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Reach for the Sky Richard Epton’s Stinson V-77 Protecting historic flights P. 12 The effect of lower octane fuel Luscombe lover wins plane P. 6 Six hours in a Cirrus P. 18
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A quick build kit of the low-wing CH 650 from Zenith Aircraft Co. is now available. The main fuselage of the allmetal, Light-Sport Aircraft (LSA) is assembled at the factory, which cuts build time and simplifies the process, according to Zenith officials. The kit, which also offers a factory-installed bubble canopy and cabin frame, costs $22,950, while the regular CH 650 base kit is priced at $18,500. ZenithAir.com Sporty’s has chosen the Legend Cub (pictured) as its 2013 sweepstakes airplane. For more than 20 years, Sporty’s has awarded a new plane to a customer. Customers are automatically entered to win every time they place an order. Manufactured by American Legend Aircraft Co., the Legend Cub features a Garmin panel, including an Aera 796 GPS, SL40 com radio, and GTX 330 transponder. The plane will be awarded during Sporty’s Annual Fly-In, scheduled for May 18, 2013. Sportys.com SavvyAnalysis.com, a new web-based digital engine monitor data analysis platform, will become available July 1, free of charge. It is able to analyze data from virtually all makes and models of engine
The 50th annual convention of the Popular Rotorcraft Association has been slated for July 31-Aug. 4 at Mentone Airport (C-92) in Indiana. Gyroplanes, gyrocopters, helicopters, autogyros, sport and general aviation aircraft are expected to participate in the convention. PRA.org
monitors, including J.P. Instruments, Electronics International, Insight Instruments, Garmin, Avidyne, Ultra-FEI/AuRACLE, and more, according to Mike Busch, CEO. SavvyAnalysis.com The rocket-assisted GRS airframe rescue systems manufactured by Galaxy High Technology of the Czech Republic has been awarded a U.S. patent for the deployment system incorporated in GRS parachute devices. The system for LSAs opens in less than 5 seconds, at maximum speed or at stall speed, enabling deployment as low as 270 feet agl, according to Bill Canino, president of SportairUSA, the American distributor of the devices Sportair.aero, GalaxySky.cz Aviation Development Group has completed and sold the first building in a multi-phase hangar complex at Spirit of St. Louis Airport (SUS) in Chesterfield, Mo. Officials with the Denver-based company are now planning and accepting
purchase reservations for Phase II of the development. AviationDevelopmentGroup.com Up to 32 hangars are planned for a new development at Jacqueline Cochran Airport (TRM) in La Quinta, Calif. Hangars will range from 2,100 square feet up to 15,000 square feet in the Penny Lane general aviation development. Construction is expected to start by year end with the first hangars ready for occupancy by mid-2013. Pricing will start in the low $400,000s up to $1 million. PennyLaneAviation.com ThinkGlobalFlight.org recently donated a new HP touchscreen computer to the students at Central Florida Aerospace Academy (CFAA), which is on the campus of SUN ’n FUN on the LakelandLinder Regional Airport in Florida. CFAA is the first Student Command Center for the planned global flight, designed to promote STEM (Science, Technology, Engineering and Math) education. Stu-
General Aviation News • 64th Year, No. 12 • June 22, 2012 • Copyright 2012, Flyer Media, Inc. • All Rights Reserved. Publisher
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Armed with an established supply chain, a new FAA production certificate, and a certified airframe, Eclipse Aerospace is officially back in production with deliveries beginning in 2013, company officials said. Eclipse plans initial lowvolume production with the first aircraft taking approximately 12 months to complete as the balance of the production line is re-tooled, officials add. Full production for an estimated 50 to 100 aircraft a year is expected in 2014, determined by market demand. Eclipse.aero
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Several donors have boosted the cash stipend for the 26th Annual A. Scott Crossfield Aerospace Educator of the Year Award from its original amount of $1,500 to $5,000, according to officials with the National Aviation Hall of Fame, who added the call for entries has been extended to June 30. The competition is open to teachers in grades K through 12. NationalAviation.org Gulf Coast Avionics, based on Lakeland-Linder Regional Airport (LAL) in Florida, has added international satellite operations in Lima, Peru, and Tarragona, Spain. GCA.aero PilotMall.com now offers a 10% military discount to honor past and present members of the armed forces. The discount applies sitewide to PilotMall.com, as well as for shoppers in the retail stores in Lakeland and St. Petersburg, Florida. PilotMall.com The Aviation Fuel Club is organizing “Unleaded to Oshkosh” — U2OSH — for this summer’s AirVenture to celebrate the BRIEFING | See Page 4
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June 22, 2012
gripped their community specific packages in their hands as they came to the meetings, according to Medicine on the Move officials. All wanted to meet the pilot who they had waved to as the plane passed over their communities, dropping “health education and encouragement” to their communities. Pilot Patricia Mawuli Nyekodzi spoke to them, encouraging them and answering their questions. The people beamed and told all how the aircraft had inspired their people and that they now want their children to learn more so that they can be pilots like Patricia, officials report, adding “such encouragement cannot be measured, it can only be felt in your heart.” The health session was led by Michaela Hayes, who grew up in Ghana, who was
BRIEFING | From Page 3
Nevada Governor Brian Sandoval has proclaimed June as Aviation Appreciation Month in Nevada. A recent Airports Council International-North America report states Nevada airports generate an economic output of $40.5 billion and more than 314,000 jobs with an annual payroll in excess of $11.8 billion. Gov.nv.gov “The Restorers — They Were All Volunteers” has earned Emmy awards in two categories this year. Producer Kara Martinelli and Director Adam White won for Writing (Program) and Technical Achievement for their documentary film about the B-25 bomber, “Miss Mitchell,” flying to Dayton to participate in the Doolittle Reunion. TheRestorers.com
30th anniversary of the FAA’s approval of the first autogas STC, an effort led in part by EAA founder Paul Poberezny. All pilots flying aircraft to Oshkosh that are capable of operating on autogas will be given special recognition. Awards will be given for the longest distance traveled, oldest/newest aircraft and smallest/largest aircraft flown using lead-free autogas. AviationFuelClub.org A new economic impact study of the DuPage Airport (DPA) in West Chicago shows the GA airport will pump $117 million into the local economy in 2012, while creating nearly 1,000 jobs. DuPageAirport.com Just released is a new video touting the value of GA in Massachusetts. The nine-minute presentation, titled “Massachusetts Aviation: Our Link to Economic Prosperity,” was produced earlier this year by the MassDOT Aeronautics Division with help from the National Business Aviation Association and the Massachusetts Business Aviation Association. MassDOT.State.ma.us/Aeronautics
The National Air Transportation Foundation now offers the $2,500 Navigate Your Future scholarship. Applicants must be graduating high school students planning a career in general aviation and accepted into an aviation-related program at an accredited college or university. Application deadline is June 29. NATA.aero The annual Take Flight for Kids re-
assisted by three student pilots from rural Ghana with a SODIS (SOlar DISinfection of water) demonstration. Water and sanitation are massive issues in these isolated communities, officials said, noting
that without communication, training and ongoing encouragement, many of these communities are finding socio-economic growth and sustainability hard to obtain. MedicineOnTheMove.org
turns to Reid-Hillview Airport (RHV) in San Jose, Calif., for the fifth straight year Saturday, Oct. 13. TakeFlightForKids.com
Front Range Airport in Denver, White Plains Airport in New York, Billy Bishop City Airport in Toronto, with the tour ending at AirVenture in Oshkosh. The 3-engine, 9-cylinder JU52 (pictured) was designed by the legendary Hugo Junkers and first took to the skies in May 1932. RIMOWA.de
Photo by Frank Theisejans
Medicine on the Move was recently granted permission by the government of Ghana to launch a health education campaign by air. Using a Rotax-powered Zenith CH701, the Ghanaian team, who also built and maintain the aircraft, set out to take health education solutions to some of the more challenging locations in the West African bush. Part of the drop program includes inviting people in the isolated communities to special training sessions on health matters. The first meeting, completely set up by aerial supply contact methods, took place recently in Asesewa in the Eastern Region of Ghana. The community health representatives, accompanied by their Queen Mothers,
Photo courtesy Medicine on the Move
CH701 boosts health education in Ghana
Taking off this summer is the RIMOWA JU52 North American Tour, with just five stops for the rare 1930s vintage aircraft: Van Nuys Airport in Los Angeles,
A D V E R T I S E R A.C. Propeller Service........................ 36 Adlog (Aerotech Publications)............ 14 Adventure Pilot LLC........................... 32 Aerocet Inc...................................... 34 Aerox Aviation Oxygen, Inc................. 35 Aircraft Door Seals............................ 33 Aircraft Spruce & Specialty................ 40 Airforms........................................... 33 Airpac Inc........................................ 37 Airplane Things................................. 36 Alaskan Bushwheel, Inc.................... 33 Ameritech Industries......................... 13 AOPA Membership Publications, Inc..... 8 Arlington Fly-In................................... 2 Aviation Insurance Resources............ 35 Avionics Shop Inc............................. 32 Belfort Instrument Company.............. 35 Brackett Aero Filters Inc.................... 33 Brown Aviation................................. 33 Cannon Avionics Inc.......................... 32 Cee Bailey’s Aircraft Plastics.............. 21 Computer Sciences Corporation........... 7
Currituck County Regional Airport....... 24 D A R Corporation............................. 12 Desser Tire & Rubber Co................... 33 Discovery Trail Farm.......................... 38 Dynon Avionics................................. 15 EAA................................................... 5 Eagle Fuel Cells Inc........................... 34 Ehrhardt Aviation Agency................... 35 Electroair........................................... 6 Floats & Fuel Cells............................ 34 General Aviation Modifications Inc...... 13 Genuine Aircraft Hardware Inc............ 36 Gibson Aviation................................ 12 GippsAERO...................................... 27 Great Lakes Aero Products Inc........... 36 Headsets Inc.................................... 15 Hi-Fold Door Corp............................. 34 Hillsboro Aviation Inc......................... 25 Hooker Custom Harness.................... 37 Kitfox Aircraft.................................... 25 KS Avionics, Inc................................ 32 Lakeshore Aviation LLC..................... 35
I N D E X
Lincoln County Regional Airport.......... 24 LSA America Inc............................... 24 Lumberton Regional Airport.............. 24 MatchBox Aeronautical Systems........ 24 Micro Aerodynamics.......................... 14 MH Oxygen Systems......................... 17 NavWorx Inc..................................... 14 Nevada Aircraft Engines LLC................ 6 Niagara Air Parts............................... 19 Northwest Propeller Service............... 36 NW Hangars..................................... 35 Olympia Airport................................. 35 Optima Publications LLC.................... 33 Orcas Island Airport........................... 24 Pacific Coast Avionics........................ 23 Pacific Oil Cooler Service.............31, 35 Pacific Pioneer Real Estate................ 37 Para-Phernalia.................................. 36 Petersen Aviation.............................. 34 Pine Hollow Airport........................... 37 R & M Steel....................................... 5 RJ Tutt Aviation................................. 12
RMD Aircraft Inc............................... 36 Rocky Mountain Airshow................... 27 Rosen Sunvisor Systems LLC............. 19 Schweiss Doors..........................35, 37 Sheltair Aviation............................... 34 Sky Ox Limited................................. 33 South Carolina Aviation Association....27 Spencer Aircraft................................ 28 Stewart Aircraft Finishing Systems......21 Suffolk Executive Airport.................... 24 Survival Products, Inc........................ 20 Tailwheels Etc. Inc............................ 24 Team Tango...................................... 20 U-Fuel............................................. 34 Univair Aircraft Corporation............7, 36 Val Avionics, Ltd............................... 24 Wilco Inc.......................................... 36 Williams & Williams Auctioneers.........38 Wings West Governors...................... 37 ZD Publishing Inc.............................. 35 Zenith Aircraft Company.................... 22 Zephyr Aircraft Engines...................... 33
June 22, 2012
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Volunteer pilots provide R&R for soldiers Gunnery Sgt. John Hayes of the U.S. Marine Corps is a huge fan of the Chicago Bulls basketball team. His dream of going to a Bulls’ home game became even more remote after a roadside bomb cost him both legs while serving on combat duty in Afghanistan. While speaking to a public affairs officer at Walter Reed National Naval Medical Center in Maryland, Joe Howley, president of Patient AirLift Services, realized he could make a difference in the lives of these soldiers and show appreciation for the sacrifices they have made for our country. Through PALS, he could arrange the transportation needed to get them out of the hospital for some R&R (rest and relaxation). “I know I will never walk my daughters down the aisle and it hurts me deeply,” says Gunnery Sgt. Hayes. “But, when I get invited to the Chicago Bulls auditorium in the United Center, that helps sweeten the deal and gets my mind off the negative and focusing on the positive.”
“This is a wonderful way to get soldiers out of the hospital — to be able to see that the citizens of this country embrace them and to give them a little help with their rehabilitation,” said Howley, “and I enjoy watching them relax.” As a volunteer pilot with Patient AirLift Services, Howley has flown wounded veterans from Bethesda to sporting events as part of a coordinated effort among organizations that assist wounded members of the U.S. Armed Forces. These excursions enable them to enjoy a little rest and relaxation during a long and difficult rehabilitation process, officials said. “The unseen side of rehabilitation is the depression,” explains Hayes. “When you lose the majority of your body, you know your life is forever changed.” Patient AirLift Services (PALS) arranges need-based, free air transportation to individuals requiring medical care, as well as for other humanitarian purposes. PALS operates a network of volunteer pilots who provide this service without compensation,
using their own or rented aircraft. In no case are fees of any kind charged for these services; generally, the individuals who utilize PALS have limited financial resources and are receiving diagnosis, treatment or
follow-up for various types of acute or chronic illnesses or conditions that make it financially impossible to use public commercial or private charter transportation. PALServices.org
Time running out to support medical exemption The FAA opened its official comment period June 12 for an exemption to third class medical certificate regulations filed by the Aircraft Owners and Pilots Association (AOPA) and the Experimental Air-
craft Association (EAA). Supporters have until July 2 to submit comments. “Now is the time to make your voice heard on this important initiative,” said Robert Hackman, AOPA vice president
of regulatory affairs, who adds that the exemption has already received nearly 2,000 comments via the federal Regulations.gov website since being submitted on March 20.
