by John and Debra McBean, who are more than happy to tell you anything you want to know about the LSA or the factory at Homedale Municipal Airport (S66).
NEWEST IN THE LITTER The Kitfox LSA looks like...a Kitfox. It has the familiar foldable high wings, gull-wing doors and tricycle gear. Under the cowl is a Rotax 912S, which is pretty much the industry standard when it comes to LSAs. The Kitfox LSA measures just under 31 feet wingtip to wingtip, which means that it should slide right into parking spots used by other light trainers. The gross weight of the Kitfox is 1,320 pounds. Useful load is 552 pounds, which is more than most Cessna 150 series airplanes. The cockpit is also considerably wider than a Cessna 150 series airplane. “Two normal-sized adults can fit in the Kitfox LSA,” said John McBean who, as a CFI, has done the “sit sideways so we both fit in the Cessna” trick. “Compared to the Cessna, the Kitfox has a bigger cockpit and payload and a more spunky personality,” he said with a grin, adding, “We only hope it to be as popular as the Cessna 152.” The Kitfox has adjustable rudder pedals, which get a big thumbs up from me, but I think I could have used a small back pad for more comfortable full rudder authority during my flight. McBean noted that the company has pads made specifically for the Kitfox should you desire one. There is no need to over-stretch to reach anything. Stick forces are light. The Kitfox LSA, like the designs that have come before it, is designed for finger-tip flying. There isn’t a lot of baggage space in the Kitfox
LSA, but it is not designed to be a fly-all-the-way-across-the-country-withtwo-weeks-worth-of-clothes-airplane. It’s designed to be an effective trainer, as well as a “go out and have a good time” airplane. The Kitfox factory demo LSA has an Advanced Flight Systems (AFS) 3500 glass panel. Although buyers can pretty much do whatever they want in the way of a panel, glass seems to be gaining more popularity in the LSA world. This LSA also has angle of attack indicator. Basically, the aircraft speaks to you to warn of an oncoming stall and gives instructions on how to avoid it. I have some experience with Kitfox aircraft and found their stall characteristics to be rather benign, so I was surprised by this. “We thought it was important to add because the most common accidents are stall/spin accidents,” said McBean. “It is set to a really conservative level. It is activated by pressure ports on the top and bottom of the wing. We calibrated it so as you get close to the stall, you will hear an audible alert and a female voice will tell you ‘angle, angle, push, push,’ and what it is telling you is to push the stick forward.” The AOA is also color-coded. Red is BAD. Yellow is caution. Green is normal. So if you did not hear the warnings, feel the vibration, notice the sound of the engine has changed, feel the buffet, or see that you have a windshield filled with sky, a look at the AOA and the color coding should clue you in that a stall is in your near future.
Photo courtesy Kitfox Aircraft
Flying the Kitfox LSA
TAKEOFF McBean demonstrated a short field takeoff, getting us off the ground within a few hundred feet. The climb rate was good with optimal visibility. We flew west and climbed to get some altitude for air work. The 912S provided plenty of power for chandelles that got us up to altitude. Dutch rolls were first. You don’t as much fly this airplane as you waltz around the sky with it. Adverse yaw, even when you intentionally get sloppy in a turn, is at a minimum. Steep turns were next. We did them at 45° and 50° of bank. The visibility in the Kitfox, even when you have it basically pirouetting on one wing, is excellent because of the turtle deck and the wide plexiglas doors. Stalls were next. I had to see (and hear) the Angle of Attack indicator. As the nose was brought up a female voice chimed in: “Angle...angle...push...push!” (Continued on page 12)
Photos by Meg Godlewski
“You don’t as much fly this airplane as you waltz around the sky with it.”
NEWEST IN THE LITTER: In the air the Kitfox LSA is light and responsive. Kitfox Aircraft owners Debra and John McBean spend a lot of time at air shows answering questions about the new LSA, which they describe as spunky. The panel can be configured with steam gauges, but many LSA pilots are opting for glass cockpits.
General Aviation News — 800.426.8538
July 6, 2010
Is new technology worth the investment? I am about to change my Alfa Romeo boxer engine to a L ycoming O-360A1F1 on my experimental Glastar aircraft. I read your answer recently to a question if LASAR Ask is really useful (Will P aul my engine benefit from new technology? Jan. 12 issue). Its actual price is $2,500. Do you think that it is really worth this high sum?
