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$2.95 • February 24, 2012 64th Year. No. 4

GAN fuels expert visits Swift Fuels

P. 15

Flying the Evektor Harmony

GA Security Blog debuts P. 12 Defending GA by the numbers P. 10 The magic of mentors P. 22 A Focke Wulf’s resurrection P. 18



General Aviation News —  800.426.8538

February 24, 2012

February 24, 2012


Officials at Raisbeck Engineering report that sales continued to grow in 2011 for the third straight year, following 2008’s industry-wide setback. Total aircraft receiving one or more Raisbeck Performance Systems topped 161 worldwide, with an additional 99 newly manufactured King Air 250s and 350s receiving Raisbeck Systems on Hawker Beechcraft production lines, officials said. Projected sales for 2012 are expected to increase at least an additional 18%, not including the volume expected from Raisbeck Engineering’s new Lear Jet 60 AFT Fuselage Locker, company officials said. In more positive economic news, the latest Aviation Industry Hiring Trends survey from aviation job distribution network JSfirm indicates that aviation companies hired more people than they laid off last year — and expect to hire even

more this year. According to JSfirm manager Jeff Richards, 85% of companies surveyed expect to hire this year. Avionics and maintenance jobs will be the most in demand, according to the survey. Pilots came in third, while other companies will be looking to hire engineers, quality assurance personnel, customer service representatives, and sales and marketing professionals. The runway extension project at Florida’s Pompano Beach Airpark (PMP) is now complete. The airpark’s main runway, 15-33, has been extended by 500 feet to its current length of 4,918 feet, which allows for an increased level of safety during takeoffs and landings, according to officials. The 2012 FAASTeam Safety Standdown will debut at this year’s Sun ’n Fun, focusing on loss of control-inflight,

identified as the number one cause of fatal general aviation accidents over the last decade. The recently videotaped program is hosted by FAA Research Psychologist Dr. Katrina Avers and includes interviews with FAA Director of Flight Standards John Allen, accident survivor Barry Hyde, and three experts, including well-known CFI Rich Stowell. The program looks at four actual scenarios from the perspectives of preflight, aeronautical decisionmaking, and stick and rudder skills. After its March 31 debut at Sun ’n Fun, the program will be presented at more than 90 locations across the country. Registration is now open for the Iowa Aviation Conference in West Des Moines April 25-26. The Iowa Department of Transportation’s (DOT) Office of Aviation and Iowa Public Airports Association (IPAA) host the annual conference to help promote a

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Viking Air of Victoria, BC, Canada, has named Wipaire Inc. of Saint Paul, Minnesota, a Factory Endorsed Service Center for the Twin Otter Series 400 (pictured) and legacy de Havilland fleets. Wipaire has been engineering and manufacturing floats for more than 50 years, including Wipline model 13000 floats certified for the Viking Series 400 Twin Otter, and has engineered several Supplemental Type Certified modifications for legacy Twin Otters, Viking officials noted. Wipaire offers maintenance, repair, VIP interior design and installation, and exterior paint refinishing. Viking launched the new DHC-6 Twin Otter Series 400 production program in 2007, and has a production backlog estimated at more than $350 million. Viking provides OEM support for the worldwide fleet of de Havilland heritage line of aircraft (DHC-1 through DHC-7)., • Mickey Price | 888-735-9379

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In addition to its “Plane Talk” on IMC Radio, IMC Club has opened another broadcast channel: IMC Radio 5. Designed as a weekly platform for leaders in general aviation, it began its first weekly episode Feb. 7 with host Jason Blair, executive director of the National Association of Flight Instructors (NAFI). The weekly spotlight will air live each Tuesday at 10 a.m. Eastern and will also be available as a podcast on iTunes and other Internet media. “Plane Talk” is heard on Wednesdays from 6 p.m. to 7 p.m., Eastern, streaming over and Sporty’s has released a free app for the 2012 International Women in Aviation Conference, slated for March 8-10, in Dallas. The app contains everything from registration information to schedules and a map of the exhibit hall. The app works on all iPhones, iPads and iPods., Actor Paul Walker, star of “The Fast and Furious” movies, will narrate “Air Racers 3D,” the first IMAX 3D theater film about the Reno Air Races. The movie explores the highly competitive world of air racing through the eyes of rookie pilot Steve Hinton as he attempts to fly his P-51 Mustang to victory in the most highly-anticipated and unpredictable race class. Principal photography for the film took place during the 2009 and 2010 Reno National Championship BRIEFING | See Page 4

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Two brothers soloed within an hour of each other at Sporty’s Academy earlier this month at Clermont County Airport (I69) in Ohio. Will and Andrew Gilliland each soloed in Cessna 172 Skyhawks. The brothers are students in the University of Cincinnati’s Professional Pilot Training Program. “While Will may have bragging rights in terms of being first around the pattern, Andy executed three excellent landings and brother Will was first to offer his congratulations,” says Eric Radtke, president of Sporty’s Academy. The unusually mild February weather brought out dozens of other pilots and instructors to observe the rare event of two family members soloing on the same day. “In another twist, Andy’s endorsing instructor was Tim Miller. Andy happened to be Tim’s first solo endorsement — congratulations Tim. And congratulations to Erin Cappel who got the festivities started with her solo endorsement of Will.”, BRIEFING | From Page 3 Air Races. The film is expected to be in theaters in April. The North Carolina Department of Transportation’s Division of Aviation recently awarded $1.85 million in Federal Block Grant funds to Smith Reynolds Airport (INT) in Winston-Salem for a taxiway improvement project. The state also recently awarded $400,000 in State Aid to Airports funds to Triangle North Executive Regional Airport (LHZ) in Louisburg for a terminal area expansion project. The funds will

Photo courtesy Sporty’s

Solo times two at Sporty’s Academy

The Gilliland brothers with their instructors Erin Cappel (left) and Tim Miller. be used to acquire land for the expansion, which will include additional hangars and an aircraft parking apron. After spending 2011 traveling the globe with world-renowned aviators, Breitling’s #1 Naval Centennial Limited Edition Airwolf timepiece is being auctioned online to benefit the National Flight Academy. The auction ends at 5 p.m. Eastern Feb. 29. Starting bid is $15,000 for the auction package, which includes: #1 of 500 numbered Naval Centennial Limited Edition Airwolf watches, worn by aviators in a global journey that was initiated with

Commander Mark Kelly on the Space Shuttle Endeavour’s last flight into space in May; the official Aviators’ Flight Log Book, which accompanied every pilot on each individual flight; and a presentation of this package by Mark Kelly to the highest bidder of the auction. Proceeds from the auction will create

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February 24, 2012

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February 24, 2012 •


The folks at Greenville Downtown Airport (GMU) in South Carolina know a thing or two about young love. That’s why they were all so accommodating when Courtney Blackwell asked airport authorities if she could surprise her fiancee, John Harmon, by taking their engagement photos at the airport. You see, John is crazy about aviation. The two met while working in the same office in Greenville, but they lived in different cities — Courtney in Westminster and John in Chesnee. Each city is about an hour from Greenville — in opposite directions. So while dating, the pair would meet after work at GMU’s observation area where they would watch the aircraft and have dinner. John has been a member of the Aircraft Owners and Pilots Association (AOPA) for four years, even though he has never flown in a general aviation airplane. He has loved aviation since he was a little boy

and his aunt used to take him to the area’s commercial airport, Greenville Spartanburg International Airport (GSP), before security made it impossible to see aviation in action. He said he loves to learn about aviation and would go through pilot training — if money were no object. Courtney bought John a scanner for Valentine’s Day one year, so they could hear the air traffic control tower employees and pilots interact. And this year, right before Valentine’s Day, Courtney contacted authorities at the Greenville Downtown Airport to see if she could surprise her fiancee with having their engagement photos taken at the airport. The airport and others immediately opened their doors and planes to the couple. Hank Brown with Greenville Jet Center allowed them out on the ramp and into the flight planning room and other places to take photos. Airwolf Aviation Services, a flight school, and Mint Air let them have

Photo by Monica Parkkonen

Love is in the air

Courtney and John at Greeneville Downtown Airport in South Carolina. photos taken inside their planes. They also got to visit the control tower. And John may finally get his chance to fly a plane. Michele L. Rash, director of operations for Airwolf Aviation Services, has donated a Discovery Flight to both John and Courtney as an engagement present.

“One of them can ride in the back while the other flies,” she said. “We’ll go to another airport, switch places, and the other can fly back. Congratulations!” Courtney and John will be married April 28.

Sun ’n Fun unveils incentives for pilots flying to airshow All pilots who fly into Lakeland-Linder Regional Airport (LAL) next month for Sun ’n Fun will qualify for a Fly-In Pilot Discount package. Discounts for the show, which is slated from March 27-April 1, include $30 for a daily ticket if pre-ordered online. In addition, each fly-in pilot will receive

a Welcome Packet that includes a free Souvenir Program, Campus Map & Info Guide, voucher for a free draft at Sunset Grill, and a $2 off coupon for a Sun ’n Fun T-Shirt (redeemable at on-site merchandise tents only). The PIC receives an “I Flew to Sun ’n Fun 2012” hat (provided to the first 2,500 pilots).

Also, new pilots who received their licenses between April 1, 2011, and April 1, 2012, will receive a welcome rate of $30 for a daily ticket. Sun ’n Fun also is joining forces with its local avgas provider, Columbia Air Services, which will bring in nine additional fuel trucks and more than 40 fuelers

so that no one waits for gas, according to Sun ’n Fun officials. Pilots flying in are encouraged to check the website for FBOs along the way that advertise special offers. Check the “FlyIn” tab and then choose “Getting Here” to find an FBO on your route.


General Aviation News —  800.426.8538

By MEG GODLEWSKI If your family outgrows your home and relocating is not an option, you remodel. That metaphor applies to airspace too, which is why Seattle’s Class B airspace was recently redesigned. “The previous Class B airspace design in the Seattle area had become outdated and resulted in an inefficient use of airspace,” said Mike Fergus, Public Information Officer for the Seattle office of the FAA. “To increase safety and maximize the efficiency of overall airspace resources, a new design was planned.” As traffic increases, so does the possibility of conflict, noted Fergus. While aircraft on IFR flight plans have the benefit of Flight Following from ATC, VFR pilots who do not take advantage of ATC services are on their own to maintain separation. In congested airspace, that can be a challenge. The VFR/IFR separation was a big part of the Seattle redesign, said Fergus. “The old design allowed IFR glide slopes to exit controlled airspace and then reenter as it proceeded down to the airport,” he said. “This exposed those controlled aircraft to VFR uncontrolled flights with potential for conflict. The new design keeps the glide slope entirely inside controlled airspace.” Some pilots in the Pacific Northwest

were taken by surprise when they picked up the new charts in December and saw the changes. They shouldn’t have been, noted Fergus, as the redesign work began in 2007 and followed a formal rulemaking process. Among the most noticeable change was the raising of the floor of the key-shaped Bravo south of Seattle-Tacoma International Airport (SEA) from 1,600 to 1,800 feet. The airspace is sandwiched between the Class Delta of Joint Base Lewis-McChord (TCM) and Tacoma Narrows Airport (TIW). In the past, pilots had the choice of flying approximately 1,000 to 1,500 feet above the Interstate, subdivisions and industrial parks or altering their course for a longer route, with careful attention paid to ground landmarks or the GPS to be sure they didn’t clip the Bravo. “The altitude to the south of Sea-Tac that changed by 200 feet was based on the glide-slope altitude for aircraft arriving at Sea-Tac,” he explained. “That area has seen an increase in VFR traffic and we were trying to better serve the VFR pilots by allowing them an area to transit around Class B.” Pilots who are not fans of controlled airspace will be happy to know that the redesign reduced the Class B by approximately 194 square miles, but still retains existing features familiar to local users.

Photo courtesy FAA

Seattle Class B redesigned

February 24, 2012

The old Seattle Class B has gone from an upside down wedding cake to an emerald shape. “Where possible, this design aligned Class B boundaries with existing VOR NAVAIDs and geographical features, resulting in improved boundary definition,” he said, noting this makes navigating around and through the airspace easier for all pilots. “It is important to note that existing IFR traffic — primarily SEA turbojet traffic — routes and altitudes did not change as a result of this airspace modification,” he said.

Formerly, the familiar blue lines on the sectional featured a cylindrical design that evoked an image of an upside-down wedding cake. Now it is more squared off, with local pilots saying it is reminiscent of an emerald, which some noted is fitting as Seattle is known as “The Emerald City” in some circles.

Data collection completed on experimental accidents WASHINGTON, D.C. — Throughout 2011, the National Transportation Safety Board conducted a study of Experimental Amateur-Built (E-AB) aircraft to evaluate the safety of this growing segment of general aviation. In addition to using the information gathered during its accident investigations, the NTSB has been working with the FAA, the Experimental Aircraft Association (EAA), and individual owners and builders to evaluate a range of issues unique to this popular segment of general aviation, NTSB officials said. “The cooperation we have received from EAA and the E-AB community has been tremendous,” said NTSB Chairman Deborah A.P. Hersman. “Through this

study, we hope that we’ll be able to give the innovators and aviators in the community information about accidents that will result in a real and immediate safety payoff for them when they are flying these aircraft.” As part of the study, NTSB investigators conducted in-depth investigations of 222 E-AB aircraft accidents that occurred during 2011. Fifty-four of these accidents resulted in 67 fatalities. Most of these accidents (93%) involved amateur-built airplanes, the remaining accidents involved gyroplanes (4%), helicopters (2%), and gliders (1%). Accidents occurred in 44 states, with California (18), Texas (16), and Florida (14) accounting for the most.

More than half (53%) of the accidents investigated in 2011 involved E-AB aircraft that were bought used, as opposed to having been built by the current owner. The EAA supported the study by conducting a web-based survey of E-AB owners and builders. More than 5,000 E-AB owners and builders responded to EAA’s survey, and 4,923 of these responses were sufficiently complete to use in analyses, according to NTSB officials. Most respondents (97%) described E-AB airplanes, while gliders, gyrocopters, and helicopters were each described by slightly less than 1% of the respondents. About 63% of respondents had already built their E-AB aircraft, 13% were cur-

rently building their E-AB aircraft, and nearly 24% had bought used E-AB aircraft. More than 340 distinct makes of amateur-built aircraft were reported, although kit manufacturers accounted for more than 55% of the reported aircraft. “The NTSB is extremely pleased with the number of respondents who participated in the survey,” said Dr. Joseph Kolly, Director of the Office of Research and Engineering. “The survey data provides us with quantifiable, factual information that enriches our understanding of how E-AB aircraft are built and operated.” The safety study is scheduled to be completed in the spring of 2012.

February 24, 2012 •



General Aviation News —  800.426.8538

FAA bill includes protections for GA ing bill, said Brent Blue, organizer of Through­, who noted that support from the Experimental Aircraft Association (EAA) and Oregon’s state and federal legislative representatives also was instrumental in having rTTF language in the long-overdue FAA reauthorization bill. “Congressman Graves, who not only was able to force a Transportation and Infrastructure Committee hearing on the topic, championed the inclusion into the legislation, as well as several other general aviation issues which will help the future of small aircraft in the United States,” Blue said. RTTF access became an issue about five years ago when FAA staffers decided that hangar homes were an incompatible use of adjacent airport property, Blue noted.

After 23 short-term extensions, both chambers of Congress finally passed a four-year funding bill for the FAA. While the $63 billion bill allows the FAA to move ahead with long-term work on the Next Generation Air Transportation System (NextGen), a priority for the agency, it also contains some provisions that make general aviation advocates happy, including protections for residential Through The Fence (rTTF) access. RTTF access is defined as homes with attached or adjacent aircraft hangars with access to airport taxiways and runways. Hangar home owners with rTTF access pay similar fees as airport users and support the airport with fuel and service purchases, advocates note. Rep. Sam Graves (R-Mo.) led the charge for rTTF access in the FAA fund-

February 24, 2012

of the Approved Type Certificate from liability for use of the data. According to officials with the Aviation Foundation of America, very few of these aircraft are still being manufactured today and very few of the original manufacturers are still in business, yet thousands of the aircraft still exist in private collections and continue to be restored, maintained and flown. Over time much of the technical data was scattered through various government offices and storage facilities, which meant locating the data for purposes of restoration, repair or continued airworthiness inspections grew increasingly difficult, foundation officials note, adding the FAA adopted a policy that made obtaining the data very difficult.,

The rTTF language in the new bill protects airports from losing airport improvement grant funds from the FAA due to past, current, or future rTTF agreements. Another provision in the bill, also championed by Graves, a pilot, aircraft owner and co-leader of the House General Aviation Caucus, mandates the preservation of vintage aircraft design data for 1,257 makes and models of aircraft built in the United States from March 1927 through November 1939. The amendment also removes the claim of “trade secret” status to vintage aircraft drawings and grants access through a Freedom of Information Act request to anyone who wishes to examine or copy the drawings for non-commercial purposes. In addition, it relieves surviving holders

Original artwork entries in the 18th annual CAE Horizons of Flight Aviation Art Exhibition and Competition are on display through April 27 at the CAE SimuFlite Training Centre in Dallas, Texas. The juried competition was first held in 1993 and is one of only two non-military aviation art competitions and exhibitions in the United States, according to CAE officials. Awards will be presented in March. The 2010-2011 Best of Show was awarded to Ardell Bourgeois for his oil painting “Dove of War,” which depicts a Rumpler Taube (Dove) aircraft as it cruises in the light of dawn over the stalled Western Front in 1914.

Photos courtesy CAE

Art competition entries on display

A few of the 35 original entries for this year’s competition (above); last year’s winner (right).

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February 24, 2012 •

A death knell for LightSquared’s plans? Charles Spence Capital Comments

WASHINGTON, D.C. — After long and often contentious efforts to work out a safe way for LightSquared to build a network of about 40,000 land-based towers in the U.S. for high-speed wireless transmissions — without interfering with GPS — the battle seems to be nearing a satisfactory conclusion for general aviation and others using GPS. The Federal Communications Commission is expected to rescind a conditional waiver issued to LightSquared last year after it was informed Feb. 14 by the National Telecommunications and Information Administration (NTIA) that there is no practical way to prevent interference of GPS frequencies from the planned LightSquared network. A condition of the waiver was that LightSquared prove its proposed LTE network wouldn’t interfere with frequencies used by GPS. Those who depend on GPS, including general aviation, immediately objected to the waiver, especially after testing consistently showed that LightSquared’s transmissions interfered with GPS. In fact, one test showed it interfered with 75% of GPS navigation devices. LightSquared officials argue that GPS manufacturers rigged the tests, using special or obsolete devices that would show interference, as well as not including filters that could prevent the interference. In a prepared statement, company officials said the FCC should take the NTIA’s recommendation “with a generous helping of salt.” The FCC won’t make a final decision until it has heard public comments.