You can submit your comments and review previously submitted comments at Regulations.gov by searching Docket FAA-2012-0350. AOPA.org, EAA.org, Regulations.gov
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A long-time Luscombe lover, from a family of Luscombe lovers, is this year’s grand prize winner in the Luscombe Endowment’s “WIN ME” raffle. The winner, Jack Mason, learned to fly while a teen, soloing in his father’s Luscombe 8A in 1981. Jack’s father was so fond of his Luscombe that the family included an image of it on his memorial stone after his passing on May 19, 2005. Mason, who learned about his win via a telephone call, noted it was a fitting memorial to his father that his winning ticket was drawn seven years to the day after his father had passed. The long-time pilot said he bought 10 WIN ME tickets to support the Luscombe cause, noting he had no real expectation of winning an airplane, but wanted to contribute towards Luscombe preservation. The airplane is expected to be delivered to Mason around July 20 near his home 20 miles west of Boston. He plans to operate the airplane from the family’s home airport (MA52), which his father registered in 1948. The Luscombe Endowment’s promotional WIN ME drawing launched in June 2010, with the winning ticket drawn on May 19, at Columbia, California, during the annual Gathering of Luscombes. The Luscombe Endowment provides technical support, new and used parts, components, and dozens of raw materials used for the repair and restoration of Luscombe airplanes. “We strive to keep the Luscombe fleet supported and supplied, so that many more people will discover the unique historical significance of the Luscombe airplanes, as well as their delightful flying characteristics,” said the endowment’s Doug Combs. Other winners in the drawing were: Handheld GPS: Trent Tobias; Handheld Radio: Patrick Craig; $200 gift certificates: Dietmarr Kubb and Ray Durkee; ‘THE LUSCOMBE’ book: Michael Lar-
Photos courtesy Luscombe Foundation
Luscombe lover wins plane
Winner Jack Mason at his home near Boston (right); his Dad’s memorial stone with the Luscombe image; the plane Jack won (middle photo); and Mason right after his first solo in 1981. kin, Donna Stillo, Earl Harquist, and Gary Worm. Early bird winners who each won $500 were Alfred Kelp and Cary Wallace. The early bird entries were included in the WIN ME grand prize drawing as well. The drawing for 2013 has already kicked off, with a few changes. The Luscombe Endowment has reduced the number of available tickets in the new drawing to just 1,500 winning chances. The endowment also doubled the price from $45 to $100 for a single ticket to minimize the costs of promotion, advertising, and processing. “We believe this will also shorten the time to the next drawing,” Combs said. Want to buy more tickets? You can purchase three tickets for $250; six tickets for $450; or 10 tickets for $600. All purchases support Luscombe preservation and parts support for the fleet. Early bird prizes will be drawn in November 2012 and May 2013, before the drawing for the grand prize: A restored Luscombe 8A with electrical system (pictured below) in late 2013. Luscombe.org
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June 22, 2012
June 22, 2012
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ERCOUPE PARTS from Univair Grimes Model B Wing Light Assemblies
Carburetor Induction Manifolds For A-65, C-75, C-85, C-90 ..........U35145 .... $311.30 For 0-200 .............................. U35145-A1 .... $413.35
With Red Lens .......................................................A2430-2R-94 ..........$149.88 With Green Lens ................................................... A2430-2G-94 ..........$149.88
Cowling Longitudinals Upper Cowl Longitudinal Assembly, Left/Right ......................................................415-40038-L, -R ..........$188.92 Lower Cowl Longitudinal Assembly, Left/Right (Dzus fasteners)............................415-40047-L, -R ..........$152.52 Lower Cowl Longitudinal Assembly, Left/Right (Camloc fasteners)............................. F40558-L, -R ..........$129.35
Fuselage Tank Filler Neck Grommet
Replacement Lenses Clear Lens.................................................................... A1233A1 ........... $37.70 Red Lens ..................................................................... A1233A2 ........... $39.76 Green Lens .................................................................. A1233A3 ........... $39.76 Sealed Beam Bulb Unit for: Landing Light ..................................................................4509 ........... $12.88 Halogen Unit ................................................................ Q4509 ........... $63.45
Update Your Ercoupe Panel
Cooling Problems? Replace those worn and damaged engine baffles. Baffle Assembly, Right Rear ...........................................F40461 ..........$328.80 Baffle Assembly, Left Rear (without oil cooler) .....................................................F40504 ..........$193.70 Baffle, Right Side ..................................................... 415-40404 ..........$126.21 Baffle, Left Side ..............................................................F40405 ..........$123.19 Baffle, Right Front ..........................................................F40569 ........... $44.13 Baffle, Left Front ...................................................... 415-40526 ........... $19.18 Baffle, Left Inner Front ............................................. 415-40525 ........... $13.71 • Inter-Cylinder Baffles are also available •
Spark Plug Fairings
Gas Cap Gasket
Lay out your own instrument and radio arrangement using Univair’s Blank Ercoupe Panel, which has locating holes only for the two control columns. FAA field approval required.
Ercoupe Blank Instrument Panel ...........................415-51081-B ..........$319.22
Manuals Alon A-2 Service Bulletins ....................................................LSB ........... $12.73 Alon A-2A Owner Manual ..................................................LWM ............. $8.38 Alon A-2/A-2A Service Manual ...........................................LSM ........... $12.73 Ercoupe Service Bulletins & Memos ....................................EBM ........... $31.97 Ercoupe 415C Flight Manual ...............................................CFM ............. $8.38 Ercoupe 415D Flight Manual ...............................................DFM ............. $8.38 Ercoupe 415E/G/FI Flight Manual.........................................EGF ............. $8.38 Fundamentals of Elementary Flight Manuevers..............................................................EFM ........... $17.38 Ercoupe Owner Instruction Manual ................................... EWM ............. $8.38 Ercoupe Parts Catalog .........................................................EPM ............. $6.75 Ercoupe Service Manual ......................................................ESM ........... $22.35 Ercoupe Specifications, ADs and STCs ................................... ESS ........... $24.83 Forney FIA Flight and Operation Manual..............................F1A ............. $8.38 Forney FIA Parts Manual .....................................................FPM ........... $18.63 Forney FI/FIA Service Manual..............................................FSM ........... $18.63 Forney FI Instruction Manual ............................................ FWM ............. $8.38 Mooney M-10 1969 Owner Manual ............................. MWM69 ........... $15.52 Mooney M-10 1970 Owner Manual ............................. MWM70 ........... $15.52 Mooney M-10 Parts Catalog.............................................. MPM ........... $18.63 Mooney M-10 Service Manual ...........................................MSM ........... $40.36
Ercoupe Spinner Components 1
2 required per plane Priced each ............................................................. 415-53169 ........... $42.59
Air Filter for 415 Series 415-40585-1 ............................................ $74.09
Exhaust System Left Hand Stack (stainless) ..................... U-415-40401-S .....................$620.24 Right Hand Stack (stainless) .................. U-415-40402-S .....................$691.36 Muffler .......................................................415-40511-1 .....................$780.11 Carburetor Heat Shroud ................................ 415-40520 .....................$154.59 Cabin Heat Shroud ........................................ 415-40515 .....................$229.61
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Mooney Fairing (Top in photo, approx. 17 in. long) ..............................F40253 ........... $86.32 Ercoupe Fairing (Bottom in photo, approx. 14.75 in. long) ............. 415-40428 ........... $77.81
2500 Himalaya Road, Aurora, Colorado 80011-8156 Info Phone ...............................................303-375-8882 Fax ............................... 800-457-7811 or 303-375-8888 Email ................................................... email@example.com Website ...............................................www.univair.com
1) Ercoupe/Forney Wood Propeller Assembly 2) Ercoupe/Forney Metal Propeller Assembly 3) Alon/Mooney New Style Metal Propeller Assembly Note: The use of the later style mooney spinners on the earlier Ercoupe/ Forney models will require an FAA-337 Approval. #1 #2 #2 #2
Dome for Wood Propeller ........................................F40593 .........$383.46 Dome for Metal Propeller........................................F40594 .........$317.33 Front Bulkhead for Metal Propeller .....................A40665-8 .......... $94.03 Rear Bulkhead for Metal Propeller, Flanged Crankshaft ........................................ F40663-00 .........$258.78 #2 Rear Bulkhead for Metal Propeller Tapered Crankshaft ......................................... F40663-01 .........$304.94 #3 Dome for Alon-Mooney Metal Propeller.............................................680030-001 .........$417.36 Contact Univair about spinner components for Ercoupes with wooden propellers and for Mooney and Alon aircraft.
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Univair is the Type Certificate Owner for Ercoupe
General Aviation News — 800.426.8538
June 22, 2012
House GA Caucus grows to 184 members demonstrates the importance of general aviation to congressional districts across the country,” said Lisa Piccione, NBAA senior vice president, government affairs. “As of February 2011, shortly after the 112th Congress convened, the House GA Caucus stood at 81 members. In just over one year, more than 100 more representatives have added their names to the caucus list.”
Colorado writer and volunteer director of the Teaching Women to Fly Research Project, Dr. Penny Hamilton, was recently awarded a grant from the Wolf Aviation Fund to write an aviation textbook. The grant will be used to partially fund production of the new “Teaching Women to Fly: General Aviation Flight Instructor Communication Manual.” “Because our original 2008-10 research revealed the number two barrier to female success in general aviation training was ‘instructor-student communication incompatibility — Venus vs. Mars,’ we recognize the need to strengthen communication skills for GA flight instructors,” said Hamilton. “This will be an easy-toread textbook for flight instructors with self-study exercises and case studies to increase communication skills.” Topics will include an introduction to recent female-male brain research and common communication barriers.
Photo courtesy Penny Hamilton
Colorado aviation writer wins grant
Hamilton, who was recently inducted into the Colorado Aviation Hall of Fame, co-holds with her husband, Bill, a World Aviation Speed record set Oct. 22, 1991. Hamilton asks that if you have ideas about information and topics that should be considered for the new textbook, you email her at drpenny.hamilton@gmail. com or call her 970-887-2101. TeachingWomenToFly.com
Co-chaired by Reps. John Barrow (DGa.) and Sam Graves (R-Mo.), the House GA Caucus serves as an informal, bipartisan group that promotes the essential role that GA plays in local communities and the national economy. “The House GA Caucus is a powerful forum of representatives,” Piccione added. “The caucus emphasizes the critical local, regional and national contribu-
tions of general aviation, and serves to educate members of Congress and their staff about the importance of general aviation to each congressional district, as well as to the national transportation system.” A complete list of representatives and senators who are members of the GA caucuses is available on NBAA’s website. NBAA.org
ECi CEO Gary Garvens dies Gary Garvens, owner and CEO of Engine Components International (ECi), passed away Thursday, May 31, after an 18-month battle with cancer. Garvens began working for the company Sept. 30, 1960. With his entrepreneurial spirit, he brought new and innovative technologies to the piston engine aircraft industry, company officials note. His optimism and strength were evident in his personality and his dedication to the company his father started in 1943. Under Gary’s leadership, the company experienced domestic and international growth in the general aviation industry. He played a critical role in the everyday leadership of the company, and he invested heavily in his people and trained and mentored them well, company officials note. As he wished, the Garvens family is committed to the continued growth of ECi, under the leadership of President Ty Stoller.
Photo courtesy ECi
Membership in the House General Aviation (GA) Caucus has grown to 184, making it one of the largest caucuses in the House of Representatives. That figure also marks the highest level of participation in the House GA caucus in its three-year history, according to officials with the National Business Aviation Association (NBAA). “The ongoing growth in the GA Caucus
As a champion of the piston aircraft engine industry, Gary not only worked for the company for over 50 years, but was also a leader in the general aviation industry Gary Garvens as a past president of the Aeronautical Repair Station Association (ARSA) and board member of the Modification and Replacement Parts Association (MARPA). Contributions in Gary’s memory may be made to: MD Anderson Cancer Center, Melanoma & Skin Center, 1515 Holcombe Blvd., Houston, Texas, 77030; Hope Hospice, 611 North Walnut Avenue, New Braunfels, Texas 78130; or EAA, P.O. Box 3816, Oshkosh, Wis, 54903-3816 ECi.aero
Avionics pioneer Ed King dies at 90 Avionics legend Edward King, Jr., died June 3 at the age of 90. “Ed King was one of the most important figures in the development of modern
avionics,” said NBAA President and CEO Ed Bolen. Born Aug. 8, 1921, King’s first company, Communications Accessories Corp.
(CAC), was purchased by Collins Radio Corp. (now Rockwell Collins) in 1956. In 1959 he founded King Radio Corp., which produced navigation and commu-
nication equipment for all types of GA aircraft. In 1985, he sold that company to Allied Signal/Bendix Aerospace, which is now a division of Honeywell.
June 22, 2012
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Work begins to derail air tour amendment Charles Spence Capital Comments
WASHINGTON, D.C. — The House General Aviation Caucus has joined aviation’s alphabet groups in an attempt to derail an amendment in a bill that would give the National Park Service authority to regulate air tour flights over national parks. Recently, 18 members of Congress signed a letter to Sen. Barbara Boxer (D-Calif.), chair of the Senate Committee on Environment and Public Works, and Rep. John Mica (R-Fla.), chair of the House Committee on Transportation and Infrastructure, urging them to drop the amendment when the bill goes to conference. A section in the Highway Reauthorization Bill, introduced by Sen. Lamar Alexander (R-Tenn.), would give the Park Service authority to regulate tour flights over Park Service land. This would include limiting the number of tour companies, how many flights might be made, and at what times. Park Service officials also could establish the altitudes, time of day, and routes to be flown. Tour companies would be required to obtain permits and winning those permits would depend on Park Service officials determining the impact on the environment and intrusion over tribal lands of the tours. In the letter from the caucus, the legislators said the section of the bill should be rejected in any surface transportation conference on agreement. Citing the FAA’s authority for regulating air tours, they added the proposal is a step backward in air tours. General aviation groups are concerned that if the section is not eliminated from the bill it could open the door to many other types of control taken away from the FAA. Steve Brown, chief operating officer of the National Business Aviation Association (NBAA), said the proposed law “would set an adverse precedent.” Under current laws, he added, the FAA is given primary authority for safety in the national airspace, as well as designing routes and certifying aircraft, such as the ones discussed in the proposed legislation. Brown said the National Park Service “doesn’t have an embedded expertise in matters of airspace and aviation safety.” Officials from the Aircraft Owners and Pilots Association, in letters to members of the GA Caucus, urged removal of the section in the bill out of concern that the proposal threatens to eliminate the air tour industry, along with the jobs it proCharles Spence is GAN’s Washington, D.C., correspondent.
vides. Lorraine Howerton, VP of legislative affairs, said that group’s experience has shown the National Park Service’s
ultimate desire is to prohibit air tour and general aviation flights over national parks. Current regulations affecting air tours and national parks have been in effect since 2000 when Congress passed the Air Tour Management Act. This followed a fatal accident over the Grand Canyon in 1986. The National Transportation Safety Board determined the FAA failed to exercise appropriate oversight over air tour operations and that the Park Service had inappropriately influenced the selec-
tions of air routes. That legislation regulated the air tour industry and let the FAA and National Park Service work together on flight issues of parks. Proponents of the proposed section to the bill claim the changes are merely “technical changes” to the existing law, but it is a 26-page rewrite of the section. This broad change, opponents fear, could lead to other agencies and departments usurping some of the authority of the FAA, resulting in confusion and improper regulations.