My mechanic has doubts, saying he is not confident in electronics — that if the electronics don’t work, the engine will stop. He also says that standard magnetos usually always work. G. FRANK Italy
I appreciate the fact that you read my article on the LASAR system. One thing I overlooked when explaining the system is that any interruption of the three data sensors — manifold pressure, cylinder head temperature, or rpm — and the system automatically reverts to the fixed timing on the engine just like the LASAR system was not there.
(Continued from page 11)
There was a buffet and a break and we were flying with minimal altitude loss. Slips were next. I did a forward slip, then McBean took the controls and did a sideslip that would probably make most airplanes lose parts. The Kitfox handled it like a champ. We did the flight during a fly-in, which requires you to be flexible when it comes to landing. The Kitfox proved it was when we were told to do a short approach and land on the grass. Another slip and a soft-field landing and we were down in a minimal amount of real estate. Because of its relatively low fuel consumption
Therefore, the engine would not stop as a result of the LASAR system experiencing an electronic failure. The systems are redundant. I wish I could answer your other question regarding whether the LASAR system is worth the investment. There is no doubt it has some advantages over standard magnetos, such as a much hotter starting spark and the ability to adjust the timing for optimum engine performance at cruise power. However, are these requirements something you really need for the type of flying you normally do? If you usually operate in colder climates where starting may require a hotter starting spark or you do a lot of
(another benefit of the Rotax engine), the operational costs of the Kitfox LSA are designed to be lower than that of many other training aircraft. At 75% power the Kitfox will consume 4.8 gallons per hour, or roughly a third less than many other non-LSA trainers on the market. Endurance in the Kitfox is about five hours at that power setting. The only downside I could see is that some FBOs and schools are still reluctant to embrace the 912S engine, waiting instead for Lycoming or Continental to produce something that will work for LSAs. Base price is $83,495. Nicely equipped with glass, under $100,000. For more information: KitFoxAircraft.com.
long distance cross country flying, then the investment may be justifiable. It’s a very difficult question that has to be decided by your own personal choice. Also, how familiar is your maintenance technician or facility regarding the LASAR system? If it’s a system they have little or no experience with, then this may cause them some concern until they acquire the proper training and any special equipment that may be required to properly service the system. Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to: AskPaul@GeneralAviationNews.com.
Photos by Meg Godlewski
By Paul McBride
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FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts for 120-185.Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com
C-180A, HORTON STOL, 290hrs on Texas Skyway O470U eng/prop, Garmin IFR-GPS, dual EGT, Topline radios, many extras, new paint/leather int, always hangared, very clean, $85,000, 702-723-5427 702-228-5982. AD#999
SELKIRK AVIATION Inc. has FAA approval on composite cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. www.selkirk-aviation.com or 208-664-9589.Ad#965 Champion Parts - 2055