Craig Fuller, president of the Aircraft Owners and Pilots Association, welcomed the FCC’s decision as another example of the growing recognition of general aviation and the value of all flying. “Pilots use GPS in all phases of flight from takeoff through landing, and GPSbased approaches permit all-weather access to some 2,000 airports not served by ground-based systems,” he said. “Ongoing work to modernize our air traffic infrastructure will only increase our reliance on GPS, so keeping the system accessible and free from interference is critical to ensuring that we continue to have the safest aviation system in the world.” GPS is the basis for the Next Generation Air Transportation System (NextGen), which will replace radar with satellites. The FAA and the aviation industry have already invested more than $8 billion in NextGen. Long-term planning and contracting for development of NextGen has been slowed because of disputes between the Senate and the House over union voting in

transportation businesses and other issues that prevented long-term financing since 2007. Those disputes led to 23 short-term extensions in the agency’s funding. A long-term reauthorization bill was finally hammered out and recently signed by the president, which includes $11 billion for NextGen. Worries about LightSquared’s plan and possible interference with GPS led to a recent House Aviation Subcommittee hearing where John Porcari, Deputy Secretary of Transportation, testified to the importance of GPS, citing its value not only to aviation but also to first responders, search and rescue, weather tracking, earthquake monitoring, national security, and more. Porcari said the FAA intends to work with NTIA to draft new GPS interference standards, adding the agency has already spent $2 million testing LightSquared’s network. Rep. Tom Petri (R-Wis.), chairman of the subcommittee, declared he was

pleased with the protective plan Porcari said the Department of Transportation will pursue to protect GPS. He added that “efforts must be made to ensure aviation safety and efficiency benefits made possible by the GPS system are preserved.” Also testifying at the hearing was Fuller, who warned that interference with GPS signals could jeopardize the fundamental technology in airspace modernization efforts, pointing out that there is no viable backup system in the event GPS becomes inaccessible to general aviation. Although definitely on a positive path, the fight between aviation interests and LightSquared over GPS is not totally settled as LightSquared has indicated it will continue to struggle for a solution. But if the FCC restriction follows through, LightSquared might have to cancel its plans for a $14 billion wireless system. Charles Spence is GAN’s Washington, D.C., correspondent.

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February 24, 2012

Defending GA by the numbers René Banglesdorf Guest Editorial

to visit a client’s facility in Fort Stockton, Texas, and then meet with the company’s executives in San Antonio, there are several options: can pile into two  They SUVs and drive:

The private aviation industry is an often misunderstood and under-valued resource of the American economy. Without it, many of the best companies in the country wouldn’t be half as productive as they are. It was all over the news when the Big Three car manufacturers were lambasted for flying private jets to attend Congressional hearings, but the vast majority of Americans weren’t privy to the reasons for the CEO’s method of travel. It saddens me that the very people who jump on the bandwagon to attack private aviation are the ones who have the most to lose. A CEO forced to fly commercial — which makes him or her much less effective — directly impacts the company’s bottom line and, ultimately, its employees. A CEO not closing a big deal means production cuts, quotas missed and, ultimately, jobs lost. The world of private aviation is not the same as the luxury yacht market. The majority of times, private jets are used as es-

sential business tools, not the sexy means of arrival for a junket. Disallowing use of this business tool hurts every American in a global economy when we need every competitive advantage we have. From a business standpoint, private aviation is a win-win. It enables you to travel in the most efficient way, without security queues, layovers or distractions in the airport or on the plane. When you have several team members traveling together and you factor in their hourly wages and how much time is wasted in traveling on commercial airlines, it becomes cost-effective as well. You’d be surprised to learn how many small- and mid-sized companies have used this competitive differentiator to expand their business footprint and grow, even in a down economy. If you value the impact of meeting faceto-face, shaking hands, and inking deals in person, business aviation is an important asset to consider. For instance, if a team from a Dallas-based company needs

Time: 7 hours to drive to Ft. Stockton; have the meeting. Spend the night. 5 hour drive to San Antonio; have the meeting; then a 4 hour drive back to Dallas. Cost: 2 Vehicles, 1,000 miles of driving, 6 full tanks of gas: $360; 36 meals, average $20 per meal: $720; 6 hotel rooms, $150 per night: $900; lost productivity: 80 man hours in two days, just in driving, $8,000 (at a conservative $100 per man hour) Total Cost of Trip: $9,980.

 They can fly commercially:

Time: 1 hour at airport, 1 hour flight to Midland International Airport (MAF), 2 hour drive to Ft. Stockton; have the meeting. 2 hour drive back to MAF, 1 hour at airport. 1 hour flight to San Antonio. Spend the night. Have the meeting. 1 hour at airport, 1 hour flight back to Dallas. Cost: 18 airline tickets @ $200 per

ticket, $3,600; two rental cars, $50; 30 meals, $600, 6 hotel rooms @ $150 per night, $900; lost productivity: 60 man hours in two days: $6,000. Total cost of trip: $11,150.

They can fly privately: Time: 1.5 hour flight to Ft. Stockton, 10 minute drive to facility, have the meeting; 10 minute drive back to airport, 1 hour flight to San Antonio, have the meeting at the airport’s FBO, 1 hour flight back to Dallas. Cost: 3.5 hours in a chartered PC-12 ($1,000 an hour) $3,500; 12 meals, $240. Lost productivity: 0. Executives can continue working on the plane without distractions. Total cost of trip: $3,740.

Doing the math is a compelling enough exercise, but when you factor in the talent companies attract when they communicate that their sales, technical and management’s time and quality of life are that valuable, it’s a whole new ballgame. Rene Banglesdorf is the CEO of Charlie Bravo Aviation in Texas. She can be reached at


All the stories about user fees causes me to think perhaps there should be a user fee that applies specifically to politicians. What I have in mind would be a fee for each speech. On a national level, giving a speech might cost, say, $100,000. Fees at the local level would graduate downwards, based on whether it is a state, county, or city politician, and the population the individual either represents or desires to represent. Things like debates, which are really nothing but a series of campaign speeches, at the national level would cost each candidate a flat $1 million each. The positive effects include a better understanding on the part of politicians of just how fair user fees really are and, given the number of speeches given, a significant drop in the national debt. A side benefit would be a decrease in global warming, due to a huge drop in hot air. JIM B. BELCHER via email


I have just read through my letter on the Spitfire close reproduction that you were kind enough to publish on the Letters page of the Jan. 27 issue of General Aviation News that arrived today (A Spitfire purist). I do hope that fellow enthusiasts will find it informative, in addition to being entertaining. However, I am taking cover behind my computer desk to await the incoming

Have something to say? Send comments to or fax 858712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less. bricks hurled at me by surviving World War II USAAF veterans. Sadly, your editorial blue pencil went off heading long enough to alter my piece to state that the Eagle Squadron flyers transferred over to the United States Air Force. Not so — the United States Air Force did NOT come into being until 1947 and it would have been around 1942 that the Eagle Squadron flyers transferred to the US 8th Air Force. In my letter to you I wrote USAAF and those are the initials of the United States Army Air Force. Those young fellers of the Greatest Generation are extremely proud to have served in the US Army Air Force that often flew into airborne hell over Europe and so they will be very much “bent out of shape” to see my apparently incorrect titling laid upon them. I’d be most grateful if you would do those fellows the honor of giving them the recognition they deserve by correctly referring to the USAAF. Many thanks, JIM NEWMAN via email Editor’s Note: As Mr. Newman details, it was an error made by the editor while editing the letter to fit into the space provided. To all those who served in the

USAAF, please accept my apologies — and hurl all bricks at me, not Mr. Newman! — Janice Wood


Sorry to hear of the passing of a true aviation ambassador. I have heard of “Big Fred” but never had the pleasure of a ride. I’m sure Dave is up there flying “Unlimited.” There’s a lesson here: Make sure you get a little time with these guys, we won’t miss them until they’re gone. And all those wonderful stories will be lost. ERIC BARNHILL via


Jack Brown, the oldest mentor in my life that I can recall, passed away late last year at 93. I am sad when I think about him! He was about 27-28 years old when I knew him and I thought of him kind of like an older brother. I knew Jack Brown in the years 19461947 after he came home from World War II and opened a bike shop on the south side of Garfield Street just a few doors from the entrance to what was then Pacific Lutheran College (PLC) and is now Pacific Lutheran University (PLU). I was 12-13 years old in those years

with a paper route and spent a lot of time visiting and talking with Jack, about all kinds of stuff. Jack sold me a brand new Deluxe Schwinn Cruiser bicycle for my paper route that I was convinced I needed. He wasn’t convinced, and we both knew the bike was too expensive. I also knew he had to make money on the deal, so we talked, and talked, and he worked it out for both of us. The bike was “overkill” but a dream to ride and would easily carry three full bags of papers on Sunday mornings (two sidesaddle and one on the handlebars). I think Jack was as proud of it as I was. I probably haven’t seen Jack since about 1948. I started flying at Spanaway as a 14 year old in 1948 by bumming rides and helping out at the field. I later got my pilots license, owned and flew a retractable, turbocharged, pressurized Cessna Skymaster that was about the same class as the Schwinn — too expensive, but what a ride and joy to fly. As a pilot, I subscribe to many aviation magazines. When Jack’s obituary appeared in the Jan. 13 issue of General Aviation News and it was mentioned that he once used to run a bike shop, and also later learned to fly at Spanaway, I knew I had found my good friend from long ago. I will always remember Jack as a good friend who was always a joy to visit with, and was a great mentor for a young kid. JESS BROWNING via email See more on mentors on page 22.

February 24, 2012 •

From blasé to enthusiastic Jamie Beckett Politics for Pilots

Like a lot of cities and towns in America, my city has a program in place that is designed to help business professionals segue into becoming civic leaders. The program is called, fittingly enough, Leadership Winter Haven, and it is operated through the local Chamber of Commerce. It is a formal, seven-month-long program that allows each leadership class to get up close and personal with aspects of the city and its economy that they might not normally be exposed to. Periodically they take a day-long excursion to see and interact with such varied economic facets of our area as tourism, technology, city and county government, education, light industry, media, and agriculture. Last week they visited Gilbert Field, our airport. I was scheduled to make a brief presentation to the group, but since life has a way of throwing curve balls at us, I found myself stuck between two tasks. I had the option of being late to my own presentation while I delivered my daughter to school after an orthodontist appointment, or my daughter could be even later to school than we’d planned, which would be inconvenient for her, but it would allow me to be on time to speak to the class. Guess who got the short end of that stick? My daughter is 13 years old, a member of the Civil Air Patrol, and very much dedicated to the idea that she will attend either The US Naval Academy at Annapolis or the US Air Force Academy in Colorado Springs. Her ultimate goal is to fly fighters, but her goal last week was no more complicated than to get to school. She’s happy and comfortable at the airport, but a serious fact-finding mission for 15 businessmen and women seated at an oversized conference table is not her idea

of a day at the park. I’m proud of my girl. She sat quietly out of the way while the airport director got things rolling. I stood off to the side, waiting for my turn to tell this collection of local professionals why the airport is important to them, even if they have no interest in airplanes, helicopters, airships, or air travel in general. I was loaded for bear and ready to go. My daughter wasn’t, however, so it was something of a surprise to her when the airport director mentioned the Civil Air Patrol squadron that is based on the field, and called on my little girl to give an impromptu presentation on what CAP is all about. Now I can tell you in all honesty that if someone in a position of authority had pointed me out at 13 years of age, and suggested that I stand up and give a short speech to an assembly of some of the most important businessmen and women in town, I would have wet my pants, thrown up on my own shoes, and left the room in tears. That’s a best case scenario, of course. It might have been worse. My daughter didn’t do that. She stood up, spoke in a reasonably strong, clear voice, and told that gathering of adults exactly what the role of the Civil Air Patrol is. She talked about the goals she and her squadron mates were setting for themselves, and how the Civil Air Patrol helps teach them leadership skills by providing hypothetical and actual scenarios where it’s essential that they work together in a coordinated manner. She did just fine, and I was understandably proud of her. My turn came next so I took my place at the head of the table and spoke my piece. I moved around the room, blabbered away in an over-caffienated blur of words, and generally extolled

daughter, or me. In fact I have no idea the virtues of general aviation by pointing what he thought was so awe inspiring out aspects of the industry they had never about the airport I call home. I don’t care, thought of before — all of which is pretty either. A win is a win, and I’ll take ‘em in much a daily routine for me. any form they happen to take. I left the room knowing we’d done I find real solace in knowing that a busireasonably well. We hadn’t bowled them nessman who hadn’t had enough interest over, though. in the airport to visit in the two or three deThe group’s previous stop for the day cades he’s been in town now describes his had been at the police training facility, impression of the place as “awe.” Perhaps where two of the group asked to be Tazed, he’ll become a flight student at the local for reasons that are entirely beyond me. flight school, or maybe The police on duty, he won’t. It could be having an excellent “You known, I’ve that he’ll bring his sigsense of humor and nificant other, or a few no compunction at all never been to our good friends out to enabout dropping a bankairport before but I joy lunch at the restauer or a real estate developer to the ground, was just in awe after rant on the field. Then again, he may not. fulfilled their wishes that visit yesterday.” Whatever the case, he and provided the tools gives every indication that made a duo dance that he will be back. with high voltage exMore importantly, his attitude about the citement. airport has shifted from blasé to enthusiI knew my daughter and I hadn’t made astic. that kind of an impression, and I wasn’t With a few more transitions like that, going to try, either. So I gathered up the we can truly start to make the airport work girl and moseyed down the hall toward for everyone in its own way. I’m pretty enthe main exit, leaving the cheerful group thused about that to be honest with you. gathered around the Redbird simulator. I don’t have any desire to direct the One lucky businessman was attempting public at large as to what they should to fly direct from GIF to London’s Heathfind worthwhile about the airport — I just row before moving on to their next stop. want them to experience it first-hand and Time constraints being what they were, find out what the place has to offer. I have I thought his chances of completing the every confidence they’ll find something flight were slim. I encouraged the attempt that works for them, given the chance. though. Now, I wonder what other groups we The next day I had a meeting at a local can invite out to the airport for a visit? I advertising and marketing agency for a also wonder how much school my daughcompletely non-aviation reason. Again, I ter can miss to fulfill the speaking engagefound myself seated in a conference room ments I’m going to have to commit her surrounded by businessmen and women, to. in a completely different part of town. This is going to be a busy, productive, I recognized one of those businessmen and celebratory year. I can just feel it. as a participant in the Leadership Winter Haven class that I’d spoken to at the Jamie Beckett is a CFI and A&P who airport the day before. We shook hands, stepped into the political arena exchanged pleasantries, and then he gave to promote and protect GA at his me the best gift I could have ever hoped local airport. He also is an owner for. He leaned over and said, “You known, and contributor to FlightMonkeys. I’ve never been to our airport before but I com. You can reach him at Jamie@ was just in awe after that visit yesterday.” Now I don’t honestly know if he was impressed by the airport director, or my

Do you remember your first airshow? Do you remember going to your first airshow? Were you a kid or was it just last year? Was it when you took your kids for the first time? There are almost as many stories as there are airshow fans, which is why over the last year, LiveAirShowTV has been asking people in the airshow industry about their first show. “This has been a fun story for everyone,” said Jeff Lee, LiveAirShowTV President. “During the course of an interview some performers would tell us about seeing something amazing at an airshow as a kid. We took that thought and started asking people about their earliest memories during almost every interview we’ve done. A lot of them are alike, but in one

way or another everyone had a specific moment when they knew they HAD to be involved in airshows in some way.” In the first installment of an on-going series, Lee interviews performers Skip Stewart, Matt Chapman, John Klatt, Michael Goulian, and airshow announcer Larry Strain. “No matter how much time had passed, every person’s eyes lit up and that excitement returns as if it was yesterday,” Lee said. There will be more episodes in this series in the future. “We also want to know what airshow fans remember about their first airshow,” he said. “Watch the video and find out how you can be involved in this on-going story.”



General Aviation News —  800.426.8538

Security Planning 101 Dave Hook GA Security Blog

When most think of airport security, they see in their mind’s eye fences, television cameras and DVRs, lights, and so on. But in the big picture of security, these elements in reducing risk to an acceptable level are only the fourth of five steps. There are three steps in front of this step, so if mounting a CCTV camera is the only thing we do, then we are missing the other 80%. As a great radio announcer and story teller used to say, let me give you the rest of the story. There are five steps to lowering the risk of loss of something important: Risk avoidance, risk transfer, risk spreading, risk control, and risk acceptance. Like painting a runway or installing a database in your GPS navigator, just because you’ve done it once doesn’t mean that you shouldn’t periodically review it and be prepared to do it again. Risk avoidance is the deliberate decision not to do something. For an airport it could be the decision to provide 100LL fuel only, but not Jet A. By doing this the airport does not encourage expensive air-

craft to make use of the airport — they do lose out on business, but reduce the risk of having an expensive airplane being damaged on the ramp. For an airplane owner the decision could be not to fly into soft fields or unimproved strips. The potential risk of damage to one’s aircraft could exceed the utility of flying into that airfield. That’s risk avoidance — intentionally choosing not to do something. Risk transfer is simply having someone else shoulder some — or all — of the burden of loss of something we want to protect. There are two common ways to do this. You can purchase insurance or purchase a bond. Most are familiar with these products for risk transfer, so I won’t belabor this step. But I will say that the terms of insurance coverage and exclusion tend to cause people to re-evaluate their risk avoidance strategy. Risk spreading deals with multiple similar assets. If you have a fleet of aircraft or a fleet of fuel trucks and your airport has a history of catastrophic weather phenomena during a particular time of year, you

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might relocate those assets out to multiple locations. The idea is that if something bad happens at one location that results in the damage or destruction of one asset, the likelihood that most or all of the other assets will be damaged or destroyed is reduced. Risk control is the element of risk mitigation that most think of as security. Risk control involves reducing risk by controlling access, increasing surveillance and detection, and improving security force or law enforcement response. Risk control needs to be carefully coordinated and integrated with the previous three elements of risk reduction because it can easily become more expensive than it needs to be. This is also the step that needs to show some sort of return on investment. For example, if installing a fence to protect your airplane will reduce your insurance premiums, then you can take that savings and use it to figure how many years it will take to recover the cost of the fence. Depending upon how easily that asset can be replaced, it may be more cost effective to purchase more insurance or pay a higher premium to remove an ex-

February 24, 2012

clusion than it is to install the fence. But you won’t know that if you don’t scrutinize your coverage and examine costs, so before writing that check to a security equipment vendor, don your green eye shades and crunch the numbers. Finally, the fifth and final element is risk acceptance. Stuff happens. Murphy lives. If you’ve exercised care in reducing risk with the previous steps, you have to ask yourself if you are willing to accept the remaining risk. If the answer is no, then as I see it, you have two choices. You can either go back to the different risk elements and make changes to reduce the risk to an acceptable level or don’t do whatever it is. But typically by the time you’ve taken all of these steps and done all you feel you can, you’ll likely be willing to accept the residual risk. Fly safe and be secure! Dave Hook, an expert on general aviation security, is president of Planehook Aviation Services ( in San Antonio, Texas. See more of his GA Security Blog at

Former GAN editor dies Daryl Murphy, who served as editor of General Aviation News from 1985 to 1989, died Jan. 3, in his home in Irving, Texas. He was 76. Born in Sterling, Kan., in 1935, he was the grandson of early homesteaders. He attended Kansas State University, Emporia State University, and Sterling College. He married Kathleen Minter in 1964 and had one daughter,

Kelley Maureen Murphy. He was with Cessna Aircraft in Wichita as merchandising manager before becoming the editor of General Aviation News. He also served as a correspondent for Aviation International News and was a contributor to Cessna Flyer, Piper Flyer, Airport Journal, Business Jet Flyer, as well as being the author of seven auto and aviation books.