FLY P ‘EM ING
Always Something New If you’ve been to any of the big aviation events so far this year, you’ve hopefully had a chance to meet some members of the AOPA staff. If you haven’t visited with us yet, be sure to seek us out at AirVenture or any of the upcoming shows. And if you’re ever near Frederick, stop in and see us at headquarters. I wish every one of our members could spend some time talking in person with our staff. They are some of the most amazing people, and pilots, you’ll ever meet. And one of the most impressive things about them is their capacity for coming up with new and better ways to serve you, our members. One of those innovations is AOPA FlyQ, an iPhone app developed with Seattle Avionics that provides detailed airport If you haven’t tried it yet, don’t wait. It’s free for AOPA members and incredibly easy to use. For example, with advanced auto-routing all you have to do is enter your departure and destination airports and the application will create an optimized route based on forecast winds aloft and your aircraft’s performance parameters. With FlyQ, you can also get a wide range of weather products, including METARs, TAFs, radar, and more. You can even get information about more than 7,000 FBOs and airport businesses as well as more than 55,000 restaurants and transportation services. Find out more at . We’ve also recently introduced new ways for pilots to protect themselves and avoid problems that can threaten
Application status checks, help and wellness discounts, medical records reviews, and help with a range of legal and medical issues. For those of you who just can’t get enough GA information, we’re launching AOPA Live This Week—a TV newscastformat that’s lively and entertaining. We’re even adding more value to AOPA’s Aviation Summit. This year the American Bonanza Society will hold its annual convention in conjunction with ours. As part of that collaboration we’ll be offering new seminars, new events, and In short, there’s always something new happening at AOPA. And it’s our wonderful team of staff members who make it all happen. So do come and visit us, whether you stop by our exhibit at an airshow or make the trek to Frederick. Either way, you’re sure to meet some wonderful people who really want to know what they can do to serve you better.
Craig L. Fuller AOPA President and CEO
Shades of grey
General Aviation News — 800.426.8538
Ben Sclair Touch & Go
General Aviation News columnist Dan Johnson recently wrote about LSAs vs. Cessna 150s. The post discusses the pros and cons of a new LSA versus the venerable Cessna 150. Dan was a long-time 150 owner and is “the man” when it comes to new LSAs, so he’s as much an expert on both — at the same time — that any of us could hope to find. Suffice it to say, neither a brand-new LSA or a 30-year-old 150 is the perfect airplane for everyone. The comments quickly evolved into most “cost-effective” and most “expensive” arguments.
Very black and white, which makes no sense to me. Like everyone, I wish new aircraft — LSA or otherwise — carried lower price tags. Alas, they don’t. But I’ve grown weary of the “new LSAs are too expensive” argument. Affordability is relative. Some can afford a new CTLS, while others can afford an 1/8-share of an Aeronca Champ. In either case: GREAT! Aircraft ownership is shades of grey. And as pilots, we are supposed to have a keen situational awareness, yet so many become quickly myopic. Everything in aviation is a trade-off, so the discussion should be personal in nature. An aspiring pilot should be asking themselves (among other questions) what
Ben Sclair is Publisher. He can be reached at firstname.lastname@example.org.
June 22, 2012
kind of plane do I want to learn in? person just has to WANT to own an airThat answer is entirely personal. Some plane. For those who can afford to buy a will be drawn to the romance of yesternew [insert aircraft here], the pull, I beyear and a J-3 or Aeronca; others will get lieve, is the intangible. How do you quana charge out of learning in a glass paneltify meeting with clients in three different equipped CT from Flight Design. For eicities and still being able to make your ther student, the plane kid’s soccer game that that motivates them to night? (I know, cliche, “I don’t much care spend every free mobut still apt.) For those what you fly, how ment flying, learning who own a 65-year-old about flying, reading much it costs you or J-3 Cub, it’s no differabout flying, or studyent than owning a colwhat you do when ing about flying is the lector car or motorcyflying. I’m just thrilled cle or boat. You want right plane for them. Flying means differ- you do. That’s what we it. You may not golf or ent things to different ski. This plane is your need — aviators.” people. Some want to drug of choice. justify ownership for So, let’s get off the business purposes. Some just want to subject of “affordability” in general aviaown a plane for pure recreating. Breaktion. For those saving up for that 1/8-share ing down the finances on someone else’s of a Champ, I say bravo. For those desiring choice is foolhardy at best, and can be a new CTLS or Cirrus, fantastic. To both I downright offensive at worst. ask, can I have a ride? Like boats or motorcycles or RVs, there I don’t much care what you fly, how are many sizes, shapes and colors of airmuch it costs you or what you do when flyplanes. Thankfully. ing. I’m just thrilled you do. That’s what The simple answer, for me at least, is a we need — aviators.
LETTERS TO THE EDITOR SAYING GOODBYE TO A MENTOR
After years of excellent relationships, I found out the Teledyne Mattituck Services facility was closing when I called Production Manager Mahlon Russell for advice last Friday. When I think of how hard it is to get useful information and quality service these days from people who know what they are talking about, I feel compelled to speak up. I am a private pilot, member of the Sport Air Racing League, own a Cessna 170 (shared with my brother), a Mustang II,
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Photo courtesy Les Burril
We were flying home to Atlanta from Philly and stopped at Mt. Airy for fuel and I picked up General Aviation News. I just loved reading Meg Godlewski’s story about saying goodbye to her mentor Dean Boyd (Touch & Go, May 11 issue). I truly believe you were the daughter he never had and how much he enjoyed just being around you. It was a wonderful article and I’m sure he is keeping his eye on you from up above. I got my private pilot’s license back in 1979 and will always remember the day when I knew I could jump over 90-story buildings. I’ll never forget the thrill of being so proud! My husband has all his tickets and we always fly together and take turns. Now I’m 72 years young and never growing up...five little grandkiddos keep me young at heart and I can still stand on my head with them and will always be a little kid inside. Lucky are the students who get to fly with you. PATTY DELL VERNON via email
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and am building a Midget Mustang. I believe it was in 2003 that my brother told me about a program called the Mattituck Engine Workshop sponsored by Teledyne Mattituck Services. The free program took a group of people, put them in a room with a bunch of parts and a Mattituck technician, and at the end of the day, we took a group photo of all us standing behind the completely assembled engine like proud parents. The day or so on site included a dyno test, a tour of the facility and endless questions by the visitors on every conceivable engine issue, including avgas/auto gas, oil preferences, valve overlap, compression ratios, engine failures, TBO...you get the picture. It was very enlightening and I left there with lots of information and a healthy respect for the proud profession-
als of Teledyne Mattituck Services. Fast forward to 2007. I was stationed in the DC area and my wife had “ordered” me to find a faster airplane than the Cessna 170 that we had been flying to and from Georgia. My road to speed included repairing an aircraft that, among other things, had suffered a prop strike. I did not blindly pack it up and send it to the folks on eastern Long Island. I shopped around, but found no other facility that I felt I could trust as well as Teledyne Mattituck Services. They picked the engine up at my house at 7:30 a.m. on a Monday. How Transportation Tech Keith Dolan got there from Mattituck, N.Y., at that time of day, I’ll never know. Three or four days later, I got a call from Mahlon. He tells me what they found (two cracked connecting rods),
what needed to be replaced along with the rods (cam and followers, pistons, rocker box covers, etc.) and an estimate of the cost. Two weeks later, Keith backed up to my house with the engine, told me “Don’t touch the mags” and I started lining up bolt holes and tightening nuts. He also gave me my old engine parts just in case I wanted to inspect them. Did they do it for free? No way. It ran me just under $10,000. After 450+ hours that includes some Sport Air Racing League time, I’m putting a quart of oil in it once during my oil cycle of 25 to 30 hours and it is running like a top. Since that time, I have called Mahlon and others at Teledyne Mattituck Services at least 30 times with questions and seeking advice about engines, prop governers, fuel injection systems, etc. Not once have they failed to return my call or answer my questions. Not a single time have they failed to be courteous and professional. When I compare that kind of dedication and professionalism to the service that a friend of mine had with another well-known service provider, I truly dread the day that I have to decide where I will send my next engine. During the eight months they had his engine, they failed to return his calls on all but one occasion and didn’t give him any usable information when he did talk to them. Now, $18,000 later, he still has issues with the engine but they seem to think their obligation is over. All of this I say as a prelude to my observation from a management decision point of view. Many times, we become so focused on the bottom line that we forget how the bottom line is generated. An industry is built on reputation and return LETTERS | See Page 14
June 22, 2012
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The unavoidable nature of ‘No’ Jamie Beckett
either are aviation-centric, or accept the petition with a piker like me. input of aviation professionals who have That’s not what happened, though. the long-term, best interests of the airport The new airport manager, the one with at heart. the credentials to get an interview, was a This process didn’t come about quickly, non-pilot and non-mechanic with no real or without the occasional sleepless night, general aviation experience. This was a or while we all stood arm in arm singing sharp individual with real potential, I’m “Kumbayah.” There were rough patches. sure. But this wasn’t the person who was It’s not over yet, either — not by a long likely to fire up the airport community shot. There is still work to do — lots of and get them all excited about the incredwork to do, and plenty of opportunity to ible potential of our little non-towered share the load with others who are willing airport. And within a matter of months, to lend a helping hand. the new airport manBut the “No” that ager was gone. “Find your passion, was loud and clear and The next airport manager — another seek out your niche, resounding at the beginning of this process one who had the creand do what you is not much more than dentials to get an interan amusing story toview — was an admincan to help move day. It certainly has not istrative aide with no general aviation into had the effect it was ininterest in, experience tended to have. with, or desire to get a better position in I did not go away. I involved with aviation your neighborhood.” did not give up, and the in any way. This airport people who stood with manager held on to the me and believed as I did that the airport job for considerably longer, however the could be better, more inviting, more proairport languished on life support during fessional, and of greater value to the comthe tenure of this one, too. munity as a whole, well, they kept at it, Do you see a trend? too. It seems that by being persistent and Today, nearly a decade later, I hold working together we’ve been able to turn elective office and have the opportunity the tables and get things on the right track to be very involved in the marketing and for a change. economic development of that same air“No.” As a concept, it’s over-rated, so port. I bypassed the interview process when you hear it, remember that I didn’t entirely and went straight to the public. even qualify for an interview when I got So far, so good. started in this and, truthfully, you’ve probAnd while there are bumps in the road ably got better credentials than I do. So now and then, it’s absolutely accurate to go to it. Find your passion, seek out your say that things are improving steadily — niche, and do what you can to help move and that’s just a start. general aviation into a better position in The long-term plans for the airport your neighborhood. You’ll hear “No” a lot. have for the first time been viewed and But at least you know now that you aren’t discussed by people who actually have alone. And now you know for sure that a an understanding of, an affection for, and big bold “No” doesn’t mean much in the an investment in aviation. Imagine it! The long run, as long as you don’t let it. airport is being run by professionals who
Politics for Pilots
If you’re going to advocate for general aviation, or pretty much anything else for that matter, you should probably get comfortable with the notion that you’re going to hear the word “no” from time to time. Frankly, you’re probably going to hear it a lot, so get used to it. Hate it. Get frustrated, annoyed, and maybe even a little bit mad about it. But don’t give up and go home. “No” isn’t the end of anything. More often than not, “no” is just a first step. Often, it’s a first step taken by people who have no idea what you truly have to offer them. Sadly, those people are frequently too dim, too lacking in creativity, and too slavishly devoted to following the party line — even when they don’t understand what the party line entails — to do anything that requires actual independent thought. Ruminate on this case in point, if you will. Several years ago the airport manager position opened up at my favorite airport, so I applied for the job. Now when I say I applied, I don’t mean that I scribbled an application on a piece of paper and slid it under the door to the Human Resources department. Sure, I filled out the official Jamie Beckett is a CFI and A&P mechanic who stepped into the political arena in an effort to promote and protect GA at his local airport. He is also a founding partner and regular contributor to FlightMonkeys.com. You can reach him at Jamie@GeneralAviationNews.com.
application form. But I slipped that into a folder that also included a cover letter, a resume, and letters of recommendation from nearly two dozen aviation professionals who all willingly attested to their belief that I had at least a clue about what I was doing in the realm of aviation. I also may have included a listing of my certificates and ratings. Not that I brag about that sort of thing very often, but heck, if you’ve got four FAA tickets in your wallet and you’re applying for an aviation-related opening, it’s worth at least mentioning that you’ve done a preflight or two, perhaps driven a rivet on occasion, and have the ability to string together a coherent sentence on the topic of general aviation, if the need arises. You may be entertained to know that I didn’t get the job. Worse, I wasn’t even brought in for an interview. Seriously. Not even an interview. The official logic behind this slight was that I did not possess the minimum requirements to warrant an interview. Ah ha! Now we’re getting somewhere. I can live with rejection when it’s warranted. So can most of us. It’s only natural. After all, if Neil Armstrong or Story Musgrave or Al Haynes had filled the opening, I’d have been thrilled to know my package shared the same file drawer with theirs, even if only momentarily. They all outclass me by a mile. I stand in awe of them. And why not? They’re sharp, accomplished guys who should absolutely win out in a one-on-one com-
A new study highlights the value of general aviation aircraft to local, state and federal governments. The study, “Government Use of Aircraft: A Taxpayer Value Perspective,” is the third in the Business Aviation Users study series by NEXA Advisors. The series concludes that general aviation and business aircraft provide strong returns on an organization’s investment. Two previous studies, which analyzed Standard & Poor’s (S&P) 500 companies and S&P 600 small-cap companies, concluded that business aviation contributes to companies’ ability to deliver greater shareholder and enterprise value. All three studies make clear that the use of an airplane is the sign of a wellmanaged enterprise, said officials with the National Business Aviation Association (NBAA). “These complementary studies highlight the importance of business aviation, and demonstrate that the value of business aircraft in boosting efficiency, productiv-
ity and flexibility is realized by businesses and government organizations alike,” said NBAA President and CEO Ed Bolen. The latest study finds that “government use of aircraft provides taxpayer value by providing public safety and security, supporting more efficient, effective government, protecting public health and welfare, facilitating economic growth, improving tax dollar efficiency, promoting good government relations, and improving compliance.” The study shows that the use of aircraft in the conduct of government business has grown in recent years, and that the more than 2,000 aircraft in public use contribute to the ability of civil servants to deliver many critical public services, including: Providing government officials with secure and efficient transportation; supporting constituent services in communities with limited or no airline service; supporting emergency preparedness and disaster response; supporting law enforcement and highway patrol; transport-
Photo courtesy NBAA
New study highlights GA’s value to governments
ing cargo, parts, and mail; and fighting forest fires. The study’s findings are based on a “utilization, benefits, and taxpayer value” framework that its authors developed. They worked with the National Association of State Aviation Officials (NASAO) to conduct an in-depth survey of state government agencies to gain an understanding of how state governments use GA aircraft. The study includes excerpts from numerous government officials who use GA in the execution of their missions.