1973 C-180J on Aqua 3190’s. Wheel gear. 2590TT, 352 since total rebuild. Beautiful. $139,000. See at www.waterfallproperty.net 907-254-2163. AD#320 Cessna 182 - 1909 1961 C-182 320 SMOH “GOLD SEAL” 1700 TT, GARMIN 430, hangared. Excellent paint & interior. $58,750. Must see to appreciate! ad#1002 1965 C182H, P-Ponk 0470R/50 275HP, 160 SMOH, 2621-TT, King IFR, nice original, hangared. $64,950. CA/510-783-2711. www.americanaircraft.net AD#495 1960 SKYLANE, 5350+ TT,1170-SMOH, 150-SPOH, P&I 9, Garmin135A GPS/com, King KX170A VOR w/GS, Apollo SL70 xpdr, EGT/CHT, cowl/manual flaps. slant tail, Horton STOL, aileron/ flap-gap seals, leading edge cuff wingtips, stall fences, 4-pl intercom, ext baggage, May annual. $47,000. Ron/509-750-7225. AD#480 1979 C-182Q, 625 Airplanes Conversion. IO-550-D, 300hp, 3-blade prop, GNS-530W, GNS-430W, HSI, STech-50, EGT/CHT, leather interior, hangared, April-annual. Very Nice! $110,000. 503-631-7426.AD#932
1978 C-172N, 160 hp, 6475 TT, zero SMOH, good paint, very nice interior, fresh annual, $49,500. 541-882-8315, 541-884-1425. AD#764 1969 CESSNA-172K, 4629-TT, 1546-SMOH O-320 E2D. Aircraft is configured for floats, had PK-2300 floats on it. Asking/$45,000. Call/William Duvall/253-307-9271. AD#910 RENTON WA Club membership for sale. 1963 C-172D. Full-O-360, 180hp, C/S-prop, 80-SMOH, IFR-cert, GPS296. Recent avionic-upgrade. Very clean! Hangared (RNT) $4000/$60mo/$75perhr. 206-849-8457.AD#939
FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Univair, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll-free 1-888-433-5433, info 303-3758882, FAX 1-800-457-7811, www.univair.com AD#305. Citabria - 2150 CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax 509765-1616, email@example.com AD#859 CHAMPION CITABRIA 7ECA 3841TT, 1591SMOH, fresh annual, Milman metal spars, 18 gal wing tanks, wheel pants, white/blue. $30,700. 503-851-4338, 541536-3040. Citabria Parts - 2155 FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com DeHavilland - 2400
1977 C-182Q, 2485TTAF, 866SMOH, 185SPOH, Tannis engine heater, 300ADF, 300A/P coupled to 400GPS, Narco 150 xpdr w/mode-c, Garmin SL40 com, Narco MK-120 Navcom, 4-pl intercom, $100,000. 406-293-2354 LV/msg.AD#881 1958 C-182A Skylane, 475-SMOH, 50-SPOH, STOL, interior-10, paint-9, Garmin-250XL GPS-com, NDH, logs, manuals, extras, nice plane, $48,000/negotiable, Salem OR, 503-364-2473.AD#811 1973 182P, 919hrs P.Ponk ,530W, 340 audio, HSI, ME406 ELT, SR8A analyzer,3bl prop King155, 2Lightspeed, 4pl oxy. Loads of TLC. ALL FOR $147,000, 541882-1887, LnCMorstad@charter.net Ad#794 Cessna 190/195 - 1910
1975 C-172M, 4461-TT, 884-SFRM, GNS430 GPS/Nav/Com, IFR certified, University Owned and meticulously maintained. Complete logs, NDH. $50,290. Linda@ThePlane Exchange.com 707-237-2554 1967 CESSNA T-41 R172E Mescalero Warbird, 4470TT, 1560-SMOH, Cont-IO-360. Like flying a 172 on steroids. Jeff@ThePlane Exchange.com 207-794-4752. Shortcut to 172s: www.Cessna172ForSale.com
OLYMPIA WA 100-Series Cessna wings & control surfaces rebuilt on factory jigs. N/W Aviation Services LLC. 360-292-7220.Repair Station #GJER728N Ad#688 Cessna Parts - 2030 CESSNA 185D engine mount $500. Cessna 520 starter and oil filter, $300. 208-659-6490. Ad#993
1978 C-152 4992 TT, 221 SMOH, Sensenich prop. Very good paint & interior, fresh annual. NDH, $29,500. 541882-8315, or 541-884-1425.AD#762 Cessna 170/175/177 - 1906
Beech King Air - 1608
1946 C-140, 4146 TT, 1880 SMOH, 8 in/out, wheel pants, hangared, $18,500, WA 253-631-0958. AD#996
1963 C-172D 5800TT, 260SMOH on O-300D in 2004. Garmin 340, rebuilt engine mount/ inst.panel. Good paint and interior. $32,000. 208-267-4801.AD#918.