February 24, 2012 •


Garmin G1000 analysis complete CAPACG and AvConnect have completed a detailed analysis of Garmin G1000 flight data for Embry-Riddle Aeronautical University (ERAU). The study is associated with an FAAfunded research project — the General Aviation Safety Information Analysis and Sharing Research Project — through the Center for General Aviation Research. The ultimate goal is to improve the safety and efficiencies of general aviation aircraft, according to officials. The primary research objective of the detailed analysis was to determine the feasibility of Flight Data Monitoring (FDM) event analysis using recorded Garmin G1000 flight data in a flight-training environment. The data-logging feature of the G1000 records 64 parameters once every second without the addition of a costly lightweight aircraft recording system, the researchers note, adding Garmin and

Electric workshop slated ASTM International Committee F37 on Light Sport Aircraft will host an International Workshop on Electric Aircraft Standardization March 28 in Lakeland, Florida. The workshop is being held in conjunction with the committee’s standards development meetings at the 38th Annual Sun ’n Fun International Fly-In and Expo. The emerging market for electric aircraft requires identification of standards and related activities that can help overcome technical challenges, as well as assist regulators in standardizing the safety and performance issues that lead to certification, ASTM officials said. The upcoming workshop is the first forum focused on discussion of those technical, standards and conformity assessment issues. The objective of the workshop is to bring together electric aircraft builders, innovators and regulators to: Review today’s certified electric aircraft in flight; investigate the emerging safety and performance issues; and coordinate among regulators and industry to address technical standardization and research goals that will assist with safer aircraft and routine certifications. Companies and organizations scheduled to participate in the forum include the FAA, the European Aviation Safety Agency, NASA, Sonex Aircraft, Lange Aviation, Pipistrel Aircraft, AeroVironment, the U.S. Naval Research Laboratory, Boeing Global Technology, and more. There is no fee to attend the workshop, but pre-registration is required. Please note that space is limited, and registration is on a first come-first serve basis. Registration will close when capacity has been reached or by March 16.

other manufacturers are beginning to include data-logging features in many new integrated avionics systems. “The outcome of this research further validates the strength of thoughtful flight data analysis and the capabilities of emerging technologies — both airborne and ground-based — to improve flight safety,” said CAPACG CEO Larry McCarroll. The analysis compared recorded flight data covering both flight safety and maintenance. For this study, analysis required

the development of a new software tool to parse more than 4,000 flight hours of data, officials noted. CAPACG and AvConnect collaborated on the development of a new cloud-based computing and storage system for all of the research data. The production version of the AvConnect analysis tool has the capability of processing over 100 hours of flight data a second. For more information on this project or to receive a complete copy of the research report, contact Kipp Lau at slau@capacg. com.

Based in Daytona Beach, Florida, CAPACG is a consulting firm focused on helping companies develop products specifically for the general aviation FDM market. AvConnect is the provider of an online solution built to streamline aircraft ownership, connecting owners to their service centers, maintenance managers, fellow pilots, and OEM through online and mobile applications.,,



A Closer Look at Community Have you ever felt that you’re part of something special? It’s a great feeling to know that you “belong” and are surrounded by supporters. Being part of a community, whether it’s a book club, a neighborhood, or a family, can make life a little more enjoyable—and a little easier when times get tough. Communities are especially important when your interests lie outside the experience of most of your peers. And that’s certainly the case for many pilots. At AOPA, we’ve been doing a lot of research about how to grow the pilot population—from inviting newcomers to take part, to nurturing students through training, to making it easier for pilots to keep flying. And one of the things we’ve discovered is that pilots who are part of an aviation community get more out of their flying. Well-run flying clubs are great examples of communities in action. Pilots who belong to the best flying clubs develop a network of friends to share their experiences, have ready access to aircraft, find support among their peers, and fly more while paying less. So, to help everyone get the most from general aviation, we will be looking more closely at what makes a good community and sharing what we learn with you. We know there are some wonderful communities out there, and we’ll be celebrating their success even as we seek ways to duplicate it. If you belong to an exceptional community, I hope you’ll share your story with us and encourage your fellow pilots to take part, as well. We need your input to give us the best possible understanding of what works. This is truly a case of “the more, the merrier.” For our part, all of us at AOPA will do everything we can to help build stronger GA communities. I believe our future depends on it.

Craig L. Fuller AOPA President and CEO

*For more information on the Aircraft Owners and Pilots Association and the issues that affect your flying go to today.

Our third edition of the PAMA Newsletter in General Aviation News reminds me of how fast our life goes by nowadays. When getting an A&P I never thought that writing articles for magazines and websites would be part of my daily routine. I recall less than a year ago when I started as president of the Professional Aviation Maintenance Association, I was barraged with ideas and actions that needed attention. I am still sorting through some of them by priority. I am happy to report a couple of them are completed. I mention them later in this column, as well as an upcoming event we at PAMA have never mentioned in the media before. The first item I would like to report is the amount PAMA members give back, offering training and educational opportunities through IA renewals at the chapter level, which can all be found on our website calendar page (even ones not sponsored by our chapters). One very common purpose of members is providing scholarships! Golf outings are a main source of this revenue and many of the chapters have great responses to these outings. This year alone our chapters and the PAMA Foundation have given out more than $90,000 in scholarships to A&Ps and A&P students. PAMA is at the top in contributions to developing A&Ps! Another project that was in the works and that is now on is our store. It offers a selection of promotional items to show your pride in being an A&P, as well as a PAMA member. Our slogan

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Photo courtesy PAMA




items, including T-shirts and bumper stickers (pictured), seem to be the hottest. Some of the one liners are very pointed, yet based on truth. For example: “FAILURE is not an option for an Aircraft Mechanic” or “Aircraft Mechanic: We guarantee our work from runway to runway!” My personal favorite: “We put the nuts on the plane, not in them!” We also concluded our web survey on “Mechanic, Technician or Engineer — Which do you prefer?” We had 233 submissions with only 11 “other” comments. Technician led with 90, mechanic with 69, then engineer with 63. First let me say that no matter which you prefer, all are Aviation Maintenance Professionals. We have posted the results and comments on for you to review. I would like to summarize the themes I saw that permeated each personal choice. If mechanic was the choice, the comments mostly focused on two themes — “because it is what we are called on our certificate” or “I am proud to be one.” Technician themes were “because it is a more professional title indicating a higher level of training” and “today’s aircraft are more technical than in the past.” Engineer

main themes were “because most of the world uses engineer” and “we design and conceptualize repairs.” When I summarize these themes, I am also including my reviews of the comments from LinkedIn and Facebook discussions.

Southwest ­Regional Olympics slated

The 2012 Fourth Annual Southwest Regional PAMA Olympics is scheduled for March 31 in Fort Worth at Tarrant County College’s Northwest Campus starting at 8 a.m. All of the 147 schools in the Southwest Region have been invited. The first Olympics was held at a PAMA National Symposium at the American Airlines Center, but was fully sponsored by Tarrant County College’s Aviation Department with assistance from the aviation department at Skyline High School in Dallas. It has been held in the hangar at TCC thereafter. There are 12 laboratory projects to be completed by each of the team members showing their skills and knowledge. Each laboratory will last 20 minutes with a fiveminute break between laboratories. Last year LeTourneau University won the overall competition and took the ro-

February 24, 2012

tating trophy to their school to display until the 2012 competition. The overall winner (total team points) in March 2012 will take the trophy back to their school for display until the 2013 competition. There is another trophy that the first place school receives that stays at the school. In addition to the overall team winner, there is a 1st, 2nd, and 3rd individual winner who will receive a plaque, along with a gift from our sponsor, Snap-On Tools. This year there is an Aviall Super Seminar being held at the same time (albeit independent) that will allow our Olympians to demonstrate their skills and mix with vendors and managers. PAMA National introduced the PAMA Aviation Maintenance Olympics (PAMO) in 2001 to give professionals the opportunity to demonstrate their skills. The competition is based on safety, accuracy, and efficiency in defined laboratory events.

PAMA National Symposium

On Jan. 19 and 20 PAMA held an educational and networking opportunity at our National Symposium. Our speakers were for individuals in management and looking to be in management. Richard Komarninski of Grey Owl Associates spoke on Human Factors and Safety Management Systems, topics that his company specializes in. Jim Garland of Sharp Details and author of “The Practical Guide to Exceptional Living — Creating and Living the Life of Your Dreams” spoke with passion about goals, career and life. Terry Von Thaden, a professor at the University of Illinois at Urbana Champaign, offered a first look at the results from the Aviation Maintenance Fatigue Survey. Initial data returns from the survey were shared and the floor was opened up as a forum to receive feedback from industry professionals on the data and representation for the final report to the FAA. Global Jet Services sent Jim Rahilly to give its course in Transitioning into Leadership, which offered two hours of education from a premier training organization. Many other speakers participated as well. Several sponsors of the event were ICG, Pro Star Aviation, Global Jet Services, and Aviall. Our event was held in conjunction with the Great Lakes Aviation Conference in Ypsilanti, Mich., which is also an IA renewal event. More than 80 vendors and 700 individuals were in attendance. Dale Forton is president of the Professional Aviation Maintenance Association (PAMA). Find out more about PAMA at

February 24, 2012 •


A visit to Swift Fuels Ben Visser Visser’s Voice

Swift Fuels has been working on a 100 octane unleaded avgas for a number of years. I have been, shall we say, less than enthusiastic about the company’s work for various reasons. However, as of late, the company seems to be making some real progress, so I drove down to Indiana to visit its facility. I am happy to report that although Swift is not “out of the woods” yet, it is making some significant progress. The first reports from Swift were that it had a product that would meet all of the requirements of general aviation, which could be produced for significantly less than the then current price of 100LL. Whenever I see something that sounds too good to be true, it usually is. Also, company officials seemed to have a sure answer to every question, which is usually a sure sign that they did not understand the complexity of the problem. Swift officials also made one of the biggest mistakes any new aviation company can make: They stated they had flown the new fuel in an airplane, implying that it should be ready for approval for everything. Finally, they had never really produced any of the fuel, but just bought the components to demonstrate how great it will be. The first thing I learned on my visit was that the company’s officials now understand the complexity of cost estimates, so they no longer make any firm cost projections. They hope that the cost will be in the “ballpark” of current 100LL, but much will depend on who they can get to produce the fuel and what feedstocks will be available to them. For example, if Swift partners with a company with excess syn-gas and/or underutilized production facilities, the cost will be lowered

significantly. The process Swift will use is to produce acetone from any of a variety of feedstocks. It then runs the acetone through a catalytic reactor and distillation process to produce mesitylene for blending into the finished fuel. There is an old saying that if you can keep your head about you when those around you are losing theirs, it is evident that you do not understood the gravity of the situation. Well, I feel the Swift officials are now starting to understand the complexity of the situation. The biggest change is that they are actually using good science to test and evaluate the fuel. They have done tests in Lycoming and Continental engines, as well as a P&W R-2800 engine. They are also conducting seal and fuel system component compatibility tests, plus fuel distribution system evaluations using approved test methods. This is a huge improvement. Whenever a company approaches the approval community with what I call anecdotal data, the data and test results are almost immediately regarded as insignificant. It is absolutely critical that the data presented be from tests that follow established tests methods. This is one of the reasons that some people have a problem with the FAA. When presenting data to the FAA or other approval agencies, the tests must follow an approved procedure and one must demonstrate that the results are statistically significant. This may seem like a lot of extra work, but it is absolutely critical. Swift is now working through that long list of tests needed to assure the FAA, et. al., that its product will work out in the field.


Airplane & Helicopter Piston Engine Overhauls

Photo by Ben Visser

A chicken and egg and Catch 22 story

The unit Swift Fuels is using to develop its unleaded alternative to 100LL. The distillation column is to the extreme right.

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Ben Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. You can contact him at Visser@

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search report to the FAA, it will receive an STC approval for the fuel for flight evaluations, which should lead to full approval. Once it receives full approval, it can approach investors or business partners to build the facilities necessary to produce the fuel commercially. This whole thing sounds like an impossible task, but it is just a difficult, long drawn-out affair. The good news is that Swift officials are approaching the problem the right way. They are doing their homework and doing the necessary testing to get approval. When they can finally hit the market, they should be ready. Will the market introduction be completely invisible? Will pilots be able to tell the difference between Swift fuel and 100LL? They may notice a slight drop in cylinder head temperature and maybe a slight increase in exhaust temperature. But will this cause any problems? Probably not. But unfortunately, that is for the lawyers to decide.

The chicken and the egg problem that Swift faces is that it needs to develop or build a production facility to produce the fuel. This will cost millions of dollars, which will need to come from investors. But the investors will not come until they have assurance that the fuel will work and is approved. You add to this the Catch 22 that the company cannot get it approved until it is producing the fuel. So how do they get around this? Swift is working with ASTM to develop a spec for this fuel. The spec, ASTM D7719, will be a two component fuel containing mesitylene and isopentane with a lean rating of at least 102. The rest of the limits for the fuel will be much like the present ASTM D910 spec for 100LL. Swift officials say they hope to get the spec approved this year or maybe next year. Once they have a spec, the approval process will begin, which includes presenting all of the data and then discussions with the appropriate authorities as to what additional tests need to be run. The lack of a production facility means the company must purchase the components for all of the testing. It is also working on demonstration units to prove that it can produce the fuel. Once all of the approval tests are complete and the company has issued a re-

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Flying the Evektor Harmony

February 24, 2012

Although it is a metal airplane, the Harmony’s smooth lines give the impression that is a composite. Part of the new streamlined design are the wheel pants. Next page: VGs on the wing and extended ailerons provide for better low-airspeed handling. The repositioning of the firewall a few inches forward allows for a more spacious cockpit. The Harmony’ canopy is one of the betterfitting designs in the LSA world. means the LSAs are “very tough and hold up in the flight training environment,” Minnich said, noting that like its predecessor, the Harmony is held together with aluminum rivets and a 3M bonding agent that is designed to “keep its elasticity and prevent side-loads on the rivets.”


During Sebring the job of taking customers on test flights fell to Art Tarola, a 6,000-hour pilot and Designated Examiner from Allentown, Pennsylvania, who owns AB Flight, a business that focuses on Sport Pilot training in the Evektor models. Checklist in hand, Tarola led me through the preflight inspection. One of the first things I noticed was the fit and finish of the ailerons. The added length (as compared to the original SportStar) gives the wing a graceful, slick appearance. The addition of vortex generators along the leading edge promises to provide extra stability at low airspeeds. The Evektor Harmony is powered by a 100-hp Rotax 912 ULS, the industry stan-

Photos by Meg Godlewski

The Light-Sport Aircraft movement is coming of age. During the U.S. Sport Aviation Expo held in Sebring, Florida, last month, many LSA manufacturers showed off the next generation of their designs, including Evektor Aircraft. The Czech Republic-based company, which has the distinction of producing the first LSA certified in the U.S., showcased the Evektor Harmony at the Sebring show. Like its predecessor the popular Evektor SportStar, the Harmony is a low-wing metal design. Although there is a familial resemblance in the design, it’s obvious the engineers at the Evektor factory have been working to improve a good thing. The Harmony has a more refined, elegant look to it. “The Harmony is the next evolution for Evektor,” said Steve Minnich, owner of Dreams Come True Aviation in Dayton, Ohio, the Midwest sales representative for Evektor Aircraft. “Evektor has some 280 professional engineers. In 40 years they haven’t seen something that they can’t make better.” Minnich took time out from selling to give me a walk-around tour of the Harmony, starting in the cockpit. I remarked that the cockpit looked more spacious than the SportStar I flew in 2005. “It is,” Minnich confirmed. “The firewall has been moved forward 4 inches. That 4 inches allows us to position the bar for the rudder pedals forward 2.5 inches. That’s even further than the US standard proportions. It is still three position adjustable, but for the taller pilots, it allows us to go out further.” Pilots who have flown the SportStar will notice the steering feels more stable and responsive in the Harmony. “That’s because the nose gear has been redesigned,” said Minnich. “It is not as short-coupled as the earlier version of the Evektor. The steering linkage is dropped through the floorboard and connected through an aviation-style coupler to the main gear.” Perhaps the most striking feature of the Harmony is the redesigned wings. “The wings are tapered and elongated,” Minnich noted. “The ailerons are a full bay longer and larger than the previous ones. That gives the pilot better control at low airspeed and overall more responsiveness and greater crosswind capability.” The design of the cockpit is customer driven. “They can get a mission-specific panel,” said Minnich. “We see a lot of our customers who are coming out of more advanced aircraft like Bonanzas and Cirrus and they are used to having a full panel or glass. We don’t deny them anything.” The Harmony on display featured an integrated panel with a full EFIS with a Garmin 496, and an autopilot and full radio bay and Mode S transponder. Minnich notes there are some 1,000 Evektors flying in Europe and 98 in the United States, including several in flight schools. The sturdy metal construction

Photo courtesy Evektor


dard for LSAs. In the early days of the LSA movement, many flight schools were reluctant to add an LSA to their fleets because of concerns about finding a qualified mechanic to perform maintenance on the Rotax, as well as the unknown factor of the reliability of the engine. Just as LSAs have gained acceptance, so have the Rotax engines, said Tarola, noting that Rotax makes engines for all sorts of airplanes from LSA to jets. He removed the cowling so I could get a better look at the powerplant. The first thing I noticed was the white fire-protecting coating on the interior of the cowling. “It’s actually a fire barrier,” said Tarola. “Should there be a fire in that area, the fire won’t burn through into the fuselage area.” Like any other engine, the level of oil is critical for safe and efficient operation. In order to check the level, the oil has to be

moved from the crankcase to the oil tank. Pulling the propeller through a few times moves the oil to the tank. Tarola demonstrated. The sound of the oil moving through the system makes sort of a burping sound, which is why pilots often refer to this process as “burping the engine.” For the normal pre-flight inspection, the oil sump is accessed through a pushbutton door and the level checked with a dipstick. “The oil is a motorcycle style oil made