“It was a pleasure to assist with this study because states play an important role in serving the public interest while working with FAA to ensure safe and secure airports,” said NASAO President and CEO Henry Ogrodzinski. “They recognize that government aviation is fast, cost effective and highly efficient.” The study was commissioned by NBAA in conjunction with its No Plane No Gain campaign, which educates policymakers about the value of GA. NoPlaneNoGain.org
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June 22, 2012
By HUNTER CHANEY With the sun glinting off the polished canopy, Bud Day grasped the yellow boarding ladder of his F-100F “Hun” and proceeded to make the long climb to the cockpit. Strapping into the ejection seat, he scanned the tarmac below. He had done this countless times before — counting down the minutes before the start of anther sortie. This time, however, he was not looking at the surroundings of Phu Cat Air Base in South Vietnam. Instead, he viewed his family and friends, all eager to see him take to the sky for one last mission. Over four decades had passed since his last flight in the “Hun,” but as the jet engine roared to life and the aircraft taxied to the runway, “his” airplane felt like home. When it comes to duty and bravery, Bud Day has few equals. He served in the Marine Corps during World War II and later earned his wings as an Air Force fighter pilot. In 1967, he volunteered for service in Vietnam and was shot down while flying an F-100F. As a prisoner of war for over five years, he was routinely subject to brutal torture and was barely fed enough to stay alive. He was released on March 14, 1973, and returned to duty Hunter Chaney is with the Collings Foundation (CollingsFoundation.org), which tours the country with its historic aircraft.
in the Air Force. Three years later, President Gerald Ford presented him with the Medal of Honor. Honoring veterans like Bud Day and educating subsequent generations about key chapters in America’s history is of immense importance. However, this is not a simple task when it comes to the air domain. As President George W. Bush once explained, “A soldier can walk the battlefields he once fought; a Marine can walk the beaches he once stormed; but an Airman can never visit the patch of sky he raced across on a mission to defend freedom.” That is why we must ensure that historic military aircraft can still take to the sky in a “living” and accessible format. As Bud Day explained: “Going up in the F-100 really provided a unique opportunity to reflect upon missions I’ve flown and all the guys I served with. It means a lot.” Nor does the value of experiencing historical flight end with the men and women who actually flew these aircraft — whether it is a grandchild seeking to understand what his or her grandparent did so many years ago, or a student learning about a chapter in our country’s history — historical flight experiences help the public better understand our nation’s past. There are some things that a history book, static museum display, or academic lecture cannot encapsulate — a person actually has to go out and experience it first-hand. The ability for veterans and the general public to fly in historic military aircraft dates back to the mid-1990s, when the FAA authorized qualified organizations to offer flight experiences in specific historic aircraft. Recognizing the age of these planes and their unique operating
Photo courtesy Collings Foundation
Speak up now to protect historic flights
Bud Day in the Collings Foundation’s F-100. parameters, the FAA required adherence to enhanced flight crew and aircraft maintenance standards — parameters greatly exceeding those for aircraft operating outside the program. From the very beginning, the public has displayed overwhelming interest in these flights. Historic aircraft once confined to specific geographic regions are now able to travel across the nation on tours to honor veterans and educate younger generations about their nation’s history. In many cases, these visits help veterans discuss their military service with family and friends — stories and experiences that may have laid dormant for decades. Additionally, a continued emphasis on safety has yielded improved maintenance practices and highly professional
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flight operations. No passengers have been killed or injured as the result of an accident aboard a historical flight experience aircraft. Despite this overwhelmingly positive track record, the FAA is now looking to curtail living historical flight experience programs. Cutting back on something that honors veterans, educates the public, and enhances safe flight operations makes no sense. Organizations engaged in this endeavor should be commended for their efforts, not punished. Most importantly, we owe it to our veterans and their families to ensure this mission of recognition and education is allowed to continue. They gave so much for our country, we need to ensure we are allowed by the FAA to give back and honor their service. The FAA is holding a public meeting to discuss the future of living historical flight experiences at its headquarters in Washington, D.C., June 26-28. We need your support at this session. FAA leaders need to know that the American public values its veterans and historical education. Living historical flight experiences matter — please engage on this issue before it is too late. If you plan on attending the public hearings, please RSVP to the FAA at 9-AFSLHFW@faa.gov. While the deadline for submitting comments is past, you can contact your senator and Congressional representative to let them know of your support for continuing these historical flights.
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June 22, 2012
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Several children are joining the fundraising efforts for a new park at Greenville Downtown Airport (GMU) in South Carolina. Vincent Weisner, 10, is donating a portion of his proceeds from candy machines he operates at the airport, while sisters Desiree and Tessa Starke are going old school: Operating a lemonade stand. Airport manager Joe Frasher noted that Jody Weisner recently uploaded a poster of his son’s business endeavors onto the Park Project’s Facebook page, along with this note: “10-year-old Vincent Weisner will be donating a portion of the money he generates from his candy machines, located at Greenville Jet Center East Ramp and Tower Ramp, to the park project. Stop in and buy some candy!” Meanwhile, the sisters, who are operating the lemonade and water stand in their aunt’s pilot supply shop on the airport grounds, recently donated $3.54 to the fundraising efforts — which equates to 10% of their sales so far. Frasher explains that the girls are running the stand to raise money for a fourwheeler, but are excited about the park, since they spend so much time at the airport with their aunt. “Their stated goal is to earn about $1,100,” he reported. “Of that $1,000 will go towards a four-wheeler and $100 for the park!” A fundraising party held in late spring raised more than $30,000 for the park. Work has already begun on the new park at GMU, the largest general aviation airport in South Carolina. Earth-moving equipment worked for several days to prepare raw land for transformation into the new park. “When the heavy equipment arrived it was an incredible moment for those of us who have worked on this project for over two years,” said Frasher. Next up is installation of an irrigation system and laying the groundwork for an exercise walking path, AKA “The Taxiway,” said Parks McLeod of McLeod Landscape Architects, the company that designed the park, who noted that the main
Photos courtesy Greenville Downtown Airport
Kids pitch in to raise funds for GMU park
Sisters Desiree (age 8) and Tessa (age 7) Starke at their lemonade stand; a rendering of the park (above right); and a flyer by young entrepreneur Vincent Weisner (below right), who is shown by one of his candy machines at the airport. walkways will look like runways. “Over the summer the grass will grow and we hope that the donated funds will as well,” added Frasher. “We have raised enough to pay for phase one, since several companies have donated their services or provided them almost at cost. Now we need to raise money for the playground equipment, amphitheatre to be used for school groups, and a picnic pavilion.” The park can’t be done soon enough, said Hank Brown, owner of Greenville Jet Center. “During the 53 years I have worked at the airport, I have seen how people love coming here to see planes and helicopters, but they have never had a place where they can really enjoy it in a park setting,” he said. “Kids will be able to be kids. Adults
will be able to walk the exercise path. School children will learn about aviation — all starting sometime this fall.” GreenvilleDowntownAirport.com
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The effect of lower octane fuel Ben Visser Visser’s Voice
Last week I was watching TV when I heard a loud clap of thunder and saw a flash. This was followed by the lights going out and the very sickening sound of electronics going bye-bye from the computer desk. The next morning the lights were back on, but the computer had sacrificed its life to protect a $4 surge protector — and with it all of my files of questions I have received for this column. I am going on my memory as to questions, and we all know that our memories are the second thing to go when we get older. I do not remember the first. I do remember that several weeks ago I received a question from a couple who operate an FBO. They had a source of 93 R+M/2 premium motor gas that they were 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@GeneralAviationNews.com.
selling to LSA and STC’d aircraft. Then their supplier informed them that the octane quality was being reduced to 92, and then some months later, it was reduced to 91. They were wondering what they should do. This is one of those cases of being between a rock and a hard place. What the oil companies do is introduce a high octane fuel (93) to get a good market share. Then the business types (In a recent column I wrote that the “bean counters” were the cause of all of these money-hungry tactics and several accountants wrote to correct me that it really is the business types who are the problem and not the accountants) realized that if they reduce the octane quality by a number or two, they could greatly increase profits, but not negatively affect sales volume. This is mainly due to the fact that most automobiles have a knock sensor, so that the reduction in octane will not have a noticeable effect on the performance of maybe 99% of the cars out there — so everyone is happy: The business types make
June 22, 2012
more money and the normal motorist can’t legal standpoint, probably not. Most airtell any difference in performance. craft engines have a safety margin between But, alas, aircraft do not have a knock actual minimum octane requirements to sensor. So, will the lower octane quality operate knock free and what they post as fuel meet the requirethe octane requirement ments of your airfor their engines. “The octane craft? That is a defiBut there are a numnite maybe. ber of factors that afrequirement for I believe that the fect octane requirean engine is not requirements for all ments, such as engine of the STCs for 80/87 deposits, temperature, a black and white avgas aircraft will be barometric pressure, spec — there is a met by any regular or humidity, etc. If you premium motor fuel very large grey area. are operating right at with an R+M/2 ratthe limit, it is possible Unfortunately, our ing of 87 or higher. to use up that margin. In fact, I believe that legal system is just It would be necesPetersen Aviation has sary for each owner to black and white, tested its STCs uscheck with the engine ing even lower octane manufacturer to see if and that’s where fuel to ensure against they allow the use of we must operate.” knock problems, so a 92 or 91 R+M/2 fuel. these STC’d aircraft The octane requireare not a problem. ment for an engine is not a black and However, several of the LSA engines white spec — there is a very large grey call for a 93 R+M/2 minimum fuel. Can area. Unfortunately, our legal system is 91 rating fuel be used in these engines? just black and white, and that’s where we From a technical point, possibly. From a must operate. LETTERS | From Page 10 business. People like to do business with people they know and trust. When you have been in a business as fraught with competition, civil liability, reliability and volatility for 66 years, and have a bulletproof reputation like Teledyne Mattituck Services, it had better be factored into the decisions on the bottom line. Accountants are great, but be careful when they are making professional management decisions for your organization.
You may find that the numbers don’t generate themselves. High value people and service generate the bottom line. I’m sure the decision has long been made to close the Mattituck facility and it probably won’t be revisited. I want the folks there to know their name is synonymous with dedication, professionalism, courteousness and reliability — and that I will display my Mattituck heritage proudly for a long time coming. LES BURRIL via email
June 22, 2012
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Safety is your decision yourself and the aircraft into. How do you want your aircraft mainI was reminded the other day of the tained? Good enough or airworthy? Your harsh reality of aviation safety. Just south answer should be airworthy, of course. of PAMA national headquarters is a local Fortunately I have found that aircraft airport that is well-known among glider mechanics do not tolerate good enough — enthusiasts. During a soaring competibut we do not get to make that final call tion the week of Memorial Day a glider that sends an aircraft upward into flight. crashed and a 53-year-old pilot is dead. I We are rarely there for that, but we know am very sorry for the family’s loss. that the aircraft has to be 100% or better. It was extremely windy that day. PreWe don’t know the weather, the weight of vailing winds were at 20 mph, gusting to your passengers and cargo, your experi27 mph. The interestence, or your decisioning observation I made making skills. We only was this: During the know that, as far as the “Your maintenance local news reports, sevaircraft is concerned, it provider is looking eral of the pilots stated all has to work and be out for your safety. that “we should not structurally safe. have flown that day.” Please remember Let them.” True or not, a man is this the next time your dead and they are not mechanic tells you a — but they flew as well! They are their repair is going to cost money and that it own last safety check. If that was what has to be done to be airworthy. Ask all the they personally thought as pilot in comquestions you want, just do it from the mand, then they should not have flown. perspective that your mechanic is lookAn unsafe flight for any reason is a risk ing out for you and your family. Your that can prove deadly. mechanic just wants you to come back safe no matter what circumstance you put Maybe it was a bad decision to fly that day, but the decision you make when maintaining your aircraft should not be. Your maintenance provider is looking out Dale Forton is president of the Professional for your safety. Let them. Aviation Maintenance Association (PAMA). Find out more about PAMA at PAMA.org
Integrated Primary Flight Displays, Synthetic Vision, GPS Navigation, Engine Monitoring, Transponder, Autopilot, and Traffic.
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Model Code of Conduct
I was recently pointed to a littleknown document that was constructed by seven well-known individuals in our industry: The Aviation Maintenance Technicians Model Code of Conduct, which offers recommendations to advance professionalism among aviation maintenance professionals. The code is organized into seven sections: General responsibilities of Aviation Maintenance Technicians; thirdparty safety; training and proficiency; security; environmental issues; use of technology; and advancement and promotion of aviation maintenance. Each section contains principles and recommended practices for applying the code to individuals or organizations. The code benefits the individual, industry and the community by: Highlighting practices to support professionalism and safety among AMTs; pro-
moting improved training, appropriate conduct, and personal responsibility; encouraging good judgment and ethical behavior; advancing self-regulation as an alternative to government regulation; supporting improved communication between AMTs, aircraft owners, pilots, regulators, and others in aviation; and promoting the recognition of aviation maintenance as a highly respected and rewarding profession. This as an exceptional tool for the industry as it offers a vision of excellence. Companies can apply this to their departments. From an individual standpoint, this can offer a point of reference for career advancement. At the management level, performance evaluations can be developed from the code and tailored to particular job responsibilities and duties. The code can be found at PAMA.org/ About-PAMA.