Cessna 152 - 1905
DUKE: BEST piston airplane Beech built. 147hrs on Otime engines. Everything new under the cowlings. Excellent condition! Must sell. Lost medical. 517-7408141.AD#804 83 KING AIR 200--only 1445onEngines, High Float Gear, Nice Paint & Interior. Complete Specs and Photos at: www.dmarkg.com Stan 1-800-991-6214x3.Ad#926 Cessna 120/140 - 1902
CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650. AD#180
BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! www.cessna150book.com AD#151
Cessna 400 Series - 2010 71 CESSNA-421B w/Robertson STOL. Low-time factory heavy-duty case engines, de-Ice, long-range fuel, NDH, All logs. Exceptional care, rated-9. Bob 253-3353944.ad#977 Cessna - 2020
1953 C-195B, 3300TT, 680SMOH, 266SPOH, hangared, wheelpants, 8in/out, Cleveland brakes, some spares, dual com/nav, xpdr, $89,000, 253-631-0958. Ad#997 Cessna 200 Series - 1912 1976 U206F 1715 TTSN, King digital IFR, HSI, A/P, nice original hangared condition, NDH. $119,950. CA/ 510783-2711. www.americanaircraft.net AD#937 1984 T-210 428 Fact Reman, air-cond. Garmin 396 GPS, Corp. owned, always hangared, $189,500/Make offer. DMARKG Associates Inc. Stan 1-800-9916214X3.AD#925 Cessna 300 Series - 2005 1980 CESSNA-340A, Ram VII. VG’s. 7349AFTT. Both Engines & Props. 1278TT since Ram VII conversion 604. Always hangared. $159,000. 509-747-2017.Ad#831
Place your ad today! www.GeneralAviationNews.com
1956 DEHAVILLAND BEAVER, 5-hours since stunning new paint and leather interior. SN-994. 12,100TTSN, 830since Covington Major. 20-hours on 3-bladed Hartzell Wipline 6000-Amphibs. $465,000w/free delivery in North America. (just more opportunity for me to fly it). Ron, TX/806-662-5823-cell; firstname.lastname@example.org ad #188 1967 DEHAVILLAND AMPHIB Turbo Beaver. 182-since complete overhaul. New wiring/panel/paint & 9-place leather interior. 3050-SMOH-27, 8980TT. Beautiful airplane! $795,000. NV/775-720-5252.AD#979 A REAL BUSH PLANE 2000 LB Useful load. 160MPH Cruise. 1943 Howard DGA Floats & wheels. 907-3542859 for info.AD #936 Ercoupe - 2550 ERCOUPE 415C shares for sale. Light sport airplane. Also private pilot qualified. Hangared at Yakima Airport. Flight instructor available. 509-452-1904.AD#942 FREE UNIVAIR INVENTORY LISTING Thousands of type Certificated parts direct from our factory. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, www.univair.com Howard - 3020 A REAL BUSH PLANE 2000 LB Useful load. 160MPH Cruise. 1943 Howard DGA Floats & wheels. 907-3542859 for info. AD#935
General Aviation News — 800.426.8538
Husky - 3050 92 HUSKY. Like New. All Mods. Fresh annual. New MT prop. All King Wipline Amphibs.2100. 400TT, $126,500. Carl 715-543-8429 AD#879. Luscombe - 3300
Piper Cherokee Series - 3806 1965 CHEROKEE 150HP. Beautiful Aircraft. Fully-IFR, fresh annual Nov.-2009. All AD’s complied with. Must sell! All offers considered. Don 209-785-4317AD#960.
July 6, 2010
LOTS TRI-PACER, Colt Airframe Parts. Rich Waldren 503-538-7575. AD#955 Pitts - 3950 PITTS S1C, new fabric, spring gear,canopy, less engine. $14,000 OBO. 541-947-4444. AD#902 Stinson - 4455 1947 STINSON Voyager 108 Franklin 150. PT-1315, SMOH-722. Recovered & painted 1998. New-upholstery, Cleveland-brakes, King-nav/com GPS $29,500. Steve 602-708-4664. Ad#944
1948 LUSCOMBE 8F, TTAF-4541, TSMOH-1458. TSTOH-99, King Com and Transp. AK450-ELT, Scott-tail wheel, intercom, spin-on filter, new paint-07, $26,500 fresh annual, 425-820-5653.ad#987 LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. www.Luscombe.org. 480650-0883. Ad#194 Luscombe Parts - 3310 FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com Maule - 3400 1964 MAULE M-4 #46. Recover-project. Epoxy primed ready for pre-cover inspection. Most material for recover. 2220.59-TT, 327.77-SMOH. KX-170B. $19,900. 208762-3043.AD#852 MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, www.maules.com. Mooney - 3500