Photos by Meg Godlewski

by AeroShell. It is compatible with wet clutches and gears,” Tarola explained. “The engine actually has three methods of cooling. The cylinder heads are liquid cooled with an automotive style coolant, the cylinders are air cooled, and the internals of the engine are cooled with oil.” One of the items on the checklist is verification of weight and balance. Because LSAs have a small useful load as compared to a standard category aircraft, it’s important they be operated within weight limits and the center of gravity envelope. “It’s still up to the pilot to use conventional math to figure out the weight and balance of the aircraft,” said Tarola, “but to help them remember, there is a sticker on the canopy that tells you how much weight you can put in the back, how much fuel, and so forth.” The canopy in the Harmony is different from the early model SportStars. I found it is easier to position and lock. “This canopy came into existence in 2008,” Tarola confirmed. “Before then we had a chrome moly frame with aluminum over it and a quarter twist type locking mechanism. This new design is composite and has a tighter fit. To latch it all you do is pull down on the canopy. There is an annunciator on the avionics panel that shows us whether the canopy is locked or not.” A few minutes and a clearance from the tower later we were airborne. Like most LSAs, the Harmony gets off the ground quickly. “It’s the combination of the comparatively light weight and the 100-hp Rotax,” said Tarola as we climbed from the runway. Once we were away from the show grounds and at altitude, the test flight began with clearing turns. I was surprised at how little rudder was required for coordinated flight. “It is almost a no-rudder airplane,” Tarola confirmed. “The factory engineered the adverse yaw out of the airplane, so you don’t really have to correct for something that doesn’t exist.” Overcontrolling is a common problem in such a light airplane, said Tarola, and proceeded to demonstrate how tight the CG envelope is. After trimming the Harmony for level flight we were able to make the airplane climb, turn, and descend by shifting our weight. Slow flight was next. Bring the power back, deploy the flaps and trim for the nose-up landing configuration. The airspeed bled off....and bled off... and bled off until it hovered around 30 knots. The vertical speed indicator showed that we were in a 500 foot per minute descent, but there was no hard buffet or dramatic nose down pitching moment. Relaxing the back pressure changed the pitch enough for the airplane to start flying again. The stall in an Evektor Harmony was more like a mush, very similar to the experience one might have in the stall-resistant-by-design Ercoupe. Steep turns were next. Roll into the bank, look outside (easy to do with the bubble-type canopy) and watch the horizon sweep by. The elevator and ailerons are actuated with a control stick. I found that resting my right wrist on my leg and using two •

Photo courtesy Evektor

February 24, 2012

fingers on the stick prevented me from overcontrolling. Once I did that, I found the Harmony to be one of the easiest to fly airplanes I’d ever been in. “Once it is trimmed, it is,” Tarola confirmed my thought. “Because you’re not having to constantly adjust or fight with something, this airplane has a very small workload, which leads to a less fatiguing flight. You can take care of other tasks, like looking at your charts or setting your course or rummaging around in the back for a snack while the airplane continues to fly.” On the subject of snacks, the Evektor Harmony has snack trays and cup holders installed in the cockpit. In fact, the cockpit feels more like a sports car than an airplane. There’s a reason for that, according to Tarola. “Evektor, in addition to designing airplanes, has a design and test facility where they design interiors for the European automotive industry. The aviation side of the house went to the automotive side and said ‘we want you to spruce up the interior of our airplane and make it like a sports car’ and now we have cup holders and snack trays!”,,

EVEKTOR HARMONY Length Height Wing span Cabin width

17 ft 7.5 in 8 ft 1.6 in 26 ft 9 in 46.5 in

WEIGHT & QUANTITIES Empty weight (basic a/c) Max takeoff weight Max baggage Design load factors Operation load factors Standard tank capacity Long range tank capacity

609 lb 1,041 lb 33 lb +6 /-3 g +4 /-2 g, +4 /-2 g 17.17 US gal 21.13 US gal

FLIGHT PERFORMANCE Never exceed speed Max level speed Cruise at 75% Rate of climb Takeoff run Landing run Stall speed VS1 (no flaps) Stall speed VS0 (full flaps)

146 KIAS 120 KCAS 110 KCAS 1,020 ft/min 620 ft 590 ft 37 KIAS 33 KIAS


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The resurrection of ‘Weisse Eins’

February 24, 2012

Prologue: Luftwaffe Unteroffizier (Corporal) Heinz Orlowski was shot down Feb. 9, 1945, over Nazi-occupied Norway’s Fordefjord during an Allied raid of 32 Beaufighters, 10 Mustangs, and two search and rescue aircraft intent on destroying the German destroyer Z33 and support ships holed up in the fjord. Pitting his Focke Wulf 190F-8 “White One” against an RAF Mustang, both aircraft took hits. The Mustang crashed, killing the pilot, but Orlowski’s Focke Wulf was still being riddled, probably flak from the ships below. He decided it was time to go before taking a mortal shell himself. He climbed and tried to bail out, but was temporarily hindered by his radio cord. Finally disentangled from the aircraft, he jumped — but too low. With his chute only partially opened, he alit on a mountainside, started a small avalanche, and slid to the bottom while his flare pistol ignited, causing serious burns to one leg. Discovered hiding in a barn by two Norwegians, he was turned over to the German ground forces and spent the rest of the war in his base hospital at Herdla. The raid on the Z33 was subsequently dubbed “Black Friday” as the Allies lost nine Beaufighters and one Mustang to flak from the ships and aerial combat. Several more made it back to Scotland but were Missing and damaged parts, corrosion, so badly damaged they never flew again. translation of the original flight and mainFast forward to 1983: “White One” tenance manuals from German to English, and other wrecked FW190s were shipped and a worldwide search for FW190 parts, to the Texas Air Museum on an exchange all contributed to a frustrating experideal. Orlowski’s plane was partially reence. stored and put on static display where But the project seems to have a life of Heinz nostalgically visited his steed in its own, Timken noted. “Believe it or not, 1994. parts we need occasionally pop up on Later transferred to Tom Reilly’s WareBay and we’re off and running again,” bird Museum in Kissimmee, Florida, the he said. plane was purchased in 1999 by Mark When I asked Timken how the project Timken with the intention of not only rewas being funded, he tapped his chest and storing it to flying condition, but to restore said, “You’re looking at him! We have Tit exactly to its 1945 shirts, mugs and other flight condition. Once gewgaws for sale to complete, it will be weekend visitors, but “Timken is a purist the second FW190F-8 that’s a drop in the who insists that fighter bomber in the bucket.” everything is an exact All of the work is acair. The restoration be- replica of the original.” complished by a couple gan immediately after of paid employees and Restoration expert Syd a few volunteers. Syd Timken bought the Jones on Mark Timken, Jones has been with plane and is still ongothe airplane’s owner the project during the ing. Timken, director of the non-profit World last two years. OwnWar II Fighter Aircraft ing his own T-6, he is Foundation, estimates it will be another rated on several warbirds and has a wallet two years before first flight, probably by full of licenses and ratings. He frequently the warbird first-flight-after-restoration conducts the weekend tours of the restoexpert Steve Hinton (no relation to the ration. writer). When vital parts aren’t available anyBut the problems facing Timken were where, the only recourse is to reverse enenormous. The engine, propeller and gineer, he said. spinner were wrong, as were the motor “Damaged or corroded originals are mounts. BMW of Germany was not interphotographed and meticulously measured, ested in overhauling the 1,700-hp 801 ena template is made and replacements are gine, which was eventually accomplished manufactured,” Jones explained. “Timken by Mike Nixon’s Vintage Aero Engines in is a purist who insists that everything is an California. An interesting feature of this exact replica of the original.” engine is that it’s (way back when) FATo understand the scope of the project, DEC. The throttle controls power, mixall the parts are either restored or re-made ture and rpm. by hand using the original plans and/or

Photos by J. Douglas Hinton


“Weisse Eins” as it arrived from the Texas Air Museum to Tom Reilly’s Warbird Museum (above). Syd Jones (left) and Mark Timken, the owner of “White One” examine a newly manufactured part.

parts, Jones explained. Metals and materials are researched to make sure they match the original specifications. An example of the authenticity of the project is that the original metric 120° countersunk rivets were especially fabricated to be exclusively used throughout the project. All original production markings are reapplied to the restored or replaced components. Even the paint and rubber materials comply with the original chemical composition used in the late production version of this model Focke-Wulf. Dunlop will provide tires for the aircraft to original specifications and the aircraft cannons will be replaced with dummy copies (spiked, of course!). The project has moved several times, from an off-airport location, finally ending up on Kissimmee Airport (ISM) in its own hangar next to Stallion 51’s facilities. Not satisfied with the just the “White One” project, Timken is also planning on restoring a FW190 Dora 9 model and a P-51 Mustang “Missy.” Heinz Orlowski passed away a couple of years ago in Berlin. If he’s looking down from Above, he must be pleased that his beloved “Weisse Eins” will be taking to the air again in the not too distant future with an ersatz Unteroffizier Timken at the controls., 727-365-1713 •


Photos courtesy WW II Aircraft Foundation

February 24, 2012

Extensive research and original documents ensure accuracy of the restoration project. Syd Jones acts as docent for Saturday visitors to the restoration; (middle left) the collection of support equipment includes an original operational field start cart and fuselage jack; (middle right) one of several Jumo 213 engines that will ultimately be used to power the FW190-D; and (bottom photo) cannon and various other parts await installation or reverse engineering.


Weep No More

General Aviation News —  800.426.8538

February 24, 2012

Paul Beck is an expert at stopping leaks in wing tanks There is no shortage of unusual businesses serving the general aviation industry, but sealing wing tanks for a living must be on everyone’s short list. That’s because it’s so difficult since our tanks are sealed inside the wings and the access ports are made for Cirque du Soleil performers. Don Maxwell of Don Maxwell Aviation in Longview, Texas, has described tank sealing as the worst job in aviation. Flying halfway across the country in a friend’s Mooney M20C, I vowed to hire someone to fix my M20F’s leaky tanks. This revelation occurred after he “repaired” the right tank himself and it leaked like a sieve. “I don’t know what went wrong,” he told me as we descended for yet another fill up. “I removed all the inspection panels and spent hours scraping out the old sealant. It was horrible having my arm jammed in the tank for hours. I thought I did a good job cleaning everything and re-sealing it.” Obviously, he was wrong. I purchased my 45-year-old plane last November in Minnesota to lower flying costs after owning a gas-guzzling, maintenance-loving Cessna 210. I knew wing leaks were an issue with Mooneys as they age, just like incontinence afflicts older people. Although some minor wing staining was evident in the pre-buy, nothing seemed to require immediate attention. When it showed up under the area my rear end occupies however, that was motivation to “permanently” fix the problem. Mooney wings leak for several reasons. Polysulfide sealant covering seams in the tanks can last 35 years or longer, but deteriorates if the plane is in a hot environment or if tanks are left empty and dry out for long periods. The bigger culprit is our stout landing gear, which transmits stress into the wing spar. Every touchdown causes the sealant to flex and stretch. As that material gets older and less flexible, fuel can start dripping, weeping or streaming from tanks. This problem isn’t unique to Mooneys. Certain Cessnas, Pipers, Grummans, Commanders, Vans, and most jets have wet wings. According to Mooney service notes, there are three classes of leaks: stain, seep and running. The factory considers even a running leak OK as long as it’s outside the slipstream and not entering the cabin. Be aware there’s a quarter-inch hole near the front of the wing that can create a pathway down the spar into the carpet. If your plane sits for a few weeks and you open the door and get a whiff of fuel, it’s in the cabin. If you’re OK wiping off occasional stains or living with a few drips, it’s possible to go several years without taking

Photos by Kevin Knight


Paul Beck, owner of Weep No More, has repaired and sealed more than 500 Mooney tanks — probably more than anyone else in the world. major action. However, fuel can work under the sealant and loosen it so much that a ferry permit is needed to travel. Temporary patch jobs can be done, but your mechanic better be 100% sure where the leak is to seal the right area. That’s confirmed by drawing a low pressure vacuum in the afflicted tank. (Every Mooney has one tank in each wing. They run approximately 5 feet out from the wing root, and can have three to six bays.) I didn’t want a temporary fix since properly sealed wet wings can last for decades and my goal was flying, not visiting my friendly A&P. With that in mind, several options were evaluated, which cost roughly the same amount. Bladders are popular with some pilots, but they weren’t what the factory originally designed and I was paranoid about getting a wrinkle that could trap water. They

also reduce useful load and require some permanent wing modifications. Plus, AD 24-25-04 issued in January 2005 required some modifications by bladder owners and I’m phobic about the impact of ADs on my plane’s value. Sealing the original tanks was my preference, but it requires removing all the old sealant. Someone can manually scrape and/or grind it out. Or it can be dissolved with special chemicals. I started my career with Alcoa Aluminum in Davenport, Iowa, where we produced wing skins for Boeing jets. Aluminum is a fabulous metal but it can be scratched and corrode. The thought of someone scraping the old sealant inside my plane’s pristine wings for dozens of hours — or attaching a circular, wire brush to a drill and removing metal along with old sealant — wasn’t for me.

That left one choice: Chemical stripping at Weep No More in Willmar, Minnesota, 80 miles west of Minneapolis. The company began life in the 1990s as part of Willmar Air, which was owned by Bruce Jaeger, a well-regarded Mooney expert. They used pieces of old aircraft windshields that were honed to an edge as scraping tools. It was miserable work, taking roughly 90 hours per wing to remove old sealant. Jaeger thought there had to be a better way to remove sealant and set out to find it. By 2000, proprietary chemicals were developed, along with a special machine that could apply them continuously. The in-house expert was Paul Beck, a machinist and A&P who joined Willmar in 1995 LEAKS | See Page 21

February 24, 2012 •


They dared to fly

Photo by Jamie Beckett

For three days in early February the south hangar at Fantasy of Flight in Polk City, Florida, was packed with visitors. They were seated in long rows of folding chairs, and stood on the gleaming painted hangar floor. Everyone faced the raised platform near the eastern wall, paying rapt attention to the reminiscing of three elderly gentlemen who had remarkable tales to tell. This was the first installment of the 2012 Legends and Legacies symposium series at the central Florida aviation-themed attraction. “They Dared to Fly” focused on the story of the Tuskegee Airmen, and to tell that story accurately, three graduates of the program sat at the dais and shared their memories and experiences during two sessions each day. Two of the participants, Leo Gray and Daniel Keel, both grew up in Boston. Their personal histories are intertwined tightly enough that they belonged to the same Boy Scout troop as kids. A few years later they were both members of a controversial government program to verify whether men of color had what it takes to become military pilots. They did. “The Tuskegee Airmen was made up of men who were intelligent, who had a good education, and worked hard,” Kell said. His simple explanation may be the most succinct and accurate representation of a group who have become true legends in our time. The original program and its participants went by various names. Many of the tags hung on them were derogatory. They referred to themselves simply as pilots. Yet, by the 1970s the term Tuskegee Airmen had become the designator of choice, and the men who had been a part of that first test group became celebrities of sorts. Their success has become a badge of honor, one that was hard won and well

Photo courtesy LucasFilms


Leo Gray, 91, (left) and Daniel Keel, 89, enjoy a peaceful moment before stepping onto the dais to speak about their experiences as Tuskegee Airmen.

The movie “Red Tails,” now in theaters, is shining a spotlight on the Tuskegee Airmen.

foreign to a class of fighter pilots today, Hardy recalls, “Members of my class realized that I had never driven an automobile.” His classmates remedied that gap in George’s education by teaching him to drive a classmate’s long, sleek LaSalle with a stick shift on the floor. “I drove it back to the barracks — that was the first time I’d driven an automobile.” Hardy went on to fly combat missions as a fighter pilot in World War II, as a B-29 pilot in Korea, and as a AC-119 gunship pilot in Vietnam. He retired from the U.S. Air Force with the rank of Lt. Colonel. While the Tuskegee Airmen came into the war as an experiment, they closed out the war with a record of accomplishments that earned them a permanent place in American history. But their road was not an easy one, and for many decades their accomplishments were unknown. “In the 70s, no one knew who we were,”

Gray acknowledges. That gap in America’s awareness has been remedied for the most part in the intervening years. Perhaps the pinnacle of recognition for the surviving Tuskegee Airmen came about on March 29, 2007, when President George W. Bush saluted a gathering of the Tuskegee Airmen. “I would like to offer a gesture to help atone for all the unreturned sales and unforgivable indignities,” the president said. “And so, on behalf of the office I hold, and a country that honors you, I salute you for the service to the United States of America.” Leo Gray was present at that ceremony and remembers it well. “For the President of the United States to salute your organization, that’s quite an honor.” It is an honor indeed. A well deserved one that was hard fought and well earned.

a final sealant is applied. It’s the color of dark blood and the consistency of honey. (Paul told me he’s seen some tanks that were entirely sealed by their owners. He said that’s a recipe for disaster and a huge waste of materials.) The access panels are also sealed, but the material is low adhesion so they can be easily removed in the future. Only the wing walk panel gets a high adhesion sealer since that has people stepping on it and only comes off for major wing work. The fuel senders are then reintroduced with new gaskets, and new quick drains are installed. I was pleased to discover my fuel gauges started working properly after the tanks were sealed. I also noted that the wing seam and screw heads were touched up with paint that perfectly matched, and the wing walk was painted with new, textured black paint. In short, everything looked perfect. The tanks are then filled to the brim and sit for 72 hours to confirm there are no problems. It’s been several years since Beck has had a leak, and his work is guar-

anteed for five years, so I was confident I could fly five hours back to Texas without worrying about a return trip. A standard Mooney should be left at Willmar for two weeks. Anything bigger than a J Model should stay for three weeks since there are six bays per side instead of three. There are several ways to reach Willmar, including flying to that uncontrolled airport and catching a shuttle or ride back to Minneapolis International. Transportation back to Willmar a few weeks later is easily arranged. Sealing both my tanks cost $7,400 but I don’t have to worry about them for the rest of my life, particularly since I’m about to replace the landing gear discs and will henceforth grease every landing. Well, almost every landing. 320-295-1671,

deserved. Now, almost 70 years after their entry into the ranks of the officer corps of the US military, the remaining veterans tell their stories in the hopes that younger generations will benefit from the lessons they can teach. The two old friends, Gray and Keel, both underwent the training program at Tuskegee and went on to fly. Gray piloted a P-51C in combat over Europe, participating in 15 combat mission before the war ended. Keel became a B-25 pilot and remained in the states. In addition to being a pilot he also qualified as a bombardier and a navigator. George Hardy, who was the third speaker at the symposium, came through Tuskegee in a class shortly behind Gray’s. Still a teenager when he graduated as a 2nd Lieutenant and a pilot, Hardy had experience in multiple aircraft, including the PT-19, AT-6, P-40, and P-47. In a turn of events that would be totally

LEAKS | From Page 20 when he was 22. He now owns Weep No More and has repaired and sealed 500 Mooney tanks and patched another 100. That’s probably more than anyone in the world. To fix leaking tanks, the access panels are removed so the machine can interface with the wing. In the case of my plane, a hose was introduced that went into all three bays of each tank. The machine then sprayed several gallons of the cleaner continually for six hours, dissolving the sealant without any scraping. “The key to success is keeping the inside of the wing wet so the chemicals do their work and expose all the seams,” Beck explained. After six hours of continuous chemical cycling per tank, he pressure washes them for 15 minutes. The stripper is deactivated when the water hits it and a ceramic heater is introduced to evaporate all the moisture. Looking inside several cleaned tanks,

Interior of a freshly sealed tank. they looked absolutely brand new — no scratches, no gouges, no rough spots, and they reflected the flashlight beam like mirrors. Seam sealing begins using the same protocols and FAA-approved materials as the factory. The three-part process starts with a thick sealant that’s deployed with a pneumatic caulk gun. An acid brush is used to flatten that bead out so it’s squished into the seam. Twelve hours later, a second sealant is applied over the first with an acid brush. After that cures overnight,

Kevin Knight is an instrumentrated pilot in Texas who earned his license in 1985.