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Reach for the Sky
Cover Photo by Jim Koepnick
The sheer size of the tail is one of the first things that impresses you when you see the Stinson. The cockpit, complete with flying gloves, is a blend of old and new technology. dio operator and observer in the back. The airplane still has large windows. During its military service it also had flare tubes. When you first lay eyes on a Stinson V-77, you’re struck by how sturdy it looks. The wings, in particular, look thick and strong. “When Stinson was designing the airplane they wanted a wing that was capable of high lift, something that was reasonably fast, and something that could carry a high load,” Epton said. “They looked at the Stinson Model A tri-motor, which was a low-wing airliner in the 1920s and 1930s. They took that wing, took the two engines off it, shortened it slightly but kept the basic construction. “It is an exceptionally strong wing,” he continued. “You could walk from one wing tip to the other. It’s a very thick wing. When you look at it from the trailing edge you will notice that it’s probably a foot and a half thick.” The fuselage is made of tubular steel. The landing gear looks as if it could handle carrier traps. “It withstood the rigors of rough fields,” said Epton of the plane, which has a gross weight of 4,100 pounds and a useful load of a bit more than 1,100 pounds. “It is an incredibly stable platform. We don’t normally get the bumps that we have with lighter aircraft that we have flown because it’s so heavy and stable.” The Stinson, which sports a Lycoming R680-E3B and a Hamilton Standard propeller, boasts a good range as well, he said. It holds 76 gallons of fuel, 38 on each side. “It is a total gravity fed system with a big
Photo by Jim Koepnick
Richard Epton has always had a fascination for military airplanes. He grew up on a dairy farm on the east coast of England and his father told him stories about all the airplanes, both English and German, that battled it out in the skies during World War II. “My father told me stories of what it was like to see the Heinkels, Messerschmidts and Junkers during the war. Dad also took me around to the old military bases to see where the bombers had been,” Epton said. “One day we were out driving when we saw a Spitfire mounted on a post outside of a base. I said, ‘Dad if you sold a few acres of land we could buy one of those,’ and he said, ‘Son, I’ve seen thousands of them. They’ll never be worth anything.’” That didn’t stop the younger Epton from looking to get a Warbird of his own. Today he lives in the United States and flies a 1944 Stinson that was pressed into service with the British Navy during the war. “I looked for one of these for several years,” Epton said as he affectionately patted the tan and orange cowling of the highwing tail during this year’s SUN ’n FUN. He has owned the airplane for about a year and a half. Although today Epton’s Stinson sports civilian colors, during the war it was designated an AT-19 and was one of 500 sent to Britain for the Royal Navy as part of the Lend Lease Act. “Instead of being used in the Far East or Europe, it went to Trinidad where it was used to look for U-boats or for radio training,” Epton said. “After the war, about 1946 or so, it came back to the United States and went to Consolidated Vultee to be demilitarized so it could be sold on the civilian market. It was the 77th type that Consolidated Vultee put through their books, and it became known as the V-77.” Although the airplane began life as a military vehicle, the interior looks more like a luxury automobile from the 1940s. The cockpit is filled with polished wood and rich leather upholstery with hand stitching. Getting into the Stinson involves climbing two steps that are welded to the fuselage, grabbing a leather strap and pulling yourself into the cockpit. You walk uphill to the front seats or settle into the backseat, which is considerably roomier than modern four-place aircraft. According to Epton, when the airplane was under military use the flight controls and throttle were on the left side of the cockpit and there was a place for the ra-
Photos by Meg Godlewski
By MEG GODLEWSKI
June 22, 2012
June 22, 2012
carburetor and big pipes,” he said. “When you have a big horse, you have to feed it the hay. On takeoff she indicates 30 gph. In a climb she takes 20 gallons an hour. At regular cruise it’s 16 gallons or you can lean it out for approximately 14 gph, which is about 1,850 rpm with 24 inches of manifold pressure. That gives her an indicated airspeed of approximately 120 mph at 14.2 gph.” The Stinson is good on the ground as well, according to Epton, who notes that is unusual in a taildragger because the angle of the cockpit usually makes for limited forward visibility. “The Stinson is the exception,” he said. “From the left seat I can’t see the right quadrant. However, whenever I go to airshows I always have someone in the right seat to be safe.” The instrument panel is a mixture of old and new. In addition to vintage instruments, Epton has a Garmin GPS unit with electronic sectional and approach plates. “I’m not going to fly hard IFR with it,” Epton said with a shake of his head. “We also have paper charts and we have a watch and a compass so we have pretty much everything we need.” Epton’s Stinson is painted a light tan with orange accents. “The previous owner picked it,” he said. “I repainted the nose-bowl, but that’s it. I didn’t want a gaudy airplane. It’s not a sky rocket, it’s not a newer age airplane. We wanted to retain its character.” On the side of the cowling the slogan “Reach for the Sky” is painted. “‘Reach for the Sky’ is a movie about a British pilot who lost his legs in an aircraft accident, then went on to fly for the Royal Air Force during World War II. I found it very moving,” Epton explained. The size of the Stinson’s tail and the rudder always seems to catch the eye of airplane buffs, he noted. Anytime you see a rudder that large you know the engine is producing a lot of thrust, which usually equates to quick takeoffs. During those quick takeoffs in a tailwheel plane there is always the chance the back end will want to come up to visit the front. “She has a lockable tailwheel,” said Epton. “When you pull onto the centerline you push the yoke forward, you add a little throttle and tap on the brakes to lighten the tail for a second to get the tail lined up. Reach down and unlock the tailwheel
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and add throttle. You push the yoke foreword, and after about two airplane lengths the tail comes up slowly. Let the airspeed increase to about 60 to 70 mph and she’ll climb out.” The Stinson is extremely pitch sensitive. The trim actuator is a crank on the ceiling of the cockpit. To activate the trim the pilot turns the crank, like twirling a lasso over his or her head. You need the trim, says Epton, because the tail is so heavy. “If you put the tailwheel on the scale it would indicate 600 pounds, so if you get a flat tire you have to carry a jack because
there is no way you are going to be able to lift it by yourself,” he said. Despite it being such a heavy airplane, Epton’s airplane was picked up and tossed around by the tornado during last year’s SUN ’n FUN.
“Despite having the elevator lock and the rudder locked, the wind still moved that great big rudder,” he recalled. “We came up with a new design for a lock for the elevator and rudder to prevent it from happening again!”
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Six hours in a Cirrus I’d like to think I pondered the offer of a ride in a new Cirrus to Idaho Falls and back to Seattle for more than a few seconds, but in reality, I don’t think Cirrus Aircraft Sales Rep Ivy McIver actually finished her offer before I replied... “YES!” Ivy grinned and said, “My Mom is flying in from Florida and will be coming as well, so as long as you don’t mind flying with my Mom, we are good to go.” “Are you kidding? I have a Mom...I love Moms.” And with that I just weaseled my way out of a 12-hour car ride, and into a 2012 Cirrus SR22T, for my trip to the Trade Show Aviation Idaho. It’s roughly three hours by SR22T from Boeing Field in Seattle to Idaho Falls. It’s so nice to walk out of an FBO, hop in a plane and launch. No security, no long lines, no overpriced food. Just go. I’ll be honest, I’m not the epitome of a current pilot. Looking at two gleaming Garmin screens, named by the Cirrus marketing department Cirrus Perspective, was a bit — or a lot — overwhelming. They present a lot of information, all the time. As the morning weather was still burning off, McIver elected to open the instrument flight plan she’d filed to get out of Seattle and over the Cascades. The Cirrus, near gross weight, accelerated smartly and rotated and climbed with authority. Granted, it was a cool morning at sea-level, but a nice positive rate with good visibility is nice in crowded airspace. As we were handed off from tower to departure to center, McIver’s finger danced on the Garmin Multi-Function Display (MFD) and control panel. To say I was behind her would be an understatement. But to be fair, McIver has about 2,500 hours, the vast majority in latemodel Cirrus aircraft, so I’d expect her to be proficient. We leveled off in cruise, McIver pulled the power back to 80% and noted all the gauges were in the green. In moments, we cleared the Cascades and canceled IFR. I disengaged the autopilot to hand fly. It’s not exactly exciting to hand fly the cruise portion of a flight, and as much as I’d like to tell you about the yanking and banking portion of the flight, there wasn’t any. Getting comfortable with the sight lines and trim takes a while, but keeping the plane plus/minus 100 feet was pretty straight forward with a quick glance down at the Primary Flight Display (PFD). Over Boise we picked up a TCAS (traffic collision avoidance system) warning of a plane at 3 o’clock 500 feet below. Unable to spot it, I banked right to open up the view under the wing. That was my first intentional turn. Wow! The amount of travel of the side stick was minimal and the snappiness of the response was impressive. Sports car-like, if that makes sense. As we neared Idaho Falls, McIver engaged the autopilot so we could brief the arrival. We listened to ATIS, then she ad-
Photos courtesy Cirrus Aircraft
By BEN SCLAIR
The sum of its parts
The Cirrus SR22T is a wonderful airplane to fly. The G1000-based Cirrus Perspective puts decision-making information at the pilot’s fingertips. Separately, each part (airframe and avionics) is unquestionably state of the art. Together, they blow the doors off the envelope. But what about safety? There is much argument about whether the “Cirrus pilot” is a safe pilot. Does the technology lead a pilot to take chances he wouldn’t otherwise? Long time Flying-magazine editor Dick Collins recently penned a blog post on the Air Facts Journal website titled, “What’s wrong with Cirrus pilots?” I’d asked McIver if she’d read the post. “Yes,” was her short response. We then had a spirited discussion about it over the next 45 minutes as we headvised me the speeds (100 on downwind, 90 on base, 80 on final) I would be shooting for. Look for the far end of the runway and fly it on down. As luck would have it, I managed to nail the speeds and with a little assist from McIver (so as to not over flair) we greased the landing. Even Mom commented on the nice landing. Impressing Mom (any Mom) is always a good thing. All Cirrus taxi via differential braking as the nosewheel freely casters. No surprises there. We had arrived after three quick hours of flight time. Lucky for me, I did nothing to upset
ed to Idaho Falls. The conversation included the pros and cons of a sophisticated aircraft, mission-based flying, the first few hours, stick and rudder, and risk management. Suffice it to say, the topic is a complex one. As I think back to my flight training, I would’ve loved having a machine as capable as this one. The “perspective” the equipment provides, with the near all-weather capability of the airframe could, and I’m sure does, lull a pilot into a sense of “I can fly through anything.” At that point it gets back to risk management. Or as my Dad taught me: “A superior pilot uses superior decision-making so as to avoid using superior skill.” Oh to have a cool $700,000+ lying around. I’d buy this plane, and fly the hell out of it. McIver during the conference so I got to return home in the same vehicle as I’d arrived. After two morning demo flights and the tanks filled just above the tabs, we were ready to head for home. “You have an ETA for me Ivy?,” I asked. “I’d like to text my wife a time.” “It’ll be about 3.5 hours home.” Perfect. The message to Deb was, “Getting ready to launch. Back around 3-3:30 local.” I taxied for takeoff. After a straightforward run-up, McIver advised a 5-second count to bring the power up, look for 70 and squeeze, “oh, and it’ll take a fair amount of right rudder.” Indeed.
June 22, 2012
Climb was at full power up to 8,500 feet. Cruise power set to 80% and then enjoy the ride. We knew it was raining in the greater Seattle area, so using the XM Weather interface on the MFD, McIver started looking at the arrival weather while we were still east of Boise. The ability to look at a graphic depiction of weather (precipitation, icing, winds and pilot reports) provides for ... well, “Perspective.” “We’ll probably need to file IFR to get back over the Cascades and down into Seattle,” was McIver’s analysis. We started seeing the results of the widespread rain in southeastern Washington. We descended to 6,500 to stay VFR, briefed the weather once again and McIver then requested an IFR clearance into Boeing. As we approached Yakima, we were cleared direct Yakima, VICTOR 4, CHINS Seven, climb and maintain 10,000. Moments later we were at 10,000 feet and then into the clouds. We wouldn’t see the ground again until we were about five miles out from Boeing Field at 2,000 feet. Just before entering IMC, pitot heat and anti-ice systems came on. Outside air temperature ranged between 0° and -2° centigrade. I marveled at the terrain below via the synthetic vision (SVT) on the PFD. Mt. Rainier, which sticks up more than 14,000 feet, was nowhere to be seen on the screen (a good thing). I told McIver and Mom about the time my Dad was heading east years ago in our Piper Comanche. He’d picked up an instrument clearance, even though it was severe clear. Center vectored him out of the area, but aimed him right at Mt. Rainier. Being a bit mischievous, he decided to see how long they’d let him go. When the mountain filled the windscreen he called center to see if they had another heading for him. Needless to say, center gave him an expedited turn. The Perspective’s SVT cuts the clouds to give the pilot a view outside, even when there isn’t one. What a boon to safety. As center brought us down, vectoring us for the ILS, McIver dialed in the necessary navaids. “The localizer is coming alive, and you can see the HITS (Highway-In-The-Sky) boxes on the PFD, which will guide us to runway 13R,” said McIver. We let the autopilot fly the approach down to minimums and then McIver took over and landed. For the record, my landing in Idaho Falls was better than hers at Boeing. I pulled my phone out to text Deb. She’d already sent me a message saying she’d be late. “Traffic thru Tacoma.” I replied, “We are here,” at 3:30. Moments later, so was Deb. As I think back to learning instrument flying in the late 1980s and early 1990s, I wish we could’ve had a cockpit like this. While there is a lot to process mentally, the ability to be situationally aware is made far easier with this sophistication. Bravo to Cirrus for bringing such a marvelous aircraft to market. CirrusAircraft.com
June 22, 2012
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Taking to the air Flight & Flyers
The history of aviation is a long record of man’s restless urge to emulate soaring eagles and swooping hawks, to escape the earth and reach the freedom of the skies. Even though the air had been harnessed for centuries with aerodynamic devices such as the feathers on an arrow or the shape of a boomerang or used to power sailing ships and windmills, it took eons for the principles to be applied to human flight. In attempts to achieve human flight, mankind failed for millennium to put principles witnessed in bird flight and sail power into practical application. Let’s examine some of the steps taken to progress from myth to tower jumpers, from kites to gliders to arrive at the airplane in a short pre-history of flight.
century. He supposedly constructed a pair of wings with which he proposed to fly. But, according to the monk Geoffrey of Monmouth in a history of the British kings, Bladud was dashed to pieces as he landed on top of the Temple of Apollo in the town of Trinovantum. Early in the 11th century it is recorded that the English monk Eilmer built a glider resembling bat wings attached to his hands and feet. The leap off the abbey tower resulted in a 200-yard glide and a crash landing. It was recorded that Eilmer had read and believed the fable of Daedalus. These early efforts demonstrated that it was one thing to jump into the air from a wall or tower, and quite another to balance and control oneself in the air.