LAKE AERO STYLING YOUR ONE STOP MOONEY “MALL” Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure: Email: LasarMods@aol.com www.lasar.com PARTS: 800-954-5619 or 707-263-0581 OFFICE 707-263-0412 FAX 707-263-0420 LASAR PLANE Sales has many Mooneys on consignment. Call for info & free Mooney Buyers Guide, 707263-0452, Fax: 707-263-0472. See us on the internet: www.lasar.com, email: email@example.com MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax 210-979-0226.Ad#200 parts@LoneStarAero.com RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Toll Free 877-758-3232. Fax 541-9288356. Email firstname.lastname@example.org North American - 3680
1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000, will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823; email@example.com ad#201 Pilatus - 3770 PILATUS PC12 Part 91 Fractional ownership available at Paine Field, Everett Washington. Contact Bill Robinson 425-299-7823 or firstname.lastname@example.org AD#448 Piper Single - 3800
1966 CHEROKEE 180C, 3716-TTAF, 887-SMOH, excellent-comp, NDH, 2-radios, DME, VOR, ILS, Rnav, GPS, strobes, 4-pl.-intercom, always-hangared, $36,900. AD#891 208-983-4223 email@example.com 1977 PIPER Cherokee 140, 3426-TT, 935-SMOH, 79/80 compression, high torque starter w/copper wire to battery. GMA 340 audio panel, Narco Mk12D, GNC 250XL GPS, GT327 xpdr, 4pl intercom, Rams Horn yokes, dual brakes, wheelpants, annual 11-8-09, $28,500, 509-982-2515 or 509-660-3024. 1977 PIPER Cherokee 140, TT-3426, SMOH-935, 79/80 compression, High torque starter w /copper wire to battery. GMA 340 audio panel, Narco MK12D, GNC250XL GPS, GTX327 xpdr, 4-pl intercom, Rams Horn yokes, dual brakes, wheelpants, Annual 11/8/2009. $28,500. 509-982-2515 or 509-660-3024.AD#970 64 CHEROKEE 140 About 1,000 hrs on bottom-end, about 800 on top-end with new Titan cylinders. $20,000. Bought Arrow. 760-364-3901.AD#930 PA28-140 4533TT, 246SMOH. A clean and good flying airplane. Needs some TLC. Paint has been stripped, upholstery started. auto-fuel STC, 760-channels. Asking $23,500 Paul 530-628-4104.AD#922 Piper Comanche - 3809 1960 COMANCHE 250 3154 TT, IFR cert. Center stack radios, 3-blade prop, tip-tanks, speed-mods, Gap-seals. Best one around. $59,950. 509-993-7888.AD#897 1960 PIPER Comanche 180, $41,000. TTAF-2050, TTSMOH-450, w/steel cylinders 5-hrs, 0- SPOH, IFR radios, 160mph on 9 gal fuel per hr, new paint 03/08, new parts. 559-784-0767. ad#952 1961 PIPER Comanche 180 3815TT, 461SFOH, 3-bl McCauley, A&P/IA owned 39yrs. GPS, Loran, MX12, KX125, XPDR. Annual-4/2010. $45,500. 208-731-0489. AD#1003 Piper Lance - 3812
FREE UNIVAIR INVENTORY LISTING FAA-PMA’d approved parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303375-8882, FAX 1-800-457-7811, www.univair.com Aircraft for Sale - 5020 QUALITY BEECHCRAFT AND CESSNA AIRPLANES. SINGLE-TWINS-TUROBPROPS-JETS FOR SALE! 1800-991-6214 EXT.3. Over 40 years Aircraft Sales Exp. DMARKG Associates Inc. Bi-Planes - 5150 1929 KR-21 BI-Plane Restoration Project. Complete with history and plans. 408-396-0900. firstname.lastname@example.org ad#1000. Experimentals 530 PULSAR II fast build kit w/912 FWF kit, fuselage joined, main gear installed. LSA-qualified, Roseburg OR, $12,000/obo owner motivated. 541-673-8851.AD#862 9+ EXPRESS CT, 500hrs, IO-540, always hangared, full panel, all leather, beautiful to see and fly. $89,500 OBO, 425-803-0604. Ad#948 Experimentals - 5300 1996 RV-3 177 TT & 377 SMOH, Lyc O-235 engine, wooden prop, no radios. $22,000. 509-523-3066.AD#924