General Aviation News —  800.426.8538

The magic of mentors ing in the short time that he spent with me than from anyone I have flown with Step back in time and think back to before or since. Mike took a lot of phone when you were the one looking over the calls from me when I was a new instructor, airport fence. The whole world on the always there to talk and help troubleshoot other side of the fence seemed so intimimy students and, sometimes, me. dating, yet so inviting. One of the proudest moments in my You might remember the feelings of exflying career was when he turned up as a cited anticipation on your way to the airpassenger on an airline flight on which I port, and then the apprehensive shyness was the captain. I could see the pride in that set in as soon as you were there. his eyes, knowing that one of his boys Luckily, I always stumbled into somemade good. When I invited him into the one who was gracious enough to give me cockpit at the end of the flight, it felt rea few minutes of their time and answer ally good to look across the flight deck to my questions. I found that one question the right seat of the B-727 and see him sitanswered led to more questions asked and ting there, again. Not much had changed a true thirst for knowledge was born. The in my mind, other than there being a little questions turned into conversations, acmore room than in the C-150. I still look quaintances developed into friendships, up to the man. and several of those friends have become Back in the 1990s I started a small flymentors to me. ing operation and airplane repair shop. I Just when I needed some direction or did some flight instructing, flew tourists my flying life needed a little boost, magion scenic air rides along the North Shore cally I would bump into someone who’d of Lake Superior, and did some mainteprovide just the nudge I needed to get nance. At that phase of my career I had back on course. The first time this hapmuch more enthusiasm than experience. I pened was back in the 1980s as I was found early on that, besides being terribly wandering through my undercapitalized (read high school years. In a broke!), there was also “Just when my flying a bit of a gap between small Minnesota town called Clear Lake, my abilities as a melife needed a little there was a grass strip chanic and what my boost, magically I airport owned by a A&P certificate said I man named Bob Leadcould do. would bump into ers. I would stop by There was a mechansomeone who’d from time to time to ic at another airport walk through the rows not far away who was provide just the of parked airplanes, always willing to help nudge I needed to dreaming. I’d force my me out. Technically hands into my pockets get back on course.” we were competitors, so I wouldn’t touch. but for some reason he Eventually I gathered showed mercy on me. I up enough courage to walk into the hanasked, he answered. If I considered taking gar. Inside were a couple of old time meon a job that I wasn’t comfortable with, chanics, including Bob Leaders himself, I’d call him. Either he’d talk me through it who was very patient with me. After sevor he’d come to my shop to help. When he eral visits, and as I began to feel more at had something interesting in his shop that home, I let it be known that I wanted to he figured I could learn from, he’d call learn to fly. The barriers went down and and invite me down, often under the guise over time I was able to trade working on of an invite to fly his Republic Seabee. airplanes for flying time. Mr. Leaders If I didn’t have a tool or a part I needed, gave me my first break in aviation. he always came through. I learned a lot The second came at the same field when from him over the years, more than he’ll Gordy Amundson, a legendary aircraft ever know. As I got better and gained mechanic and Designated Mechanic Exconfidence, I called on him less. Later in aminer, happened into the shop. He suglife I asked him why he was so helpful to gested, and then guided me through, the me. His response was: “You know your process of documenting my time working limitations, you’re smart enough to ask, on airplanes, which led to earning my and you always tried to do it right.” I’ve A&P certificate. Gordy was an outstandalways appreciated the time that he gave ing source of knowledge who genuinely me. wanted to see me succeed and did everyHe was an old timer then; he’s still in thing he could to help me along. I would the game today, keeping busy as ever. A call on him many times with questions; he few years back he was presented with the always had time to talk. Charles Taylor Master Mechanic Award Several years later, as I was working on for having been involved in aircraft mainmy initial CFI rating, I was fortunate to tenance for more than 50 years. A true train with the best flight instructor I have craftsman, his name is Don Macor; his ever flown with: Mike Kneeland, a Navy shop is at the Sky Harbor Airport in Duflyer who left the service after Vietnam. He luth, Minn. went on to other work, but stayed involved The sky gods smiled upon me once with aviation for the pure love of it. Mike again in 1994 when Captain Bob Walencwas instructing part time out of the Brainzyk walked into my hangar at the airport erd, Minnesota, airport and I was lucky in Two Harbors, Minn. Bob flew for what enough to get on his schedule. I learned was then Northwest Airlines. At the time more about flying and the craft of instructhe also owned a Piper Archer and a J-4

February 24, 2012

Photos courtesy Matt Ferrari


Don Macor (right), Matt Ferrari, and Captain Bob Walenczyk in front of Macor’s Seabee (top); the three discuss the repair of Macor’s J-4 (bottom). Cub that he put on floats in the summer. Retired now, he has a beautiful Beech Travel Air that I help him maintain and we fly together for fun. Bob is who you see in your mind’s eye when you think “captain.” He is a true professional who loves airplanes and flying; he is the ultimate airport bum and a wonderful ambassador for aviation. Bob’s help and friendship has been endless from the day we first met. He has helped guide me through this crazy, often very fickle, airline pilot profession. He is the guy I would call with “captain” questions when I was a baby captain on the B-727. He has more air wisdom than anyone I know. He also taught me how to really fly, or more specifically, how to properly land a taildragger. He helped me through the ups and downs of my airline career, from the aftereffects of 9-11, through the industry’s instabilities and the ultimate shutdown of a company that I gave 10 years of my life to. He was also there for some great joys, like when I upgraded from flight engineer to first officer and then from first officer to captain — he seemed to be as happy as I was. A few years ago I had an engine failure on the B-727 just after rotation leaving Detroit. After all the company paperwork and crew debriefs were done, I was standing at the curb, waiting for the hotel shuttle, wondering what to do next. The rest of my crew had dispersed, so I was alone.

I remember staring up at a beautifully clear blue January sky, not feeling cold, not warm either, just kind of comfortably Zen like, thinking through what had just happened. Bob was the first person I called. He asked how it went. After the typically long and animated version that I delivered, he said, “You handled it well; your 173 passengers are waiting for a new airplane to get them to where they’re going, your crew is on their way home, your wife still has a husband, and your daughters still have a dad. I expected nothing less from you, Captain Ferrari.” How do you respond to something like that? I have been truly blessed. I have been introduced to some of the greatest, most pure aviation people. Many have become friends, and several have graciously served as mentors to me. I know I’m the luckiest guy in the world. Now it’s my turn to give back, to help the next generation, to ensure the future of aviation for all of us. I only hope that I can return the favor. Matt Ferrari, who now drives a 747 around the world for a living, is a CFI, CFII, MEI, and an A&P with IA. Do you have a mentor you’d like to tell us about? Send stories to Janice@ for possible publication on our website.

February 24, 2012 •

Honoring 50 safe years in the air

Dick Hitt and his plane at his airpark home at Whiteplains Plantation in South Carolina. Presenting the award to Dick was Jim Franklin, the local FSDO airworthiness inspector, at a party held at the airpark last month attended by friends and Dick’s family, including sons Adam and Matt.

Photos by Phil Rainwater

Since its inception in 2007, more than 2,000 pilots have received the Wright Brothers Master Pilot Award from the FAA. The award, which recognizes 50 years of accident-free flying, consolidated several similar pilot awards, such as the Golden Eagle Award, that had been presented by various Flight Standards District Offices over the years. The award includes a certificate and pin. In addition, the recipient’s name is added to the Roll of Honor at One of the newest names on that Roll of Honor is Dick Hitt, well-known in South Carolina aviation circles as he is the retired Safety Program Manager from the FSDO in Columbia, S.C. Here’s his story in his own words: I was born to an aviation family. My mother and father operated Hitt Flying Service at the Tri Cities Airport in Endicott, N.Y. My father ran the flight school and maintenance shop, while my mother was the secretary, administrative officer, and greeter for the public. When I was born in November 1943, my parents brought me straight from the hospital to the airport and actually put me in a display case to sleep. In one way or another, I have been “at the airport” ever since. I went for my first airplane ride sometime during my first year. I spent every evening and weekend at the airport until I was 15 years old, when my family moved away from there. As I got old enough, I acquired new and additional duties in the shop as a mechanics helper and advanced to actually performing some of the engine and airframe maintenance myself. My father and I rebuilt wrecked airplanes, and performed maintenance on the flight school airplanes. We also bought and restored wrecked airplanes. I flew with my father and other local pilots whenever I had the opportunity. I soloed in a Aeronca Champ on July 4, in either 1960 or 1961. My father, who was my instructor, gave me a solo certificate dated July 4, 1960, but my logbook is dated July 4, 1961. So, July 4, 2011, was either 50 or 51 years of flying for me. When I was in college, I was in the Air Force Reserve Officer Training Corps (ROTC). My intention was to become an Air Force pilot. However, during the Vietnam war, I was eager to enlist. The regular Air Force wanted a college degree for pilot training and I only had two years, so I went to the National Guard recruiter. He promised me flight training, so I enlisted and was promptly sent to engine maintenance school. I then went to Korea for two years as a J-57 engine mechanic working on F-100s and F-101s — not a pilot, but still around airplanes. After an honorable discharge, I obtained the remainder of my certificates by using the GI Bill benefits. As I was looking for a job, I flew as a co-pilot with my father, who was a corporate pilot at the time. I finally got hired as a flight instructor at the Fort Knox Aero Club, in Fort Knox, Ky. I had been looking desperately for a job for a long time but everyone wanted a pilot with a lot of experience. Frustrated, I placed a classified ad look-


ing for a job, listing myself as a “green” flight instructor, indicating my lack of experience. To my surprise, I was hired, over the phone, by the club. After I had been working there for a few weeks, they asked me what a “green” instructor was. I told them. They thought it must be something special, like a Gold Seal CFI. It was a fluke, but it was my start in aviation employment. Working at Fort Knox was a fun and educational experience. I was the only instructor there and I taught in all of the school airplanes and all of the member’s own airplanes. After a year or so I moved to Columbus, Ohio, and did flight instruction for EC Aviation for the next three or four years. Early in 1972 I obtained a job as a mail and freight pilot, flying turboprop Beech D-18s. About a year later, I went to work for a Volkswagen distributor. I flew single pilot in a Baron and a King Air C-90 and co-pilot on a Lear Jet 24D. The owner of the company had a collection of old airplanes he let me fly. My wife and I especially liked flying his Great Lakes Special 2T-1A — we flew it almost every day.

Frequently there were kids at the airport fence who had ridden out there on their bicycles to see the airplanes. I always took as many as I could for a ride. Everyone, including me, had a great time! I often wondered if now, some 40 years later, they remember those flights in that beautiful old airplane. During the late 1970s and into the 1980s I worked as a corporate pilot, flying everything from Navajos to a Bell-47. By the late 1980s, I was flying Citations. It was a great job, but I was gone from home all the time. My sons didn’t understand why I was gone so much, so I asked myself, “What can I do that will allow me spend more time at home, and still be in aviation?” The answer that I came up with was the FAA. In 1989, I went to work in the Allegheny FSDO, in Pittsburgh, as an Operations Inspector. Two years later, I became Safety Program Manager in the FSDO in Columbia, S.C. While I was with the FAA, I conducted regular CFI flight tests and FAR 135 flight tests. I attended regular pilot recurrency classes, and flew local

rental airplanes as well as my own PA-20. For many years I was the FSDO safety pilot and regularly requalified the other operations inspectors in a King Air 200. I still own my own airplane and stay involved in aviation. My hangar has turned into a local gathering place for pilots. We talk about all aspects of aviation and I still do my best to dispense knowledge as I did when I was with the FAA. Talking about, and teaching aviation safety, is something that I like to do! When I was young, I wanted to be a social worker so I could help other people. However, family desires and pressures steered me onto aviation. I actually found that as a flight instructor, I did have an opportunity help others. However, it was as a Safety Program Manager that I really had an opportunity to change lives! After almost every safety seminar, one or more pilots would come up to me and mention something that I had told them, noting that they had never known that, and that they were going to change the way they flew from now on. After one seminar at Sun ’n Fun, an old pilot came up to me and told me he had been flying all of his life and had worked for Pan American Airways flying Boeing 314s and Sikorsky flying boats — and he had never before heard the information that he had just gotten from me. It made me feel pretty good, that maybe I was being innovative and effective. It made me happy that I had changed their behavior, made them better pilots, and I had put something — safety and quality — back into aviation! In 1999 I was named Aviator of the Year for South Carolina and inducted into the South Carolina Aviation Hall of Fame. Following the announcement, one of the Hall of Fame committee members told me that I had been selected because I had been able to help so many people. It took a little while to sink in, but I realized, that after all of these years, I had gotten to do what I had wanted to do when I was a kid — help people! How could I be so lucky? Find out more about the Wright Brothers Master Pilot Award at


General Aviation News —  800.426.8538

Calendar of Events Eastern United States

Feb. 25, 2012, Rockland, ME. Maine Aviation Forum 206-323-0616. Feb. 25, 2012, Marathon, FL. Marathon Aviation Day (MTH) 305-731-3176. Feb. 25-26, 2012, Greenville, SC. Southeast Hot Air Balloon Ground School (GMU) 864-631-3243. Mar. 2-4, 2012, Daytona Beach, FL. FIFI, the Commemorative Air Force’s B-29 Superfortress visits Daytona (DAB) 386-337-4499. Mar. 3, 2012, Arcadia, FL. Aviation Day (X06) 863-993-2114. Mar. 9-11, 2012, Titusville, FL. Valiant Air Command’s Tico Warbird Air Show 321-268-1941. Mar. 10-11, 2012, Sebring, FL. South Florida Seaplane Splash-in (SEF) 561-414-6865. Mar. 14-16, 2012, Arlington, VA. ARSA Annual Legislative Day and Repair Symposium. 703-739-9543. Mar. 15-18, 2012, Ft. Lauderdale, FL. Commemorative Air Force’s B-29 Superfortress FIFI Tour 954-493-8615. Mar. 17, 2012, Vero Beach, FL. Aviation Day 2012 (VRB) 772-978-4930. Mar. 18-21, 2012, Lakeland, FL. Lakeathon 561-948-1262. Mar. 25, 2012 Lakeland, FL. Adair Henderson Memorial Service (10 am-2 pm), First Lady of Sun ‘n Fun Fly-In (X-49) 863-644-3087. Mar. 27-April 1, 2012, Lakeland, FL. Sun ’n Fun International Fly-In & Expo (LAL) 863-644-2431. Mar. 29, 2012, Polk City, FL. Seaplane Splash-in/Dinner at Lake Agnes Fantasy of Flight 863-944-4941. Apr. 3-6, 2012, Washington DC. 55th Annual Aircraft Electronics Association Conference/Trade Show 816-347-8400. Apr. 6-7, 2012, Tavares, FL. Planes, Trains & BBQ/Seaplane Splashin (FA1) 352-742-6267 . Apr. 7, 2012, Ft. Lauderdale, FL. Banyan Pilot Shop Customer Appreciation Day (FXE) 954-491-3170. Apr. 21, 2012, Walterboro, SC. WingsN-Wheels (RBW) 843-549-2549. Apr. 21, 2012, Mocksville, SC. Spring Fly-in (5NC2) 336-998-3971. Apr. 21, 2012, Tavares, FL. Seaplane Splash-in (FA1) 352-742-6267. Apr. 28, 2012, Gainesville, FL. Gator Fly-in (GNV) 352-373-0249. Apr. 28-29, 2012, Suffolk, VA. Virginia Festival of Flight (SFQ) 757-372-0148.

North Central United States

Feb. 25, 2012, Royalton, WI. Chapter 444 Skiplane Fly-in (38WI) 920-225-9881. Mar. 3, 2012, Springfield, IL. 32nd Annual Light-Sport Aircraft & Ultralight Safety Seminar 217-785-4989. Mar. 4-6, 2012, Bismarck, ND. Upper Midwest Aviation Symposium 701-355-1800. Mar. 8-9, 2012, Mexico, MO. Zenith Factory Workshop (MYJ) 573-581-9000. Mar. 10, 2012, Cleveland, OH. Free Family Fun Day at the International Women’s Air & Space Museum (BKL) 216-623-1111. Mar. 14-16, 2012, St. Louis, MO. CASR Professional Development Courses in Aviation Safety 314-977-8725. Mar. 17, 2012, Indianapolis, IN. Indiana Aviation Safety Seminar (TYQ) 317-339-7781. Mar. 17, 2012, Blaine, MN. Twin Cities Aviation Spring Open House (ANE) 763-780-4375. Mar. 19, 2012, Brooklyn Center, MN. Minnesota Aviation Maint Technician Conf 651-234-7183. Apr. 7, 2012, Oshkosh, WI. EAA 252 Pancake Breakfast & Fly-in (OSH) 920-233-0410. April 19-20, 2012, Mexico, MO. Zenith Fac-

tory Workshop (MYJ) 573-581-900 May 20, 2012, Joliet, IL. Joliet Airport Festival (JOT) 815-741-7267.