MYTHS AND MAGIC CARPETS
In early legends and myths men and animals were depicted as having wings. Ancient tales of beasts or half-birds flying in the air may have been the beginning of humans’ infatuation with flight. Greek mythology tells of Pegasus, a flying horse and of Hermes with his winged sandals. Tales from the stories of Arabian Knights enchanted people with thoughts of transport on magic carpets. The story of Daedalus and Icarus is an early tale of technological hubris. As the story goes, Daedalus and his son Icarus, captives on the island of Crete, made wings of wax and feathers so that they could escape from captivity by flying away. But Icarus flew too close to the sun and his wings melted, while Daedelus flew too low and crashed into the rocks, both dying in their attempts to fly.
The earliest successful aerodynamic device was the kite. Though today mainly known as a toy, kites through the ages had been used to lift people for signaling, observation, to pull fishing boats, and carry scientific instruments aloft. Use of a man-carrying kite in China was witnessed by Marco Polo in 1282. Apparently a sailor was bound to a large kite and cast off the stern of a ship at anchor to test the winds. When he returned to Italy, Marco Polo brought with him a Chinese kite, and wrote about kites in his travel reports. Later kites would become known throughout Europe. The first printed illustration of a kite in Europe appeared in 1635. In 1827 the power of aerodynamic
the first glider rider. In 1853 he built an forces was demonstrated in England when even larger machine and had his coacha kite was used to pull a carriage between man aboard when he tested the device. the cities of Bristol and Marlborough. Otto Lilienthal of Germany was the A connection between kites and aircraft first to regularly fly came about because of using a glider. Lilthe development of the ienthal used weight box kite by Lawrence “Gliding was the shifting, moving his Hargrave of Australia. earliest successful body, to balance and This twin surface kite control the glider. would provide the basic form of heavierThis proved to be structure of the biplane. than-air flight.” A paper on his develvery unstable as afopments was presented ter more than 2,500 by Octave Chanute at flights, Lilienthal the 1893 Conference on Aerial Navigawould die following a crash. tion held in Chicago. This basic design In America, Octave Chanute began dewas used in Chanute’s 1896 glider and veloping a glider based on the design of was seen on the early Wright brothers’ the Hargrave box kite. For increased stagliders. bility he added an aft tail structure with a cruciform tail shape. The Chanute gliders made hundreds of flights and flew as far GLIDERS as 350 feet. With the advent of the glider, advanceIt was the Wright brothers’ concept of ment in the study of aerodynamics and development of man-carrying machines progressed rapidly. Gliding was the earFLIGHT & FLYERS | See Page 29 liest successful form of heavier-than-air flight. Dramatic advances came about because of Sir George Cayley of England, one of the most influential people in the history of aeronautics. He may well be the first person to understand the underlying principles of the forces of flight, as in 1799 he described the effects of lift and drag and designed a man-carrying monoplane glider. In 1804 Cayley designed and built a hand-launched glider that today can be recognized as a modern-shape aircraft with a monoplane wing mounted at a high angle of attack, a cruciform tail and a movable weight to shift the center of gravity. The following year he discovered that a dihedral wing improved stability. Cayley later built a full-sized glider based on his 1799 design, and tested the device with a 10-year old boy aboard —
Mankind’s first steps into the air came from not looking up but from looking down. These were the people who stepped into the air from castle walls and towers in which the only way to go was down. In these attempts, some sort of aerodynamic device was attached to the intrepid traveler, such as feathers, wooden wings, and early parachute type devices. Chinese legend has it that Emperor Shun leapt from a burning roof by using two large reed hats as parachutes. The first documented tower jump was achieved around 852 in Córdoba, Spain, when an aerial adventurer attempted to use a large piece of cloth to slow his fall when he leapt from a high structure. Another early story tells of King Bladud, who ruled in Britain in the ninth Dennis Parks is Curator Emeritus of Seattle’s Museum of Flight. He can be reached at email@example.com.
The myth of Daedalus and Icarus depicted on an Italian woodcut of 1493 (above). This woodcut of a kite in Europe appeared in a book published in 1635 (right). Above right: This drawing of a Cayley glider appeared on the cover of Mechanics’ Magazine in 1852. The caption called it a “Governable Parachute.”
Photos courtesy Museum of Flight
Homebuilt Marketplace Part I - Special Advertising Section
June 22, 2012
Zenith STOL CH 750: Bigger and better in 2012 MEXICO, MISSOURI — The popular Zenith STOL CH 750 light sport utility kit aircraft now features a larger cabin size. The STOL CH 750 cabin, which by all measures already was roomy for a light aircraft, has been increased in size by raising the cabin height by nearly 3 inches to provide additional headroom for both pilot and passenger. The top front of the cabin (the ceiling) has been raised and is now part of the lifting surface of the aircraft, further adding to the STOL capability, and the cabin frame’s top diagonal
cross member has been replaced by two beefy smaller diagonal “handholds” by the front of the cabin. The formed plexiglass top window adds to the lifting surfaces of the aircraft to provide better STOL performance and capability to a light aircraft design that already amazes with its superb short takeoff and landing capabilities. The larger cabin is the latest development in the Chris Heintz STOL design program, which has a long history of innovation in the development of a light sport utility aircraft (or “sky
jeep” as they are often called by their owners). The STOL CH 750 light sport utility kit aircraft brings off-airport STOL (bushplane) capability to the recreational pilot, with pilot-friendly features, such as standard tricycle landing gear configuration (with steerable nosewheel) and side-by-side seating with easy cabin access through two huge doors. Equipped with fixed leading-edge wing slats, the design excels at slow flight, hence its great STOL performance (yet very respectable 100 mph cruise speed).
The airplane is built of durable 6061-T6 aluminum alloy construction (which is extremely corrosion resistant and suitable for outdoor storage) and will accommodate numerous engine types (85 to 140 hp). The STOL CH 750 is available in kit form. Veteran kit manufacturer Zenith Aircraft Co. supplies a highly advanced CNC pilot-drilled kit with a build time of about 350 hours. Professional builder assistance is also available, as are component kits. www.zenithair.com, www.qualitysportplanes.com
For all your windshield and window needs Surprisingly in today’s fast-paced world, there is still a company that refuses to sacrifice quality for speed and mass production. That’s Cee Bailey’s Aircraft Plastics Inc. in Montebello, California, where precision handcrafting is still practiced daily. The company’s windshields and windows are throwbacks to the past.
You can find mass produced acrylics everywhere, but you won’t find our USAproduced handcrafted products sitting on a dusty shelf waiting for your order. We custom build your windshield to fit your aircraft’s serial number. The end result is a perfect, distortion-free windshield trimmed and ground to fit your aircraft, with little or no modification.
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Emergency Liferaft Call Survival Products, the manufacturer,
All windshields are still handmade, just as we did in 1955 when the company was founded. The company offers windshields and windows for more than 60 types of aircraft. Cee Bailey’s also sells accessories, including aircraft shades, pitot tubes, safety flags, restorations kits and more. All of our handcrafted windshields are unconditionally guaranteed. All wind-
TSO'd & Non TSO'd Made in USA
5614 SW 25 St., Hollywood, FL 33023 Web site: www.survivalproductsinc.com Email: firstname.lastname@example.org
Team Tango, a leader in fast-build aircraft kits, is taking fabrication technology to a new level. At our Florida Builder’s Center in Williston, Florida, we constantly refine parts, materials and processes to save builders time and help them build a better airplane. Team Tango also offers a fastbuild program that will allow a builder to assemble his airframe at the Builder’s Center and then use our custom trailer to transport his airframe to his
Build Fast; Fly Faster!! 320 hp/200 knots Oshkosh Booths 624 & 625 Call for Demo (352) 528-0982 Team Tango
own shop for final completion. Or the builder may stay at the Builder’s Center for additional time to bring the aircraft to an airworthy condition. Team Tango offers several models, including the Tango 2, with a guaranteed 200+ mph on a 180-hp engine; the Tango XR, a two-place, 200+ mph guaranteed, composite built aircraft that features a 90-gallon tank; and the Foxtrot 4, a 200+ mph guaranteed, four-place composite-built aircraft. At Team Tango we are dedicated toward you finishing your airplane, so builders’ guidance, instruction and inspection provided by a Team Tango technician is free and included with the purchase of your airplane. Fabrication and assembly of your airframe by a Team Tango technician is available for an additional fee, within the limits as set forth in the 51% rule. Team Tango aircraft are builder friendly. All composite parts are preformed and exterior parts are gelcoated. All hardware is pre-machined and welded. Complex tasks are already done for you and there are few complicated structures to complete. This approach makes the Tango an excellent aircraft to build in your garage with normal tools. Because the parts count is low, and the kits pre-fabrication level is high, a six- to 12-month build is not uncommon — often in less than 1,000 hours — which is why our motto is Build Fast, Fly Fast! www.teamtango.com, 352-528-0982
June 22, 2012
Homebuilt Marketplace Part I - Special Advertising Section
Keep flying safely with Niagara Air Parts If you’ve got questions about parts needed to get your airplane back into the air or to keep it flying reliably and safely, a good place to start getting the answers you need is Niagara Air Parts. From the company’s extensive “in stock” inventory of parts in Niagara Falls, New York, ordered parts can be shipped anywhere in the world, usually on the same day the order is received. Niagara Air Parts is a factory direct
distributor in the United States for Canadian Aero Manufacturing, a Transport Canada-approved aircraft parts manufacturer and maintenance organization. Both companies are owned by Ronald Newburg, a Toronto native who has been flying since 1964. After a successful career in insurance, Newburg founded Canadian Aero Engine & Accessories in 1987 to provide a source of quality engine overhauls
and repairs. Through that business, he discovered a need for another company to manufacture parts, such as clutches, which were a continuing problem for his customers. The company has since branched out, receiving manufacturing approvals for the entire starter adapter and all of its components. It also manufactures and supplies oil coolers, oil pumps and other parts. It also provides replacement window latches for 100,
200 and 300 series Cessna aircraft. By opening Niagara Air Parts in New York, the Canadian businessman solved the problem of customs delays so his company could live up to its motto: Call Today, Fly Tomorrow. Niagara Air Parts also provides the highest quality overhauls with the lowest possible price and excellent warranty. 800-565-4268, www.niagaraairparts.com
A safe and user-friendly coating system Stewart Systems is the first truly safe-to-use aircraft coating system. Not only safe to use, it is also very user friendly, with a good instruction manual and instructional videos. Stewart Systems fabric covering process is a three-step process starting
with EkoBond, a very strong glue that allows you to work at your own speed, not the speed of the glue’s tack and dry time. The second step is Stewart Systems EkoFill, a filler coat/UV block which is unsurpassed for adhesion and UV protection. The third step is apply-
ing Stewart Systems EkoPoly topcoat. Stewart Systems EkoPoly topcoat is a true two-part polyurethane that is waterborne, is extremely flexible and very shiny. A NIOSH-approved charcoal filter mask is all that is required when spraying Stewart Systems products.
For fiberglass substrates we recommend steps two and three of the fabric coating system. The Stewart Systems EkoFill is a high-build primer along STEWART SYSTEMS | See Page 22
CONTINENTAL STARTER ADAPTER SPECIALISTS Exchange Starter Adapters Available “NOW” at no extra charge
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Our FAA/STC fix for TCM Critical Service Bulletin “CSB 02-2C” could save you more than $3,000.00 over OEM Check our Web Site for details ‘HAND PULL” CLUTCH FOR CONTINENTALS Delco-Remy 1971890R $195.00 exchange
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“Certified” Brand New Oil Coolers Don’t Repair - Replace at a Fraction of OEM cost No Core required! Used, metal contaminated, fatigued/cracked oil coolers are a lot like old cylinders. Both belong in the scrap heap! You can’t make old new again!
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Homebuilt Marketplace Part I - Special Advertising Section
June 22, 2012
Rosen: See what you’ve been missing In 1985, Rosen Sunvisor Systems manufactured the first multi-positioning see-through visor for the aviation industry. Today, Rosen Sunvisor Systems are installed as original factory equipment for many aircraft, including Cessna and Boeing. Designed by pilots for pilots, Rosen visors offer unparalleled safety and comfort. Rosen Sunvisor Systems improve safety and pilot comfort by filtering harmful ultraviolet radiation and glare without compromising the ability to see surrounding traffic. The systems boast several features, including: STEWART SYSTEMS | From Page 21 with the UV protection, and is an excellent primer for fiberglass to prepare the surface for top coat. On composite surfaces, a light scuffing for adhesion and an application of Stewart Systems Primer/Sealer is recommended before top coating. Aluminum surfaces require some prep work before applying the Primer/Sealer, using Stewart Systems EkoClean, cleaner degreaser and EkoEtch aluminum etch.
Experience Safety & Comfort Upgrade your Aircraft Interior with
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• Increases visibility through glare reduction; • Optically balanced transparent lens prevents color distortion; • Reduces 99.9% of harmful UV light; • Integrated with adjustable articulation arm; • Extended coverage with sliding capacity; • Multi-axis feature increases Sunvisor placement options; • Quick and easy installation; • Easy to operate; and • Limited three-year warranty. RosenVisor.com When using Stewart Systems, the same EkoPoly top coat is applied to all substrates, giving you good color match throughout your aircraft. The Stewart Systems process is easy to apply and, with the instructional videos, is ready for all builders from first-time kit builders to the “old timers” in covering. Stewart Systems hosts covering seminars in the spring and fall. 800-356-7659 (800-EKO-POLY), www.stewartsystems.aero
June 22, 2012
General Aviation News — Buyer’s Guide Marketplace
ASRS Reports These are excerpts from reports made to the Aviation Safety Reporting System (ASRS.arc.nasa.gov). 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: Skylane 182 RG Problem: Airport There is a black crane approximately 300-400 feet AGL erected on the Runway 17 centerline at Grand Lake Regional Airport (3O9) in Oklahoma approximately 1,500 feet from threshold. The crane was not NOTAM’d and did not display flag in accordance with AC 150/5370-2. Evasive action in form of immediate go-around was initiated. I reported the obstruction to the Flight Data Center, but was told no action could be taken as I was not associated with the operation of the crane or airport. 3O9 is unattended during winter months.