SPORTSMAN 2+2, 2007, virtually new, all glass panel, dual GPS-W. Great for IFR X-Country or Back Country. $197,500. N122SK@Comcast.Net 360-943-4431. 2004 AEROPRAKT A-20 LSA, 70TT, Rotax 912ULS, 100HP, Garmin 250XL, GPS/Com, xpdr, ELT. $50,000. For more information call Cliff 435-619-6134.AD#956 AIRCRAFT GRADE FINLAND BIRCH PLYWOOD Best Prices, Call Toll Free for FREE price list, 800-222-7853 B & D International, Inc, Tacoma, WA. Now order on line: www.bd-international.com NIEUPORT 28. All kits firewall aft. Full scale. Rudder, horizontal stab/elevator and fuselage complete. Excellent workmanship. Best offer 303-805-7238 AD#933. 2004 AEROPRAKT A-26, TTAF 105, Twin 582 Rotax, outperforms Aircan in canopy comfort. Price reduced $50,000. Call for details 435-619-6134.Ad#957 T-18 1140-TTAF, 1140 SMOH, Lycoming O-320, 160 hp, original owner/builder since new in 1987, hangared (61S). $28,500. OR/541-836-2248 AD#901 SAO PAULO Seabird. The Petrel Sport-plane is a factory-built flying-boat. 2seats, open-cockpit bi-plane. TT AF/engine/prop less than 50hrs. $19,400. 509-7472017.ad#835 RV-6A 2005, 245TT, O-360, lazer ignition, Grand Rapids engine system, electric trim/flaps, metal Senenich prop, 495-GPS, dual controls.ad#795 208-659-1889, email@example.com Floatplanes - 5400 Seaplane Ratings & Solo Rentals in central Florida and Minnesota PA12 & C172 available www.adventureseaplanes.com 612-868-4243 - 612-749-1337 Light Sport Aircraft - 5620 ULTIMATE LSA For Sale. 80TTSN. This is a truly custom aircraft. For more details see at: www.n919e.com 650-588-7066. firstname.lastname@example.org ad#734
FAA Certified Repair Station #FB6R529N
Visit us at our new location on the west side of Arlington Airport!
1976 CHEROKEE Lance IFR, air-conditioned, 3-blade prop, colored GPS, $107,000. West One Air, 42 Aircraft for sale. 208-455-9393. email@example.com Ad#760 Piper Super Cub - 3820 PA-18-150 700-SMOH, 350 since complete restoration. Borer prop. Radio, xpdr, GPS, 2-pl intercom, Cub Crafters seats, 4-pt harnesses, 26” tundra tires, VG’s, steel float fittings. North River brakes booster kit, extended baggage. booster wing tips, 60-amp alternator, Harrison oil cooler, full gyro panel, all lights. $97,500. 253631-9203. 253-569-2042.AD#855 Piper Tri-Pacer - 3826 1956 PIPER Tri Pacer PA-22-150, 3031-TT, 250 SMOH, GNC250XL, belly strobe, always hangared. $20,500. WA/360-661-6943. AD#980
We’ll pay the sales tax on your GNS-430W, GNS-530W, G500 or G600 installation.
Retroﬁt glass is now within your grasp!
1957 PACER, PA22-20-150, TTAF3122, TTE1844, SMOH322, King KX175 NavCom, Narco 50A, Stitts fabric, always hangared, nice airplane. 360-692-3421, Cell 360-434-8065AD#989 Piper Warrior - 3838 1976 PIPER Warrior 151 3257 TTSN, 1098 SMOH, One owner, hangared since 1983. Well maintained. NDH. $34,950. 510-783-2711. www.americanaircraft.net AD#880 Piper Aztec - 3903 1973 AZTEC E, ONLY 365/298-SMOH, 5156TTAF, 555 SPOH, hangared, recent-P&I (leather), full-de-ice. Price reduced! $93,500/OBO. Bill WA/509-476-2974, 509-5600240. Piper Parts - 3920
NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at www.airplanethings.com
FREE UNIVAIR INVENTORY LISTING. Thousands of Type Certificated parts direct from our factory Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, www.univair.com Taylorcraft Parts - 4605
VOLMER VJ-22, less engine. With Trailer. $5900. 509750-7225. AD#754
FREE UNIVAIR INVENTORY LISTING Thousands of FAA-PMA’d and original Piper parts for J-3 through PA22 and PA-25. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com
Call 360-435-0900 for an appointment. 'ARMIN '43 4RAFlC !DVISORY 3YSTEM
Avionics Dealer for:
Garmin GNS530 WAAS