South Central United States Mar. 8-10, 2012, Dallas, TX. Women in Aviation Conf 937-839-4647. Apr. 3-5, 2012, Dallas, TX. Aviation Week MRO Americas 212-904-4682. Apr. 13-15, 2012, Pineville, LA. EAA 614 Spring Fly-in and Campout (2LO) 318-452-0919. Apr. 14, 2012, Cookson, OK. 23rd Annual Wild Egg & Onion Breakfast Fly-in (44M) 918-457-4774. May 4-6, 2012, Temple, TX. Central Texas AirShow (TPL) 512-869-1759. May 5, 2012, Center, TX. 9th Annual Center Fly-in/Airshow 936-598-3682. May 12, 2012, Brewton, AL. 3rd Annual Spring Fly-in (12J) 251-867-9997. May 19, 2012, Brady, TX. Armed Forces Day Celebration & Fly-In (BBD) 325-456-6726. May 31-Jun 3, 2012, Savannah, TN. Ladies Love Taildraggers & Friends Fly-in (SNH) 317-506-2737. Jun. 2, 2012, Midlothian, TX. Annual Pancake Breakfast Fly-in, 972-923-0080. Oct. 20, 1012, Norman, OK. 6th Annual Westheimer Airport Fly In/Open House Festival (OUN) 405 325-7231.

Western United States

Feb. 25-26, 2012, Puyallup, WA. Northwest Aviation Conference 866-922-7469. Mar. 3, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672. Mar. 17, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. Mar. 18, 2012, LaVerne, CA. St. Paddy’s Antique Aircraft/Classic Car Display (POC) 626-576-8692. Mar. 25-31, Minden, NV. Minden Wave Glider Camp (MEV)775-782-9595. Mar. 31, 2012, Riverside, CA. 20th Annual Airshow 2012 951-682-1771. Apr. 7, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672. Apr. 21, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. May 5, 2012, Oakdale, CA. Oakdale Airport Appreciation Day (O27) 209-986-4647. May 5, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672. May 12, 2012, Oceano, CA. Oceano Airport Celebration Day (L52). May 19, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. May 19-20, 2012, Denver, CO. 2nd Annual Rocky Mountain Light Sport Expo (FTG) 303-755-1525.


Apr. 21, 2012, Anchorage, AK. 27th Annual Alaska Seaplane Seminar 907-398-6228. May 5-6, 2012, Anchorage, AK. 15th Alaska State Aviation Trade Show/ Conference 907-245-1251.


Feb. 29-Mar. 4, 2012, Alamos, Mexico. Club Pilotos Spring Reunion (MM45) 888-777-0164. Mar. 6-8, 2012, AbuDhabi, UAE. Abu Dhabi Air Expo (OMAD/AZI) +97124942309. Mar. 26-29, 2012, Brazil and Chile. Aviation and Airport Trade Mission 206-553-5615. May 14-16, 2012, Geneva, Switzerland. 12th Annual EBACE +32 2 766 00 73. May 22-24, 2012, Shanghai, China. China Aviation Mfg Summit +86 21 51615.

February 24, 2012

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February 24, 2012 •

the great alaska aviation gathering!

Fedex Maintenance hangar, ted stevens international airport anchorage, alaska

presented by the Alaska Airmen’s Association

Real Alaskans Show Up For This ONE!

May 5th & 6th

Over 275 aviation only exhibitors displaying the latest technology, state-of-the-art products, new innovations and comprehensive safety conference. Indoor & Outdoor Static Displays featuring every type of aircraft sport, general aviation, vintage, experimental, commercial, corporate and military.

The Alaska State Aviation Trade Show is about flying in Alaska complete with a frontier flair. Discover industry trends. Learn about new products and safety equipment. Enjoy live presentations and demonstrations. Now in its 15th season, this is Alaska’s premier, must-see aviation event with attendance over 21,000 pilots and aviation enthusiasts.

Alaska is the “flyingest” state in the union with more pilots and aircraft per capita than anywhere in the world. The largest aviation trade show in Alaska.



General Aviation News —  800.426.8538

February 24, 2012

New Products The app offers a touch and drag interface, allowing users to simulate most functions of the GTN 750, including panning the map, entering waypoints into the flight plan, loading airways, graphically editing flight plans, radio tuning and more. High resolution North and Central America terrain maps, worldwide Nav­Data, simulated traffic targets and simulated XM weather data allow the pilot to experience the enhanced situational awareness offered by the GTN 750. The app is also configured with product options such as TAWS-B audible alerts, transponder control and remote audio processor control.

Garmin releases GTN 750 Trainer App for iPad

Garmin has released a new GTN 750 trainer app for the iPad 2.

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aerox receives PMA approval for aircraft oxygen cylinders

aerox has received a supplement to its already existing Parts Manufacturing Approval (PMA). Supplements 2 and 3 cover the manufacture of replacement steel oxygen cylinders and Supplements 4 and 5 cover the manufacture of replacement Kevlar composite oxygen cylinders. These cylinders are available as re-

Blackhawk acquires STCs for King Air 90 engine upgrades Blackhawk has acquired Silverhawk Conversions’ Supplemental Type Certificates (STCs) for the King Air C90/A se-



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UNICOM 122.7

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Featuring Motivational Speaker Jessica Cox (www. – Born without arms, Jessica Cox could have lived down to the low expectations that ushered her into this world. In spite of them all, she learned to swim, drive a car, fly an airplane, earn two black belts in tae kwon-do, graduate from college, surf, scuba dive, and live independently using her feet in ways others who take their hands for granted can only imagine. ALSO FEATURING: Aviation Master Addison Pemberton Aviation History Enthusiast Larry Chambers

• Concurrent Sessions with a large variety of exciting speakers! • Mechanic Refresher & IA Renewal Seminar, Aviation Industry Exhibits • Aviation Teacher Workshop Sessions & Activities for students • FAA question and answer session Explore Bozeman one of the most diverse small towns in the Rocky Mountain West!

Friday night a fun filled evening at the newly remodeled Gallatin Field Airport an event you won’t want to miss! Best Buy - Takeoff to Landing Package All-Inclusive Registration + Meals = Savings!! Those who preregister will be eligible for a special drawing!

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February 24, 2012 ries and E90 engine upgrades. The STCs allow replacement of legacy engines in C90, C90A, and E90 aircraft with new PT6A-135A engines or used PT6A-135 engines. The upgraded King Air 90s realize increased true airspeed and improved single-engine performance, while enjoying a significantly lower time to climb and reduced operating and maintenance costs, company officials said. Blackhawk, founded in 1999 in Waco, Texas, has upgraded more than 350 aircraft. The company has the world’s largest installed fleet of STC twin-engine turboprop engine upgrades. • aerobat, and will be an available option on the Sting, Sirius, Savage Cub, and SeaRey. At a price point starting at $549, the instrument is loaded with US Sectionals, IFR Low Enroute Charts, Geo-Referenced Approach Plates, Airport Diagrams and much more, he noted.,

Corbi Air develops LSA air conditioner

SportairUSA named dealer for iFly GPS

SportairUSA, an Arkansas-based distributor of sport aircraft and avionics, is now a dealer for Adventure Pilot’s iFly GPS, the 7-inch touchscreen moving map designed for general aviation pilots. Bill Canino, president of SportairUSA, said the iFly GPS will be standard equipment on the company’s Snap! light sport

Corbi Air has developed an air conditioning system light enough for small general aviation aircraft, including LightSport Aircraft (LSA). The launch customer is the S-LSA Alto (pictured above). The system is all-electric, so the standard 12-volt Rotax system, common in LSAs, is augmented by an independent alternator and small 24-volt batteries. Corbi Air is the distributor of the Alto LSA, and is also the supplier of the AMT air conditioning system.,

Retractable tether for tools introduced

Just introduced is Gear Keeper’s new RT3-5601 retractable tether for tools up to 2 pounds. Available in high visibility orange, the retractable tether’s ultra low profile keeps tools close to the body when stored while still allowing complete accessibility in all directions when in use, according to company officials. The tether’s patented siderelease clip improves productivity while maintaining drop safety by providing a method for easily exchanging one tool for another, company officials add. The RT3-5601 tether extends up to 42 inches and the tether features a ratcheted thumb-controlled device to lock the cable at any extension length. Additionally, the Dual-Axis rotation clamp-on clip attaches to a tool belt or fall protection harness. RT3-5601 retractable tool lanyards, including the dual-axis belt clip, retail for $34.99.


‘Flight of a Lifetime’­ published

A new book, “Flight of a Lifetime,” a memoir by William Randolph, tells of the author’s quest — at the age of 76 — to build his own aircraft and circumnavigate the globe on his own. Rather than choosing a life of quiet retirement interspersed with trips to the golf course, Randolph decided that he would embark on the flight of a lifetime at the age of 76. After building his single engine plane, Randolph flew it solo 27,000 nautical miles over three oceans, eight seas and three gulfs, as well as a few continents. From an emergency landing in a thunderstorm in Brazil to a near crash and aircraft fire in Thailand to pursuit by fighter jets over the Mediterranean, the journey was fraught with danger at every turn, he recalls. “Flight of a Lifetime” is available for sale online at and other online booksellers.

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Have a new product or service you’d like to tell our readers about? Send press releases (in word documents, no PDFs please) to: Press@GeneralAviationNews. com. Please put “On the Market” in the subject line. Send photos separately.


General Aviation News —  800.426.8538

February 24, 2012

ASRS Reports These are excerpts from reports made to the Aviation Safety Reporting System. The narratives in the reports are written by the pilots, rather than FAA or NTSB officials. To maintain anonymity, many of the details, such as aircraft model or airport, are scrubbed from the reports. Aircraft: Experimental Primary Problem: Procedural, VFR in IMC From the pilot: I was cruising at 7,500 feet, enjoying a nice tailwind; clouds below about 3,000 feet, but clear VFR above. I had anticipated staying on top until I got near my destination then finding a hole to get down, but a call to Flight Watch

told me that wasn’t going to happen. It started closing up under me so I found a hole in the deck and wound up landing at an airport 1/3rd of the way. I waited on the ground for a couple of hours watching clouds and visibilities on the Internet, hoping it would improve. Given the very large slow moving front over my route and destination I knew if I didn’t get home today I would have to wait several days before the weather would be good enough to get home. The visibility seemed good enough (4-5 miles) to scud run so I decided to make a run for it. I got about as far as two thirds of the way and it got much worse, perhaps 300 feet and 2 miles. Not having any options at this point, I elected to climb and got above the clouds, about

3,500 feet. I had plenty of fuel but was getting short on daylight. My GPS shows some terrain features, so I decided to keep heading directly towards my destination until I reached the Mississippi River, which would keep me away from any tall towers in the vicinity. At that point, I descended back down through the deck until I could see the water. I followed the river north for a short while, until I recognized a highway that ultimately leads to my destination. I called the Tower and requested special VFR, which they granted. I landed without incident, 20 minutes before official sunset. It was definitely a case of getthere-itis and poor judgment. All day I have been thinking how close I really was to not making it.

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PCA-06-040.GAN.3-12.indd 1

From the Cessna pilot: Flying southeast bound at 2,500 feet on a flight to PAO, I was given, “Traffic, Citabria 5 miles 2 o’clock eastbound.” I responded, “Looking for traffic — negative contact.” I was given, “Traffic two miles, three o’clock eastbound, restricted above you.” I saw a plane crossing right to left far enough away that I could not tell whether it was a Citabria or not. Still I called out “in sight.” This was a mistake which I immediately wished I had not made. Very worried now because the controller thinks I have the traffic in sight, but the spotted traffic was clearly further than two miles away. I said nothing (mistake #2). The plane shortly appeared at the top of the windshield about 200 feet above me, crossing my path. I know that the clock system has to be adjusted for the difference between the track, which the controller sees and the heading. I did not expect the traffic to be so far off the call. Also, I was flying a high-wing plane and could not have seen this aircraft, which came from essentially my 4 o’clock to pass in front of me. I did not want to admit that I did not, in fact, have the traffic I had previously called, which gave rise to a very dangerous situation. In the future I will be conservative calling traffic in sight. Distance, altitude, track and type will have to match the reported traffic. I need to be more aware that upward visibility is very restricted in a high-wing airplane. But especially I will notify ATC if I no longer have traffic. Aircraft: PA-28 Dakota, Airbus A320 Primary Problem: Situational Awareness, Procedures



Aircraft: Cessna 162, Citabria Primary Problem: Communication Breakdown, Situational Awareness

1/27/12 1:54 PM

From the Piper Dakota pilot: Tower controller cleared an Airbus into position on 19R. At about three miles out on the ILS 19R Approach the tower controller

February 24, 2012 asked if the airport was visible. Pilot responded that the airport was just becoming visible but runway was not yet in sight, visibility was approximately three miles in haze/smog, landing into the setting sun with overcast at approximately 2,000 feet approaching the airport from the west. Tower controller then stated “cleared to continue the approach to minimums but cleared to land on 19 Left.” During that transmission the runway came into view so pilot responded “cleared to land on 19 Left. The runway is in sight and I am turning now,” and turned left to align with the 19L runway. Tower controller then asked another aircraft apparently in the pattern for 19L if the Dakota was in sight. The Airbus on 19R was then cleared for takeoff. The visibility was likely so poor that the other aircraft in the pattern for 19R never saw the Dakota. When no response was heard reporting the other aircraft had the Dakota in sight, the Tower controller cleared the Dakota to land on 19R instead of 19L. At this point the Dakota was at 500 MSL and about 3/4 to 1/2 mile short of the runway threshold. The Airbus on 19R was just beginning its takeoff roll. The Dakota then turned right to align with Runway 19R. With only about 1/2 mile in trail of the Airbus on takeoff the Dakota responded, “With that guy taking off landing clearance is declined.” The Tower controller then responded with “Alright, you can make a right 360 there.” A climbing right 360 turn was then made and the Dakota climbed to approximately 500 feet AGL. During the turn the Tower controller directed the Dakota, “Continue the base. Cleared to land on 19 Left.” Landing was made without incident on 19 Left. One half mile or less in trail of a departing Airbus, under full power, is not safe for an aircraft as light as a Piper Dakota. The Dakota was on an IFR flight plan, in marginal visual conditions. Insufficient separation was provided by ATC. The problem could have been avoided by either keeping the Airbus off of 19R until landing was assured by other traffic cleared on the ILS 19R approach or extending the downwind leg of the other traffic in the pattern for 19L. • we were really uncomfortable as he came out of a steep turn right behind us. We don’t think SCT Approach did anything wrong. They were, as always, professional and on top of things. However, this is a systems error waiting to claim a life. We fly two pilot IFR with our heads on a swivel, and we know the airspace and the approach well. Imagine a single pilot IFR or a student IFR flight with heads down and aerobatics just ahead. Yes, of course, one would hope that ATC would alert them early, but this is San Diego’s busiest SCT sector, with the controller handling both SAN arrivals as well as SDM, MYF and SEE. Also, even with 4 miles notice, it was still hard for ATC and for us to get out of the way. So many holes are lining up for an accident. The VFR folks don’t know we are out there, and most of the IFR folks probably don’t know they are out there. There are tons of folks doing flight training. It is a high workload time on an IFR flight with lots of fast airplanes


moving through that space. And, it is an extremely busy sector for ATC. Any one of those holes being closed stops the accident, but if they all line up, somebody is going to die. We strongly recommend that somebody study this issue soon and that at a minimum the FAAST representatives consider the issue for a seminar. Ideally, the chart should be updated to alert the VFR folks that there is heavy IFR traffic between 5,000 and 7,000 feet and the IFR folks that there is intensive flight training over El Capitan. Aircraft: Baron 55/Cochise Primary Problem: Communication Breakdown From the pilot: The flight started as a VFR flight with flight following to DCY. Prior to the flight I downloaded weather and NOTAMs to my iPad where the weather showed VFR most of the flight and possible IFR upon arrival. I also called the lo-

cal DCY FBO three times with no answer. Midway through the flight while checking ATIS around the arriving airport, the ceiling dropped to minimums, so I filed IFR in flight with INDY Center. INDY Center handed me to Holman Approach and I shot the RNAV 18 approach. I announced my approach on CTAF and continued the approach. On the approach I broke out around 1,500 feet and I switched back to Holman Approach and canceled IFR and squawked VFR. Then I switched back to CTAF and announced my intentions to land. Continued the approach in light haze and the landing area was clear. On the flare and touchdown I noticed a truck on the far end of the runway, which flashed his lights, but I decided continuing the landing was less risk than to go around. After taxi and stop I was informed that the runway was closed for painting. From ASRS official: Whether this NOTAM was not issued or missed by the pilot is unknown.

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Aircraft: PA-32 Cherokee Six Primary Problems: Communication Breakdown, Situational Awareness, Workload, Distraction From the pilot: We are bringing up a situation that has happened for a third time. It is not ATC’s or another aircraft’s fault, but is an accident just waiting to happen. When IFR aircraft approaches SEE’s LOC D from the northwest, we are always vectored south of Ramona and over the very far edge of El Capitan Reservoir at 6,000. A great deal of flight training goes on over El Capitan Reservoir. For the first six years we flew in this area, we never had a conflict. We have now been on approach three times and have encountered aerobatic aircraft and/or aircraft practicing steep turns operating between 5,000 and 7,000 feet. Usually our TIS shows up the erratic flying and we cringe as we get closer, but there isn’t a total conflict. Yesterday, we were flying right at the guy and alerted ATC. Even with the vectors,

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February 24, 2012

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General Aviation News —  Classified Pages Cessna 200 Series - 1912 1960 C-210, 150 SMOH, IFR, Very Nice Aircraft. All Ad’s complied. $43,750. West One Air, 208-455-9393. Cessna - 2020 CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650. Cessna Parts - 2030

CESSNA WINGS REBUILT ON JIGS BEECH/CESSNA Control surfaces reskinned on jigs Call for quotes. West Coast Wings 707-462-6822. Aeronca - 1050

Cessna 150 - 1904

CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616.