We rolled a little ways down the runway and then the nose came down on the strut post, which supported the airplane, but the clearance remaining allowed the prop to strike the surface. I believe the problem arose from metal fatigue between the nose gear strut and the fork. There have been similar reports that I’ve seen of this event occurring. Airplane: Experimental Problem: Airspace violation I was on a VFR flight from LAS going north: VGT-BTY takeoff (to) avoid restricted airspace north of Las Vegas, then BTY-LOL with course deviations to the west to avoid restricted airspace east and
During a low-level training flight, the left wing struck a parasailer cable which was attached to a winch system on the ground. It hung on the pitot tube for approximately 15 seconds, resulting in damage to the wing. Flight characteristics were not affected and the aircraft returned to base without further occurrence. The area is a dry lake bed near Jean, Nevada, which is unmarked on the sectional as having paraglider activity. This area should be avoided by all aircraft due to the recreational activities being conducted.
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Aircraft: Alarus Problem: Nose gear failure My student and I were doing pattern work in an Alarus. We had done eight touch-and-goes without incident. On the ninth, which was to be a full stop, we touched down mains first, the nosewheel came down, struck the runway, and the nose gear fork broke off the strut. The landing wasn’t soft, but it wasn’t really hard either.
Aircraft: Unidentified Problem: Encounter With An Object
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Aircraft: Cessna 210 Centurion Problem: Communication Breakdown I was taxiing southwest on Taxiway A when Jackson Ground told me to hold short of Runway 20 at Taxiway B. I could see a Taxiway B sign ahead, so I proceeded toward it. A moment later, Jackson Ground said I had missed my turn. I took another look at the airport diagram and realized that Taxiway B intersects Taxiway A in two places. The B sign I had seen was at the second intersection. Apparently, Ground intended for me to stop at the first intersection. There was no B sign northeast of the first intersection. I think the best way to prevent a recurrence would be to rename half of Taxiway B. That way there would only be one intersection of taxiways A and B. Also, there should be a taxiway sign at the northeastern-most intersection of A and B visible to aircraft approaching from the northeast on A. In the meantime, whenever Ground Controllers refer to an intersection of taxiways A and B, they should inform pilots that there are two such intersections and specify which one they are talking about.
southeast of Fallon NAS. I flew between R-4810 and R-4804. I was not aware at the time that these two restricted areas were attached, creating a third restricted area in between them. After being informed by a sheriff during a fuel stop that I had flown through restricted airspace, I checked the sectional and still didn’t see the R-4812 space. I finally figured it out when I got home. I showed my flight path to two pilot friends and neither one could see where I was in restricted airspace. In retrospect, this was pretty poor chart reading on my part. I even had a warning on my GPS, but I thought it was reading R-4804 A, so I altered course to the west a little.
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5/10/12 10:56 AM
General Aviation News — Buyer’s Guide Marketplace
June 22, 2012
New Products Piper Seminoles get air conditioning upgrades
Piper Aircraft is adding the Kelly Aerospace ThermaCool air conditioning system to new 2012 Seminoles as an option, and making the system available via retrofit for the Seminole fleet. The electric Freon air conditioning system also can provide ground cooling from a 28-volt power cart without running the engines, company officials said. With engines running, air conditioning
power is supplied from a new lightweight 28-volt/60 amp alternator mounted on the left engine, which also creates a 28-volt independent electrical bus for powering additional aircraft electrical components for special applications. The system uses less than 45 amps at peak load and weighs about 60 pounds. Piper.com, KellyAerospace.com
casting and Nowcasting for General Aviation Pilots,” is now available. Published by TSGPress, the book focuses on ensuring pilots have a better understanding of the dynamic forces that generate the various forms of weather they must cope with. It introduces a technique known as Nowcasting, a way to validate a weather forecast by
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June 22, 2012 comparing it to the weather a pilot is actually experiencing. The book, written by CFI John Loughmiller, who has been flying for 40 years, is available from Aircraft Spruce, Sporty’s, Amazon.com and other retail outlets. AircraftSpruce.com, Sportys.com
General Aviation News — Buyer’s Guide Marketplace
company officials said. TempestPlus.com
so Wicks also offers a single replacement door (part number is VSP01) for $30. WicksAircraft.com
Latest WingX version adds track up capability
ATP publishes Avidyne maintenance libraries
ATP has added the digital avionics technical publications from Avidyne Corp. to its database of technical and maintenance libraries. All Avidyne avionics libraries from ATP can be accessed via the new ATP Aviation Hub online service, as well as the NavigatorV desktop platform, company officials said. This is the first time Avidyne’s technical documents have been made available via ATP’s content services and software applications. The publication of Avidyne’s technical libraries by ATP is the result of an agreement announced between the two companies in January 2011. ATP.com, Avidyne.com
Aircraft Spruce adds interior restoration line
Aircraft Spruce & Specialty is now a distributor for SEM Aerospace products, including Color Coat, Sure-Coat, Classic Coat, and a full line of treatments for leather, plastics, and vinyls. SEM products can be used to get worn, tired-looking aircraft interiors looking new again, company officials said. AircraftSpruce.com
Wicks Aircraft offers new valve stem access panel
Wicks Aircraft Supply now offers a new valve stem access panel that gives instant access to nearly any tire’s valve stems. The new hatch assembly, consisting of an aluminum frame, door, and quarter-turn fastener, can be installed without an STC on certified aircraft in the US and on experimentals worldwide. A kit of three sells for $180. Since the door is not attached, it is possible that it might get lost sometime,
Hilton Software has updated its flagship product, WingX Pro7, with Track Up capability. WingX Pro7 rotates VFR and IFR enroute charts so that the aircraft is always traveling up the screen. It also rotates airport and fix identifiers, VOR identifiers and frequencies, as well as ADS-B weather and traffic and other important information. A free update for registered users, WingX Pro7 is optimized for iPad and iPhone and is available for download from the App Store and iTunes. HiltonSoftware.com
Tempest introduces spark plug anti-seize
Tempest has introduced a newly formulated T556 Spark Plug Thread Lube AntiSeize. Tempest officials note that various forms of spark plug thread lube anti-seize have been around for years, but many experience the same application problem: They ball up and are difficult to spread evenly across the threads. The newly formulated lube anti-seize comes packaged with a brush that applies the lubricant to the threads with a smooth even flow. It doesn’t drip and won’t inadvertently run down on the firing end of the spark plug, potentially causing an environment conducive to fouling or even pre-ignition,
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General Aviation News — Buyer’s Guide Marketplace
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Call Toll Free (855) 247-8269 firstname.lastname@example.org www.gippsaero.com Look for us at EAA AirVenture - Booth # 318 & 319
General Aviation News — Buyer’s Guide Marketplace
Calendar of Events Eastern United States
Jun. 20-23, 2012, Lock Haven, PA. Sentimental Journey Fly-in (LHV) 570-893-4200. Jun. 23, 2012, Wolfeboro, NH. Mountain View Airfield Fly-in (NH31) 603-569-9391. Jul. 4, 2012, Penn Yan, NY. July 4 Fly-in Breakfast (PEO) 607-292-6485. Jul 20-22, 2012, Munsungan Lake, ME. Sikorsky Seaplane Seminar Splashin/Fly-in (ME3) 207-746-7777. Aug. 18, 2012, Philipsburg, PA. Fly-in/Cruisein breakfast/lunch (PSB) 814-342-6296. Aug. 25-26, 2012, Livermore, ME. Bowman Field Fly-in/Safety Seminar (B10) 207-897-5104. Sep. 7-9, 2012, Greenville, ME. Greenville Intl Seaplane Splash-in 207-695-3631. Sep. 15, 2012, Marlbourgh, CT. NE Helicopter 4th Annual Gathering (9B8) 860-338-4084. Sep. 22-23, 2012, Greenwood, NY. Greenwood Lake Splash-in/Safety Seminar 845-477-0200. Sep. 23, 2012, Simsbury, CT. 27th Annual Fly-in and Car Show (4B9) 860-693-4550. Sep. 28-29, 2012, Greenville, SC. Southeast Aviation Expo (GMU) 864-634-1380. Sep.29-30, 2012, Charlotte, NC. Long Island Airpark (NC26) Splashin/Fly-in 704-491-3152. Oct. 7, 2012, Lock Haven, PA. Pancake Breakfast Fly-in (LHV) 570-893-4200. Oct. 26-28, 2012, Mount Dora, FL. Lakeside Inn Seaplane Splash-in 352-383-4101 x152. Oct. 30- Nov 1, 2012, Orlando, FL. NBAA National Meeting & Conv 202-783-9000. Nov. 3, 2012, Welaka, FL. Seaplane Splashin/Fly-in (3FLO) 715-892-1712. Nov. 17-18, 2012, Sebring, FL. So Florida Seaplane Splash-in (Lake Jackson) 561-414-6865.
North Central United States
Jun. 22-24, 2012, Greenfield, IN. 16th Annual Indianapolis Airshow (MQJ) 317-335-7252. Jun. 23, 2012, Havana, IL. 6th Annual Fly-in Drive-in Breakfast (9IO) 217-725-3406. Jun. 24, 2012, Walworth, WI. Big Foot Airfield Fly-in/Drive-in Breakfast 262-275-2679. Jun. 24, 2012, Aitkin, MN. Fly-in/Classic Car Show (KAI) 218-297-7069. Jun. 24, 2012, St Cloud, MN. Granite City Festival Fly-in (STC) 320-253-6400. Jul. 5-8, 2012, Alliance, OH. Taylorcraft-Aeronca Grassroots Fly-in (2D1) 330-495-5447. Jul. 7, 2012, Watervliet, MI. Steak Dinner Fly-in (40C) 269-208-3296. Jul. 15, 2012, Forest City, IA. Annual Fly-in/ Drive-in Breakfast (FXY) 641-581-2880. Jul. 20, 2012, Port Clinton, OH. Grand Opening of Liberty Aviation Museum (PCW) 216-849-7347. Jul. 23-29, 2012, Oshkosh, WI. EAA AirVenture Oshkosh Wittman Regional Airport (OSH) 920-426-4800. Jul. 25-27, 2012, Clinton, IA. Cessna 150152 Fly-in (CWI) 301-275-2476. Jul. 28, 2012, Northport, MI. Annual Fly-in Pancake Brakfast (5D5) 231-386-9936. Aug. 4-5, 2012, Milaca, MN. Flyin (18Y) 320-630-5064. Aug. 5, 2012, Longville, MN. Longville Flyers Pancake Breakfast (XVG) 402-488-3876. Aug. 12, 2012, Winn, MI. EAA 907 Fly-in/ Drive-in Breakfast (53W) 989-330-0225. Aug. 12, 2012, Brainerd, MN. American Barnstormers Tour (BRD) 612-750-2981. Aug. 18, 2012, Bemidji, MN. Land Plane & Seaplane Splash-in/Fly-in (96M) 218-333-8645. Aug. 25, 2012, Guttenberg, IA. Able Island Splash-in/Fly-in 319-480-0913. Aug. 25, 2012, Urbana, OH. Mid-Eastern
Regional Fly-in (I74) 800-762-9810. Sep. 1, 2012, Marion, IN. Fly-in/ Cruise-in (MZZ) 765-664-2588. Sep. 1-3, 2012, Cleveland, OH. Cleveland National Air Show 216-781-0747. Sep. 6-8, 2012, Mt. Vernon, IL. 4th Annual Midwest LSA Expo (MVN) 618-242-7016. Sep. 7-9, 2012, Conover, WI. Eagle River Seaplane Splash-in 715-272-1917. Sep. 8-9, 2012, Greencastle, IN. Putnam County Airport Appreciation Days (4I7) 765-363-2093. Sep. 9, 2012, Maple Lake, MN. Pork Chop Dinner Fly-in (MGG) 763-670-6021. Sep. 15,2012, Wadsworth, OH. Mustang, RV, Titan Mustangs Fly-in (3G3) 330-334-3699. Sep. 15, 2012, Jacksonville, IL. Midwest Stinson Fly-in (IJX) 731-277-3469. Sep.15, 2012, Atlantic, IA. Fly Iowa 2012 (AIO) 515-964-1398. Sep. 15, 2012, Jackson, MI. EAA304 Fly-In/Drive-In Pancake Breakfast (JXN) 517-783-3988. Sep.16, 2012, DeKalb, IL. EAA 241 Pancake Breakfast (DKB) 815-375-1772. Sep. 21-22, 2012, Burlington, IA. SE Iowa Air Show (BRL) 319-754-1414. Sep. 22, 2012, Angola, IN. Indiana Seaplane Pilots Assn Splash-in, Lake James 260-466-3961. Nov. 17-18, 2012, South St Paul, MN. Flight Instructor Refresher Course (SGS) 612-386-1120.
South Central United States
Jun. 23, 2012, Gallatin, TN. All-State Tennessee Fly-in (M33) 615-512-6297. Jun. 24, 2012, Paragould, AR. Annual Pace Program (PGR). 816-228-5000. Aug. 18-19, 2012, Hall, TN. Wings Over
SIMFlightCenter.com (253) 840-KPLU (5758)
June 22, 2012
Halls AirShow (M31) 731-836-9653. Sep. 28-30, 2012, Grand Lake, OK. Grand Lake Splash-in/Tenkiller Fly-in 918-289-3940. Sep. 29, 2012, Courtland, AL. Courtland Airshow (9A4) 256-637-0901. Oct. 5-7, 2012, Guntersville, AL. Lake Guntersville Splash-in (8A1) 256-302-4021. Oct. 19-21, 2012, Lake Texoma, TX. Cedar Mills South Central Safety Seminar/ Splash-in Fly-in 903-523-4222 x234. Oct. 20, 1012, Norman, OK. 6th Annual Westheimer Airport Fly-In/Open House Festival (OUN) 405 325-7231.