1975 C-150M, N63679 5910-TTAF, 1530-SMOH, AudioPanel w/MB, 2 NavComs, ADF, Nov.2011-annual, hangared. $18,000. Kevin-503-931-6281, Jim-503-838-2185. More details/picture @

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,

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! Cessna 152 - 1905

CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. Aviat - 1400 AVIAT HUSKIES- 2006 thru 2009 used. VFR, IFR, taking 2012 orders. Call for details. Jim Taylor, McCreery Aviation, 956-686-1774. Beech Bonanza - 1505 1947 BONANZA 7829 TTAF, 445-SMOH, 10.3-SPOH, engine 22 STOH, dual control, IFR. 3rd window, $39,500. Will trade. Earl 360-754-5221, 360-292-7220. 1987 A-36 Prop Jet 450hp, TT-2407/155-SMOH, 530/430/386, Traffic, Terrian, WX/XM/A/P/DME/HSI, xpdr, storm, Radar ALT, TCAD, A/C, oxygen, P&I-9/1/2, $549,900. MT/406-945-1322. 1993 BEECHCRAFT B36, 1600TTAF, Western Skyways Millennium GII TSIO-520-UB 360 SMOH, McCauley 3Blade 360-SPOH, King-Avionics, P&I-8/10, No Damage. $250,000. 208-308-1852. Beech Baron - 1602 1980 B55 Baron, 740 TT, works perfectly. Loaded! LR fuel (142gal). Extensive January annual w/IFR certification. NDH! $200,000. 325-735-2266; 669-6630. Beech Travel Air - 1614 1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, Reduced $63,000 or Trade. West One Air 208455-9393. Bellanca - 1650 1966 BELLANCA 260, 14-19-3A, TT2400, SMOH-1100, Cont-1O470-F, 260HP, 4-pl, always hangared. $21,000/OBO. Ray Williams, 928-580-1285, More details/photo at

Aircraft for Sale - 5020

FOUR C-152’S AVAILABLE. King digital IFR, low airframe and engine time. Call for specs. American Aircraft. 510-783-2711. Cessna 170/175/177 - 1906 1973 177B 180 HP. TBO. Good compression. 8 in & out. powerflow exhaust, needs annual. $31,000/OBO. Call Gary 360-731-8088. C-170B, mid-time engine, fresh annual with sale. 180 gear & more, 2pl Intercom $38,500, 435-790-7435,

Cessna 172 - 1907 1963 C-172 project, engine (lower-end together). All new parts & new 4-cylinders, panel converted to center stack, new glass/interior in box. Has STC’s Lyc.-160hp. $15,000 paint job. $36,000. Earl Pearson, 360-292-7220. 360-754-5221 CESSNA PILOTS ASSOCIATION: “BUYER’S GUIDE TO THE CESSNA 172” Written by the world’s foremost experts on Cessna aircraft. Lists all model changes, performance figures, Airworthiness Directives. Includes 100 point pre-purchase inspection checklist. $35 for members, $40 for non-members plus s/h. Order at or mail to Cessna Pilots Association, POBox 5417, Santa Maria CA 93456 800-343-6416. Cessna 182 - 1909

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,

Aircraft for Sale - 5020

Ercoupe - 2550 ERCOUPE 415C Light Sport. 600hrs on 85hp, new paint/interior, Cleveland brakes, extended baggage, built-in intercom, shoulder harness. Wings recovered at Stits. Aircraft in AZ. $32,000. Call Ted 503-843-3616. 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, Luscombe - 3300 LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. 480650-0883. 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, Maule - 3400 MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934,

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. or 208-664-9589. Champion Parts - 2055 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, Citabria - 2150 CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax1616 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, Ercoupe - 2550 ‘46 ERCOUPE 415-C, 85hp, 2200-TT, 1100-SMOH (7080 all cyls), xpdr, King radio, GPS, always hangared (MYB). Light Sport. $22,000. 530-755-4455.

1973 182P, 919hrs P-Ponk ,530W, 340-audio, HSI, ME406 ELT, SR8A-analyzer, 3bl-prop, King-155, 2Lightspeed, 4pl-oxy. Loads of TLC. Make-Offer! 541-8821887, Cessna 200 Series - 1912 1970 CENTURION 210K “Turbo” 60SMOH, 60SPOH, KLN90B GPS Colored-re-map. New leather interior. Totally refurbished by Western Aircraft. $107,750. 208-4559393.


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: 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:, email: MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax 210-979-0226. RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email Navion - 3600 1948 NAVION 150 SMOH, 150 SPOH, Long range fuel. Must sell! REDUCED $23,700. West One Air 208-4559393. 1948 NAVION-A/L17B 4832-TT, Cont-E185-9, 205hp, 1033-SMOH, 411.1-STOH, 25hrs-prop, Aug-annual, full IFR, DME/GPS, updated-panel, PA-tail, always-hangared, many-military records, $35,000/will consider any offers. 360-239-1291.

48 415E Ercoupe C-85, 240SMOH, auto-STC. No-pedals/Bubble-wind. Full Gyro-panel. King-radio, intercom/xpdr/ELT, hangared. $21Kw/fresh annual. See picture at 307-250-4739, 307-250-6924. Aircraft for Sale - 5020

1962 NAVION Range Master G-H. IO-520BA-285hp, 902-SRMN, 168-STOH, 902-SN-3-bl-prop, 5,246-TTAF, Very well maintained, $89,900/OBO. 937-430-2482. See more details/pictures at:

Aircraft for Sale - 5020

Aviation Abbreviations A/C .....................................Air Conditioning ADs .......................Airworthiness Directives ADF ...................Automatic Direction Finder AH ..................................... Artificial Horizon A&P ......................... Airframe & Powerplant AP............................................. Audio Panel A/P................................................. Autopilot CDI ....................Course Deviation Indicator CHT .................. Cylinder Heat Temperature Com..........................Communication Radio C/R ...................................Counter Rotating CT.......................... Carburetor Temperature DF.......................................Direction Finder DG ..................................... Directional Gyro DME........... Distance Measuring Equipment EFIS.... Electronic Flight Instrument System EGT ................... Exhaust Gas Temperature

ELT ............ Emergency Locator Transmitter FD..........................................Flight Director FWF...................................Firewall Forward GPS ................... Global Positioning System GS ......................................... Groundspeed G/S ........................................... Glide Slope GSP ............................Ground Service Plug HF.......................................High Frequency hp ............................................. horsepower HSI................. Horizontal Situation Indicator IFR.......................... Instrument Flight Rules ILS ................... Instrument Landing System LE ..............................................Left Engine LMB............................Light Marker Beacon LOC ...............................................Localizer Loran.............Long Range Area Navigation LR............................................ Long Range

LRT................................ Long Range Tanks MB .......................................Marker Beacon MDH ........................ Major Damage History MP .................................. Manifold Pressure NDH............................. No Damage History NM .........................................Nautical Miles Nav ...................................Navigation Radio NavCom .Navigation/Communication Radio OAT ...................... Outside Air Temperature OH .................................................Overhaul RB .................................... Rotating Beacon RDF ......................... Radio Direction Finder RE........................................... Right Engine RG ....................................Retractable Gear RMI ...................... Radio Magnetic Indicator RNAV..................................Area Navigation SBs................................... Service Bulletins

SCMOH .......Since Chrome Major Overhaul SFRM ...........Since Factory Remanufacture SHS ................................ Since Hot Section SMOH....................... Since Major Overhaul SOH.....................................Since Overhaul S/N........................................ Serial Number SPOH .........................Since Prop Overhaul STOH............................Since Top Overhaul STOL ...................... Short Takeoff / Landing TBO ...................... Time Between Overhaul TT ................................................Total Time TTAE ..............Total Time Airframe / Engine TTAF............................. Total Time Airframe TTSN ........................ Total Time Since New XPDR....................................... Transponder VLF............................. Very Low Frequency VOR .................................VHF Omni Range

32 North American - 3680

General Aviation News —  Classified Pages Experimentals - 5300 DAKOTA HAWK is a wood and fabric experimental. 60hrs. TT,O-200, 700 hrs since O time. $18,000. 928274-5001, 928-859-3796.Details/picture see: Floatplanes - 5400

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; Piper Single - 3800

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 Piper Cherokee Series - 3806 1974 CHEROKEE Arrow II, 200 hp, IFR, always hangared. Idaho, Montana airplane. $49,750. West One Air, 208-455-9393. Piper Comanche - 3809 1962 PIPER Comanche Turbo charged, IFR, fuel injected, cowls, Metco Tips, oxygen, REDUCED!! $45,500. West One Air 208-455-9393 WASHINGTON 1962 Piper Comanche 250. 5400TTAF, 1497-SMOH, 586-SNEW PROP, Lycoming IO-540 fuel injected 250hp. $55,900. 714-263-3362, 949-632-7439. See pics/details: Piper Super Cub - 3820

Seaplane Ratings & Solo Rentals in central Florida and Minnesota PA12 & C172 available 612-868-4243 - 612-749-1337 Light Sport Aircraft - 5620

CYLINDER FLOWMATCHINGl for more power and efficiency for Continental & Lycoming cylinders! Aircraft Cylinder Repair. 1-800622-7101.

135 OPERATION in Juneau Alaska is seeking pilots for seasonal position. Must be DHC-3T float qualified. Email resume to

Avionics - 6500

Avionics - 6500

Avionics - 6500

Avionics - 6500

PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487. Appraisals - 6405 NAAA/USPAP APPRAISALS / CONSULTING. Northwest US and Western Canada. Call Russ, Bow Aviation, 360-766-7600. Avionics - 6500

1976 PIPER Warrior PA28-151, 3000 TTSN, 1000 SMOH, O STOH, King IFR, fresh annual, nice, original paint/interior, NDH. $39,950. 510-783-2711 Piper Apache - 3902 1959 APACHE PA23-160, low time 2450-TTAF, 1018SMOH, 2-Mk12B’s, VOR, localizer, GS, ILS, xpdr,out of annual, as is/where is, $18,000/obo, 818-792-1531/cell. Piper Parts - 3920 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, Stearman - 4450 LIVE AUCTION 1943 STEARMAN, Unrestored, unmodified. PT17, A75N1, N56292. Cont-R670, SMOH-434, TT1720. San Jose, Calif., 3/31/2012. Reserve $23,000. 360-835-7789 Stinson - 4455 1943 STINSON, Model L-5, Hartzell prop, Single radio/ VOR, ADF, xpdr, 450 TTE, 2500 TTAF, $25,000. 714288-2799, cell 714-742-3288.

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 303-375-8882, FAX 1-800-457-7811,

Cylinder Overhaul - 6605

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SELMA AIRPORT Display Day Held on the third Saturday of each month. Info/ Contact, Call CA/559-896-1001.

2003 PIPER Saratoga II Turbo, 1400TTAFE. LOADED: Avidyne MFD w/TAWS, XM & Traffic; Garmin 530/430, S-Tec 55X w/HSI, FD; TKS, airbags; A/C, nice P&I. $299,900.See www.N720KM for photos, details. Piper Warrior - 3838

Taylorcraft Parts - 4605

CHARTS, WIDEST range of NOS/NIMA, Canada, Worldwide charts. Lowest cost. Next day service available. The Pilot Shoppe. 623-872-2828 Fax 623-935-6568.

Employment - 6900


SMITH REPLICA Piper Super Cub. 100hrs on O-360. 2010-Copperstate Fly-in award, top custom-built tube&fabric Grand Champion. Owner Must Sell! 928706-0904. See pictures: Piper Saratoga - 3822

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,

Charts & Maps - 6590

February 24, 2012

Charts & Maps - 6590

The Very Best in Airport Information!

Optima Publications


February 24, 2012 Engines - 6950

General Aviation News —  Classified Pages Engines - 6950

OVERHAULED, RECONDITIONED, reground. Complete aircraft engine machine shop services. Heat treating, plating, NDT. Also complete new and used parts sales. Call for free brochure and pricing. AIRCRAFT SPECIALTIES SERVICES, 800-826-9252. Engine Parts - 6955

ENGINES FROM $200 GUARANTEED: Kawasaki, Rotax, Hirth, and most other brands with the BEST reduction drive, carburetor, exhaust selection of accessories with top-notch service from our friendly staff. J-Bird, 210 Main St, Kewaskum WI 53040 262-626-2611


Door Seals - 6700

Door Seals - 6700

Door and Window Seals engineered with the latest technology • FAA-PMA approved • air tight “leak proof”” • adapts to form the perfect seal

CASH FOR your steel engine parts. Crankshafts, camshafts, lifter bodies, rods & gears. Call Aircraft Specialties Services, 800-826-9252 or PARTING OUT Lycoming and Continental engines, all parts, large and small! Cores and overhauled parts available. Jerry Meyers Aviation. 888-893-3301. LYCOMING O-320-160, 1018 SMOH, FWF with all accessories including prop, spinner, carb, exhaust, running condition, $10,000/obo. 818-792-1531/cell.

NEW Wing walk coating

• easy to apply polyurethane rubber base paint

ALLOWS THE use of an O-200 crankshaft, rods, and pistons in C-85 engine, for less than the cost to replace your C-85 crankshaft. Complete w/FAA certification & STC paper work. For more information & prices call AIRCRAFT SPECIALTIES SERVICES, 800-826-9252.

• can be applied over existing wing walks We also manufacture quality soft glareshields for updating your aircraft!

CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation 888-893-3301.

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Float Equipment - 7170

Fuel - 7215

February 24, 2012 Fuel Cells - 7220





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Fuel - 7215

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Hosting a fly-in? List it free in our Calendar of Events! Fuel Cells - 7220

Financial - 7050 TITLE SEARCHES: Same day reports if called before noon CT, most searches. 800-666-1397 or 405-2328886. Visa/ MC. Aircraft Title Corp. Established 1957.

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Fuel Cells - 7220

Fuel Cells - 7220

February 24, 2012

General Aviation News —  Classified Pages

Hangars & Tie-Downs - 7300

Hangars & Tie-Downs - 7300

Instruction - 7350 TAILWHEEL SPECIALIST Maule & J 3-PiperCubs. BFR, private, tailwheel, mountains spin-awareness, EMT, SportPilot or just plane fun! 20,000hr George Kirkish, 206-567-4994.,

35 Materials & Supplies - 7465 RAMOS PLATING and POLISHING: Repolish your aluminum spinners, chrome pitot tubes, airsteps, valve covers, nuts, bolts. Also cadmium plating. 45yrs OK City, OK 405-232-4300. Oil Coolers - 8110

Instruction-Multi-Engine - 7355 Hangars & Tie-Downs - 7300

Hangars & Tie-Downs - 7300

ARLINGTON WA. 2 Condo hangars w/lofts. Water, H.O. lights, 240v/100 amp and shop, air-system. One has gas heat. Please call for details. 360-403-7428.


Oxygen - 8125

Insurance - 7400

Specializing in aircraft hangar floors JAMESA1967DE WA•OR•ID•NV • 360-366-9135

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BUY HANGAR BUILDINGS direct from manufacturer. T-hangars or individual hangars, instruction, R&M Steel Company, Box 580, Caldwell ID 83606. 208-454-1800. “ARLINGTON (AWO): hangars for rent Arlington Airport 45 X 35 Rectangle $460- lights, power bath on site 425827-6588”. FOR SALE: Cave Junction Oregon (lllinois Valley Airport)“3S4”hangar 60X40 metal. Elec & phone. On paved 5,200’runwayw/paved-taxiway. Price reduced!! $68,000, 541-592-6322. PEARSON FIELD VUO. T-hangars w/42’doors, pavedfloor, electrical, $308-$345. Full service airport w/instrument approach. Closest to downtown Vancouver and Portland. Contact Willy 360-487-8619, ELMA, WA T-Hangars $97.50/mo Completely enclosed w/lockup. Pilot controlled runway lights. 360-482-2228. PRIME LOCATION, Eugene OR, Commercial Hangar, 80x80, 1600sqft. finished office plus shop space. Land side access located on the main ramp adjacent primary FBO. 541-954-1937, PIERCE COUNTY Airport. Brand new T-Hangars and Sawtooth. Ready for move-in. Purchase or rent. 800281-8678. FRIDAY HARBOR nested T-hangar, all metal sliding doors, electricity, restroom-access. Will accommodate 182 or B36TC long wing Bonanza. $87,500. 360-2015566.

Parachutes - 8150 POWER METERS for hangars. Recover the cost of electricity used by tenants, Davidge Controls, 800-824-9696, NEW RICHMOND WI(RNH) hangar, in-floor-heat, 60’door. 50’x100’. 5,000sqft building w/log-cabin style-office, bathw/shower, natural-gas, $249,000. 330-2833200. See more details/pictures: , CA-LOS ANGELES-HHR Hangars For-Sale, Single-Jet size. Long-leases, sprinklered. All services on field. Reasonably priced! Easy-access. Lots-of-pictures available. Ben, 800-370-3001, CHINO, CALIFORNIA: NEW HANGARS FOR SALE OR RENT, 50x50 insulated, metal halide lighting, Schweiss bifold door. $199,000. Financing available. One 50X50 for rent $1150/month. 949-533-0298.

PILOT’S EMERGENCY Parachutes --hundreds of new and used rigs --military and aerobatic types. Prices from $250 and up. Western Parachute Sales, Inc., 29388 SE Heiple Road, Eagle Creek, OR 97022. 503-630-5867 or fax 503-630-5868. or

ECONOMICAL AIRCRAFT HANGARS with the Banyan Steel Arch Systems. Will ship worldwide. (800)533-7773, (317)849-2246, Fax: (317)8495378,

Partnerships - 8200

"THE NEW LIFT STRAPS" BI-FOLD DOORS By Schweiss for airplane hangars. Electricall operated. Lose no headroom, we install and deliver. Schweiss BiFold Doors 800-746-8273. Visit PORT TOWNSEND WA Hangar for sale. 70x60 R&M steel bldg. 50x14-Schweiss BI-fold door. Walls/ceiling & door insulated. 200amp service. 360-821-9474. AUBURN AIRPORT, WA: Metal T hangar 40’X16’ high. $450 per month!! Long term lease $425. 360-981-8796. Instruction - 7350 FLY FLORIDA-Aerobatics, TailWheel, Emergency Maneuvers; Master CFI-Aerobatic. Super Decathlon and Pitts S2A;. Country Airport; Lodging at Country Inn. 772485-6761,

Parts - 8225

GUARANTEED MULTI ENGINE ratings, $1395+ examiner. Bring a buddy, $1195 ea. Beech Travel Aires, mature ATP rated instructors. Multi engine training, Arlington TX. 817-557-4004. 19yrs in business. Experience counts.

Parts - 8225

TITLE SEARCHES & INSURANCE: Same day reports if called before noon CT-most searches. 800-666-1397, 405-232-8886. Visa/MC. Aircraft Title Corp. Est 1957. Maintenance - 7460 MAGNETO SERVICE. Quality Bendix magneto overhauls and repairs. Mansfield Magnetos, Inc. 318-8722026, ROYAL FLYING Service Inc. Eastern WA. Maintenance Repairs & Restorations. 509-346-2417. Parts - 8225

OUR FREE web-based partner and partnership-finder works worldwide for any aircraft. Join today to fly more and pay less! Parts - 8225 WING EXTENSION Kit for S2R Thrush. NIB includes STC. Also G-164 all models. $6500 plus 200 crating, 509-689-2712. Parts - 8225

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Parts - 8225

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Pilot Supplies - 8360

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February 24, 2012 Parts - 8225

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Propellers - 8400

Next Classified Ad Deadline: Wed, Feb 29 @ 5pm (PDT) Wed, Mar 14 @ 5pm (PDT) 800-426-8538

February 24, 2012

General Aviation News —  Classified Pages

Propellers - 8400

Survival - 9000


Propellers - 8400

Propellers - 8400

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SENSENICH WOOD prop, 85” length. “W54-97 on hub” $600.00. Call 772-465-4089 after 6:00 PM.

McCauley, Hartzell, Sensenich, Hamilton Standard, MT, PZL Authorized McCauley Service Center Approved Hartzell Network Shop Visit our website: NORTHWEST

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253-770-7400 16607 103rd Ave. Ct. E. Puyallup, WA 98374 Pierce County Airport (KPLU) FAA Approved Repair Station #IT6R625N Space for lease - 8855 TERMINAL SPACE with Aircraft Parking for rent. Kissimmee Gateway Airport. Call Terry Lloyd. 407-518-2516 Skis - 8870

Software - 8890

Title Services - 9210 TITLE SEARCHES: Same day reports if called before noon C.T., most searches. 800-666-1397 or 405-2328886. Visa/ MC. Aircraft Title Corp. Established 1957. Video, Audio, DVD - 9400 QUAD CITY CHALLENGER VIDEO. 45 minutes of flying fun on floats, ski’s, soaring and other neat stuff. Send $10 to QCU, POBox 370, Moline IL 61266-0370. Money back if not totally satisfied Also see our web site. For VISA/MC order call 309-764-3515. Real Estate/Airport Property - 9650

Publisher’s notice: All real estate advertising in this newspaper is subject to the Fair Housing Act which makes it illegal to advertise “any preference, limitation or discrimination based on race, color, religion, sex, handicap, familial status or national origin, or an intention, to make any such preference, limited or discrimination.” Familial status includes children under the age of 18 living with parents or legal custodian, pregnant women and people securing custody of children under 18. This newspaper will not knowingly accept any advertising for real estate which is in violation of the law. Our readers are hereby informed that all dwellings advertised in this newspaper are available on an equal opportunity basis. To complain of discrimination call HUD toll-free at 800-669-9777. Toll-free number for the hearing impaired is 800-927-9277.

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38 Alabama - 9650

General Aviation News —  Classified Pages Florida - 9650


MOBILE BAY. Terrific 50’X60’hangar w/1600sqft studio apartment attached. 1 1/2 acres. Hangar built of treated rough-sawn lumber over I-beam frame; apartment is matched stucco. Located on 2600’ grass field flying community. (5R7) near Mobile Bay. $300,000. 251-751-0003. See more pictures on GA website. Alaska - 9650 ALASKA AVIATION REAL ESTATE Residential, Commercial, Land, Waterfront, Remote, 907-232-2331 Peak Realty. Arizona - 9650 2-HOMES FOR sale in Sunny Arizona. First: 2360sqft, 3bd/2.75ba, $350,000. Second: 1360sqftw/2200sqft hangar $359,500. 928-649-1800. For more details/pictures see ARIZONA DESERT 3bd/2ba, 1296sqft furnished home, 50x50 hangar w/den, 1/2 bath, 2-storage rooms. $228,000. 928-274-5001, 928-859-3796. More details at 7.1 RECREATIONAL acres on runway in Arizona. Movein-ready-home, 24x36 garage or convert to hangar, ATV riding, horses, low maintenance landscaping. $240,000 Must see! 928-671-1597, see pics at HANGAR ON 3500’ runway for sale by owner. 1344sqft home in quiet AZ airpark. Paved runway/taxiways. 5yr old furnished home, 3bd/2ba. $225,000. Possible owner finance w/25% down, 20yr term for qualified buyers 509860-4726. ARIZONA AIRPARK HOMES AND HANGARS $150K TO $800+ no more shoveling snow..just fly and play. Check out these properties. Martha Home 928231-9500 ARIZONA AIRPARK PROPERTIES??? WATCH FOR FRESH NEW LISTINGS. Martha Home 928-231-9500. Arkansas - 9650 ARKANSAS VALLEY A/P Cotter. Winter Sale 40% off advertised prices below: Runway lot $64,900. 2.44-acre taxiway-tract 200’ from White River $69,900. 4% mortgage available. 870-430-5545,

Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, condo’s from $139,000. Lots-available. Long and short term rentals available. SPRUCE CREEK FLY-IN REALTY, Pat & Lenny Ohlsson, 800-932-4437. CANNON CREEK Airpark. Florida’s Finest just got better. 600+acres, 2-Runways along I-75 North Fl. at Lake City and I-10. The best approaches, Golf and Tennis and snack Bar by Golf Cart. 4,000Ft Turf 4,000 paved. 150 Homes Now and growing. New section greater than 40 lots, Incredible Beautiful Lots. No rush to build, Finance and no interest, 10 lots set at $19,000. Each DoorBuster Pricing. CCAIRPARK.COM Call 386-984-0283, Ray Sessions After 35years of Building this Airpark and starting others at Sun N Fun, This is my last Subdivision, time to find a Honey, give her a Home. I’ll be 70 this year. Time to see The Grandchildren in Kissimmee and San Antonio. Call me, you will get the buy of a LifeTime. No Salesmen, Direct to you. ORLANDO AREA Aviation-properties, hangars, hangarrentals, Some priced like bank-owned. Chandelle Properties. Call Ron Henderson 407-712-4071 Keller Williams/Advantage II Realty SARASOTA FLORIDA Hidden River Airpark, 2640’ paved+ lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives 941-928-3009 Idaho - 9650 TAXI TO your cabin. Bare land in beautiful Elk River, Idaho. Adjacent to the airstrip. $57,000. Sean Wilson: 208-596-8170.

NORTH of Hurricanes, SOUTH of snow 3300turf. 10mi to Myrtle Beach. 1, 5,10,acre lots Low taxes/insurance, “free DVD”. 843-602-8220.

A MUST SEE IN CLARENDON COUNTY SC MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. One-acre or larger, on the Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground-utilities installed. paved-streets, taxiway to 37S public airport. Call Lanny Hanson at 406-526-3535 or 263-1154. Visit our website: Don’t miss the opportunity to Live in a beautiful hunting and fishing recreational paradise! LOTS NOW SELLING $60,000. Nevada - 9650 NW NEVADA Airstrip property. 5+ acres 35miles SE Lake Tahoe- 40 miles S. Carson City. $115K Terms available. NV 775-266-3796 New Mexico - 9650

PICTURESQUE MOUNTAIN VIEWS! Hangar & log home in SW New Mexico on private airpark. 60’x60’ hangar on runway, includes 3bd/3ba custom log home on 1.5acres overlooking runway. Nancy Whatley 214587-1763, Reduced to $549,000,

That’s what we 877-279-9623

Oregon - 9650

4BR/2BA HOME w/ 2000’ grass airstrip & hangar. MidMinnesota, $299,900. Contact Connie Hamann/Agent, Remax Reliance 763-221-0901. See pictures at

Tennessee - 9650 DISTRESS SALE!! Pilot’s Dream. Only home on 3500’paved-runway in Tennessee-mountains. 6.18acres. 4800sqft 5br/4ba, lodge. Price reduced/$300K. W/trade for late model Piper-6X. 904-669-9661. Texas - 9650 MIDLAND, TX- 5,500Sqft hangar on taxiway, includes 4BR/3.5BA-home on 1.5acres. Call Realtor for price. Sandy Hanson/Legacy Real Estate 432-618-0613.


AVIATION, INVESTMENT & residential properties. Licensed in both Carolina’s. Sell airpark & airstrip property

“TOPEKA, KANSAS: 10 BEST MIDSIZE KIPLINGER 2010. 2600’X100’ Lighted Grass strip. (90KS) Twenty Minutes to “Everything”. From Cradle to Retirement. $60K. Kris 785-224-4211, Minnesota - 9650 Palmetto-POBox 777-Manning-SC 29102-803-473-2199

Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quiet seclusion only 5 minutes from shopping, restaurants and universities, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home. Several 1-acre lots available, also some homes. 940-321-5758,

NO CAROLINA airpark 8NC2. Acreage lots starting at $24,500. Between Ashville & Charlotte NC. 1.5mi to Hwy 74 bypass. 2500’x90’ turf-runway, landing-lights, private lounge w/bath/hangar space. $125/mo, 864-812-0482.

Kansas - 9650

“WE’RE IN THE MIDDLE OF IT ALL” Gated airpark with underground utilities in place.

RWJ AIRPARK in Beach City TX. 1.65 acres with 3,330 sq ft. 3 Bedroom, 3 Bath, lighted 5,100 x 40 paved, 3,300 turf runway. More information at or 281-573-2968.

North Carolina - 9650

EVERY PILOT’S Dream(O61)Excellent-level .43acre-lotjoint use roadway. $160,000. Yvonne Rand, Lyon Real Estate 916-673-8226, CA DRE# 01834318. Details/pics at

New airpark, Northeast Pennsylvania, 29-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! “Model Home Being Built Now”. 866-924-7787 or South Carolina - 9650

EXCELLENT BUILDING Site. 5.73 Acres with Frontage. Some Restrictions. Union County, Ohio, Between Marion and Marysville. Near 2000 Ft. Private Airstrip. $35,000. Call Gale 740-943-2773. Email

MAKE OFFER 1 acre & 1-1/2 acres alongside runway for sale. Adelanto Airpark, So.California, near Victorville Broker Bill 760-792-8072.

JUST REDUCED Kelly Airpark CO. Lot-#50. 4.4 AC site, survey/soils/test and septic perc test done. $75,000. 719358-9437. or

Montana - 9650

Ohio - 9650

LIVE WITH Your Plane w/Runway and Taxiway Access. Home/Hangar. 3000ft paved lighted runway, near fishing, boating, water, snow skiing, Major shopping, boat launch to Sacramento River, Only!! $399,000. Mel 530-3473164,l

PINE MTN Lake, CA(E45). Taxi to your airpark home or live on the lake. Championship golf, tennis, stables in gated community near Yosemite. Capt LarryJobe. “UAL” retired. 209-962-5501 Colorado - 9650

BEAUTIFUL GENTLEMEN’S fishing, hunting, vacation ranch. Swan Valley NW Montana. New log home, log guest house, pond, river access, hangar, private airstrip. 160+acres. 406-756-9071-evenings.

Illinois - 9650 CHICAGO IL Private Airpark Home. Beautiful, Large, Warm and Elegant high end custom home located in Brookeridge Aero. Direct access to private airport, fabulous 49x55 attached heated hangar, paved & turf runways Free recorded info & current market price. 800554-3462x3003. Hangar Homes Realty info/pics: 312-543-1220. Indiana - 9650

Pennsylvania - 9650

FREDERICKTOWN, MO. 4cd remodeled home. 2400 sqft hangar w/one piece Hydro door and office/media room. 3.61 acres lot. Lots of wildlife. 80' x 2000' grass runway. Homeowners association contract, restrictions being drafted and available. Pictures on request. Scott Frisella 314-359-2392. Montana - 9650

1/14 SHARE of Timber Basin Airpark(ID24) 80acres, 2200ft grass-strip, private lake. Includes Jeep Cherokee. $45,000. WE WILL FINANCE 520-909-4999. More details:

ARKANSAS BULL Shoals Lake acreages w/airpark, 3+ acres, $25,000-$80,000, Village Land Office, 870-4042059, 870-453-2966 eves, California - 9650

CALIFORNIA IDEAL climate, Pine Mountain lake. (E45) Taxiway homes or lots in the Sierra foothills near Yosemite Nat'l Park. Gated community with boating, golf, tennis and stables “Red” Rossio, The Flying Broker, Pine Mountain Lake Realty, 209-962-7156.

Missouri - 9650

February 24, 2012

PINE HOLLOW Airpark 3BD/2BA home w/part airport ownership/hangar w/full size 1-bdrm apt. $375,000. 503625-7079, 503-502-7954. See more details/photos at

Washington - 9650 WA STATE. Pilots only. 2.23ac. on 1850ft. private/paved runway, Kadwell Field. $75K+/BO. Can finance 1/3. Tom 425-335-1375. See more details/pictures at : 2.5 ACRES on Parkside Airstrip, 3000sqft, 3bd/4ba, 42X38’hangar. Vancouver, WA No income-tax state! $459,000 Sandy Scott Uptown Realty, 360-608-6166. SAN JUAN AVIATION ESTATES BLAKELY ISLAND, WA. Premier Recreational Airpark. Paved lighted runway. Exceptional marina. Owner access to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. Taxiway cabin, room to build hangar, $379,000. Airpark Marine View Home: $550,000 $490,000. DECATUR ISLAND, WA. Decatur Shores Airpark. Community dock plus waterfront park. Taxi to octagonal home w/hangar $800K. Adjacent lot w/nearly new hangar: $400,000. Judy, Flying Island Realty, 360-375-6302

WA-FRONTIER AIRPARK(WN53) A premier Seattle Airpark Gorgeous-custom built home & hangar on private/gated 5-acres w/pond. $750,000. 360-658-5850. View pix: DIAMOND POINT:. 2 bedroom 1 bath home, 40x40 hangar w/guest quarters and bath above:40x40 shop/ garage below $225,000. 360-683-1022.

CUSTOM-BUILT 2079SQFT Cedar home on 1.42 acre lot. 3BD/3BA, 36X44 Hangar, $395,000. 541-549-2510, View video More details/photos at

FANTASY FIELD (FA99): 2.96acres, 748sqft 1bdrm, home w/attached 1892sqft hangar, deck, heated 10'x18'shop. 2150x84' grass runway. Reduced!! $190,000. 206-783-4556, 253-906-7799.

LAKE BILLY CHINOOK-Central Oregon, private-airstrip. 3-5+/-acre properties side-by-side.Buy one,two or all three with Family/Friends. $119,000-$139,000. Call Elaine@541-480-3860 Coldwell Banker, Madras,OR.

7 ACRE Custom-home, hangar, barn, outbuildings. $850,000. Flying H Ranch, Buckley, WA. 253-862-3030, 253-740-1175. Details/pics:

February 24, 2012 •

These are the days Deb McFarland Short Final

Photo courtesy Deb McFarland

It’s that time of year when I get to whine. Weather wise, December through March is typically dreary, often with gray skies and cold temperatures. We even have a snow shower or two here in north Georgia that gets the news media all in a tizzy. However, this year has been exceptionally warm, although we’ve had our share of dreary wet days. I can get through the winter just fine if I get a day now and then for a smooth flight in Lester. It’s just as well that winter often limits my good VFR flying days, because this is also the time of year when our bank account is stretched to the limit. Our property tax is due just a few days before Christmas. Gee, that makes everyone feel merry and bright. The ad valorem tax on our airplanes is due around the same time, as well. Our children and grandchildren don’t seem to mind that this means they get homegrown and homemade jelly or a handcrafted birdhouse made from recycled barn wood (ours, of course) as gifts. They take them eagerly. In January, we are recovering from December both physically (too many holiday dinners) and financially. Every other year, this is the month to schedule our medicals. Dr. Homer Gold is not only our AME; he’s also our preventive maintenance special-

Deb flying high in Lester.

ist (AKA family doctor). Like any good mechanic, he likes to prevent the issues that can jeopardize our medicals and not just treat them after the fact. This year my Old Man was given the devastating news that he needed glasses for distance vision. Admitting years ago that he needed reading glasses was a drama. Learning that he no longer had that Superman steely eyesight was no less dramatic. My suggestions and hints that maybe his landings would now improve didn’t help his feelings. Getting the bill for the scratch-resistant, glare-resistant, progressives that were obviously housed in 24kt gold-plated rims seriously lessened my joy at needling him. Darn, there went my fuel money for the rest of the month. February brings the house insurance bill. Our home is modest. Henry, his mom and dad, and I built it. I like it. It’s not a McMansion, but it suits our needs and us. It is home. However, seeing the increase in this year’s premium made me nearly swallow my tongue. It would appear that a home that is built to suit one’s needs, even 27 years ago, is now called “custom” and the replacement value reflects this determination. It is a conspiracy to keep me out of the


So on one hand, we have a nice 42air! I am sure the TSA is behind these uninch flat screen TV that likes to change expected duns. Left wings, right wings, channels and scroll through the menu middle wings — they all want my fuel randomly at the most inopportune times. budget. It’s a Communist, Progressive, On the other hand, there is a lovely, shiny Socialist conspiracy. Luscombe that needs covering from the When I got an email from Aircraft elements. It is annoying, but the Old Man Spruce that happily thanked me for my is getting rather adept at outsmarting the order, I thought, “What order?” When I gremlin, and Lester will soon be enjoying noted those items listed happened to inhis new cover. clude a couple of hundred dollars worth of Our March budget includes one big hardware that would fit a certain C-195B item. The insurance on our Luscombes is located in a certain person’s shop adjacent due. We actually get reasonable rates, but to my home, I realized that even a certain to pay for two at the same time is someredneck had joined this conspiracy. what challenging for the family bank acNature was against me, too. Last Octocount. We always seem ber, lightning struck a to make it, however; tree in our yard and ran “It is a conspiracy it’s a ritual we’ve been down the power line to keep me out practicing since I startthat serviced the house. ed flying in the 1990s. We were lucky it didn’t of the air!” I know this time of burn our house. I saw year is coming. I presmoke and could smell pare for it. There are always surprises. I the ozone. The electronics in my brand new continue to whine. chef’s gas stove were toast, but fortunately Then one day, the sun comes up a little it was still under warranty. The computbrighter. The air gets a little warmer and ers came back after a hard reboot. The TV the sky seems a little bluer. The winter came around after a few days. It didn’t die; wind is calmed and the birds’ songs are it just liked changing channels on a whim. cheerful. These are the days when my The only thing I replaced at my cost was thriftiness pays off. These are the days one wireless router. Didn’t get to use that that make my budgeting, my coupon clipexpensive insurance after all. ping, and my home lunches worthwhile. However, in January, we had what These are the days we fly. old-timers call a windstorm that made the power blink on and off most of the Deb McFarland is the proud owner night. This awakened the gremlin in the of Lester, a 1948 Luscombe 8E, TV. Unfortunately, a replacement falls and part of the “Front Porch Gang” short of our deductible, and a new model at Pickens County Airport in Georcosts about the same as the new Bruce’s gia. She can be reached at Short­ Custom Cover that I planned to order for Lester.

Feb. 24, 2012  

February 24, 2012 edition of General Aviation News