Western United States
Jun. 24, 2012, McMinnville, CA. Fly-in/Drive-in Pancake Breakfast (MMV) 503-577-6371. Jun. 30, 2012, Florence, OR. 4th Annual Wings-N-Wheels (6S2) 541-997-8069. Jul. 2-3, 2012, Spirit Lake, ID. 3rd Annual Steve Rogers Treeport Fly-in/ Camp out (ID22) 208-304-1057. Jul. 4, 2012, Leadville, CO. FREE Annual 4th of July Cookout (LXV) 719-486-0307. Jul. 4, 2012, Townsend, MT. 4th of July Fiesta Fly-in (8U8) 406-980-0544. Jul. 6-8, 2012, Lompoc, CA. West Coast Piper Cub Fly-in (LPC) 805-291-6039. Jul. 7, 2012, Auburn, CA. Thunder in the Sky (AUN) 530-889-2000. Jul. 7, 2012, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Jul. 7-8, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672. Jul. 11-15, 2012, Arlington, WA. Arlington Fly-in (AWO) 360-435-5857. July. 11-15, 2012, Arlington, WA. West Coast Cherokee Fly-in (AWO) 425-355-8737. Jul. 21, 2012, Mulino, OR. 56th An-
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June 22, 2012
General Aviation News — Buyer’s Guide Marketplace
nual Blueberry Pancake Breakfast (4S9) 503-651-3802. Jul. 21, 2012, Prospect, OR. 23rd Annual Search & Rescue Fly-in 541-560-1143. Jul. 21, 2012, Pine Mountain Lake, CA. Historical Aircraft Display (E45) 209-962-7597. Jul. 21, 2012, Friday Harbor, WA. Friday Harbor Airport Fly-In/Open House (FHR) 360-317-8674. Jul. 21, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. Aug. 2-4, 2012, Three Forks, MT. Montana Antique Aircraft Association Fly-in (9S5) 406-580-6207. Aug. 3-5, 2012, Stillwater, MT. Stillwater Seaplane Splash-in 406-881-2236. Aug. 4, 2012, Colville, WA. Colville Valley Fly-in Breakfast/Rendezvous Days (63S) 509-685-9056. Aug. 4, 2012, Fort Jones, CA. Scott Valley Pilots Association Fly-In (A30) 530-467-3158. Aug. 4, 2012, South Bend, WA. 3rd Annual Willapa Harbor Oyster Flyin (2S9) 360-875-6656. Aug. 4-5, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-in (1C9) 831-726-9672. Aug. 10-12, 2012, Scappoose, OR. Northwest Antique Airplane Club Fly-in (SPB) 971-506-8327. Aug. 11, 2012, Sandpoint, ID. 7th Annual Wings Over Sandpoint (SZT) 208-263-9102. Aug. 11, 2012, Lewiston, ID. Lewiston-NezPerce Regional Airport Air Festival and Salute to Veterans Fly-in (LWS) 208-746-4471. Aug. 17-19, 2012, Creswell, OR. First An-
nual Fly-in (77S) 541-636-4434. Aug. 18, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. Aug. 24-26, 2012, Broomfield, CO. Rocky Mountain Regional FlyIn (BJC) 720-945-9167. Aug. 25, 2012, Austin, NV. Fly-in/All You Can Eat BBQ (TMT) 775-964-8001. Sep. 1, 2012, Bremerton, WA. Blackberry Festival Fly-in/Car Show (PWT) 360-710-3481. Sep. 1, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672. Sep. 1, 2012, Fort Jones, CA. Scott Valley Pilots Association Fly-In (A30) 530-467-3158. Sep. 8, 2012, Elko, NV. Elko SkyFair 2012 (EKO) 775-738-7123. Sep, 15, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. Sep. 28-30, 2012, Riverside, CA. 30th Annual West Coast Travel Air Reunion 408-356-3407. Oct. 6, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672. Oct. 6, 2012, Fort Jones, CA. Scott Valley Pilots Association Fly-In (A30) 530-467-3158. Oct. 11-13, 2012, Palm Springs, CA. AOPA Aviation Summit 800-872-2672. Oct. 13, 2012, San Jose, CA. 5th Annual Take Flight for Kids (RHV) 408-918-7700. Oct. 20, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. Oct. 25-27, 2012, Casa Grande, AZ. Copperstate Fly-In (CGZ) 520-578-4221.
Nov. 3, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672. Nov. 3, 2012, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Nov 17, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. Dec. 1, 2012, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Dec. 15, 2012, Mojave, CA. Vintage Aircraft Display (1CL2) 661-824-2839. Dec. 17, 2012, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in (1C9) 831-726-9672.
FLIGHT & FLYERS | From Page 19
grave type box kite and later their first man-carrying gliders. The first testing of the Wright glider was done as a kite with the aircraft tethered by ropes, so one may consider the first gliders as untethered kites.
The third Wright glider of 1902 was so successful that they were able to make nearly 1,000 flights. The experience with this glider was so promising that the Wrights believed all they needed now was an engine.
three-axis control that gave the glider an important breakthrough in aerodynamic control. They first tested their ideas on a Har-
Jul. 14, 2012, Sitka, AK. Alaska Panhandle Fly-in (ASI) 907-738-2089.
Jun. 25, 2012, Tianjin, China. Aeromart Tianjin +33141864186.
Jul. 20-22, 2012, Ontario, Canada. Norseman Seaplane Festival, Red Lake 807-727-9996, Sep. 6-9, 2012, Killarney, Ontario, Canada. Northern Lake Amphibian Pilots’ Fly-In and Safety Seminar 705 645-9502. Sep. 11-16, 2012, Berlin, Germany. Berlin Air Show (Expo Ctr Airport) +49 (0)30 3069 6930. Sep. 13, 2012, Dublin, Ireland. Airworthiness Training Seminar +44 (0) 1342 324353. Sep. 29-30, 2012, Hong Kong. Aircraft Asset Management Training Seminar +44 (0) 1342 324353. Oct. 1-3, 2012, Guadalajara, Mexico. Aerospace Meetings Guadalajara +33141864186. Oct. 31, 2012, Hong Kong. Maintenance Reserves Training Seminar +44 (0) 1342 324353. Dec. 4-6, 2012, Toulouse, France. Aeromart Toulouse +33141864186.
The Calendar of Events is published as a public service to our readers and is available in its entirety on our website GeneralAviationNews.com. To submit an event, please go to GeneralAviationNews.com/calendar/calendar-event-form and fill in the details of your event.
The 1903 Wright Flyer was an enlarged version of the 1902 glider powered by a 12-hp engine. The promise of powered, manned flight was demonstrated on Dec. 17, 1903, and, as they say, the rest is history.
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General Aviation News — Buyer’s Guide Marketplace
June 22, 2012
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June 22, 2012
General Aviation News — Classified Pages Cessna 182 - 1909 1973 182P, P-Ponk ,530W, 340 audio, HSI, ME406 ELT, SR8A analyzer, 3bl-prop, King-155, 2Lightspeed, 4ploxy. Loads of TLC. LncMorstad@charter.net 541-8821887. Cessna 190/195 - 1910 1948 CESSNA 195A. 4000 TT, 80 SMOH, 208 SPOH, Mark 12D navcom, transponder, 275HP Jacobs, new P&I. $60,900. 208-305-7804. email@example.com
Aeronca - 1050
Cessna 170/175/177 - 1906
CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. firstname.lastname@example.org www.rainbowflying.com
1951 C-170A 3986TT, 768SMOH, KX155, transponder, Cleveland wheels & brakes, 800:6 tires, excellent-paint, new-interior, metal wings, Horton STOL kit, fresh annual. Lost medical. $35,900. Call Ted 503-843-3616.
FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com Aviat - 1400
1949 CESSNA 170A. 900 SMOH, 3600 TTAF&E. Where is, As is. $27,500. 253-653-4543. Cessna 172 - 1907
1956 C-172, 3900-TT, 55-SMOH, alternator conversion, Cleveland wh/brks, dual MX170B radios, xpdr, 1-piece windshield, many extras, call for details 810-964-6280,
1969 CESSNA-172K, 4629-TT, 1546-SMOH O-320 E2D. Aircraft is configured for floats, had PK-2300 floats on it. $35,000. William Duvall 253-307-9271. 1977 C-172N, 4700TT, 40 SMOH, Horton factory float kit. MX-300 G/S, KMD-150 Color GPS, excellent maintenance and logs, $48,000, 208-587-3585
BEECH M-35 3930TT, 250SMOH engine & prop. King radios, Garmin 300XL, oxygen, Tip-Tanks. Too much to list. $50,000 928-468-0235, 928-970-0709.
CESSNA 205, TT-4860, engine time s/OH-1680, prop s/OH-250, IO-550-F engine, 3-bladed prop, STOL-kit, GPS. $55,000. Call for more info. 435-689-1887 Cessna 300 Series - 2005
Cessna 400 Series - 2010
1967 C172 SUPER HAWK 180 HP, Garmin IFR GPS, King KX155’s, DME, nice paint/ windows/ interior, NDH. $24,950. 510-783-2711, www.americanaircraft.net
1981 A36TC, Spectacular Avionics, Garmin 80, MX200, New interior, New engine. President’s Aircraft. Call Sandy Waters for Details. 510-553-8437.
Cessna 200 Series - 1912 1960 C-210, 150 SMOH, IFR, Very Nice Aircraft. All Ad’s complied. Reduced!! $34,750. West One Air, 208-4559393. email@example.com
COLORADO 1973 CESSNA-340 RAM, regularly flown, well maintained, hangared, 7+/10 exterior/8+/10 interior. $182,900. 657-622-0706, 949-632-7439. See more info/pictures at www.maverickairbrokers.com
AVIAT HUSKIES- 2007 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, $27,500. Will trade. Earl 360-754-5221, 360-292-7220.
C-195A, 6020TT, 330-Jake, 49-SMOH, nice paint, complete new int/panel, KX155, AT50, Clevelands, Jasco-alt, $75,000. 208-818-5988 firstname.lastname@example.org See pictures at www.generalaviationnews.com
1963 C-172 project New glass Has STC’s, Lyc. 160hp. $15,000 paint job. $19,500. Earl Pearson, 360-292-7220. 360-754-5221 1969 C-172K, TT3373.49, O-320-E2D, SMOH805.17, Exterior-7, Interior-9, PMA7000MS, Audio/Panel, KX155 W/GS, KX170B, KT79 Transponder w/Blind Encoder. Annual due 10/12. $34,900. Dennis 360-580-3038. email@example.com
1970 C-414, TTAF-5409, Engines L&R-1364, L/prop400, R-prop-700, King & Garmin equipped. fresh annual, Motivated Seller. Reduced!! $125,000/OBO TX/972-5712832. See more details/pictures at www.generalaviationnews.com 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. FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts for 120-185.Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com
Beech Muskateer - 1520
1980 B55 Baron, 740TT, works perfectly. Loaded! LR fuel (142gal). Extensive January annual w/IFR certification. NDH! Price Reduced!!. 325-735-2266; 669-6630. 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, firstname.lastname@example.org More details/photo at www.generalaviationnews.com Cessna 150 - 1904 1967 150G. New paint & interior 2011. SMOH 62hrs, annual completed 4/2012, KX-175-N/C, KT-78-xpdr, Garmin-295 GPS, clean airplane $21,000, ID/208-989-1517. 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 @ www.generalaviationnews.com BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! www.cessna150book.com Cessna 170/175/177 - 1906 1960 CESSNA Skylark, Franklin 180 hp McCauley CS prop, 390 SMOH, 4124 TT, IFR, STOL kit, 2 radios, $28,000, 541-544-2193.
WIN THIS 1966 CESSNA 172-G & $1200 Cash!! For only $50 you can help support WinnAero’s effort to introduce students to the wonders of Aviation & Aerospace. Come visit us at www.winnaero.org to see what we’re about and how to purchase your winning ticket. Cessna 180/185 - 1908 1973 C-180J. 2630TT, 360 since total rebuild. Wheel gear and aqua 3190’s. www.waterfallproperty.net $135,000. AK 907-254-2163. Cessna 182 - 1909 1976 CESSNA 182P, 2734-TTAF, 526-SMOH, NDH, complete logs. Dual digital nav/coms, KT76C xpndr, intercom, 300A-autopilot. Paint-7/10, interior-5/10. Dry country 15+years. $65,900. Details: www.N1399M.com Marc@SkyMachines.com 888-651-2257. 1963 CESSNA-182 Skylane, 185-SMOH, 4077-TT, new updated metal instrument-panel, Garmin-GPS, digitalIFR, new custom/leather interior. STOL-kit, many updates. $54,950. 510-783-2711. www.americanaircrat.net
Ercoupe - 2550 1946 ERCOUPE, 415 C/D, 3236TT, O-200, 647-SMOH, New ECI-Titan Cyl, New: poly-Fiber Wings/Windows/interior/Exhaust/Garmin-SL40, list goes on. All-AD, not LSA.. Same A/P owner 46-yrs. $18,000 503-829-9017. Luscombe - 3300 LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. www.Luscombe.org. 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, www.univair.com Maule - 3400 MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, www.maules.com. MAULE M-4-145, 2180-TTAF&E, 1300-SMOH, annualled thru 2/2013, email@example.com, 406-839-7642,. Mooney - 3500
LAKE AERO STYLING YOUR ONE STOP MOONEY “MALL” Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure: Email: LasarMods@aol.com www.lasar.com PARTS: 800-954-5619 or 707-263-0581 OFFICE 707-263-0412 FAX 707-263-0420 LASAR PLANE Sales has many Mooneys on consignment. Call for info & free Mooney Buyers Guide, 707263-0452, Fax: 707-263-0472. See us on the internet: www.lasar.com, email: firstname.lastname@example.org MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax 210-979-0226. parts@LoneStarAero.com RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email email@example.com Navion - 3600 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. 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: www.generalaviationnews.com
1965 BEECH MUSKETEER A-23II, 2627-TTAF, 1317SMOH, Mitchell-300 NavCom, P&I-8/8, xpdr/encoder, 4place intercom, new windshield-2004, same-owner last 23yrs, hangared, $18,500, 208-301-1115. Beech Baron - 1602
SELKIRK AVIATION Inc. has FAA approval on composite cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. www.selkirk-aviation.com or 208-664-9589.
NAVION 4978K 4949 Ryan “A” model with beef-up kit. Annual-Mar.2012. The same owner since March 1966. Medical problem or would not sell!!. Big engine, Fuel-injected 260HP, 170.53STOH, 553.48SMOH, 3135.56TTAF, McCauley Propeller, $55,000/OBO. George for more info. firstname.lastname@example.org North American - 3680
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, www.univair.com Citabria - 2150 CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax1616 email@example.com www.rainbowflying.com Ercoupe - 2550
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; firstname.lastname@example.org Piper Single - 3800
1974 C-182, IFR, S-Tech A/P, coupled, always hangared. New leather interior, McCauley prop. $53,750. West One Air. 208-455-9393, email@example.com 1959 C-182: 1/7th share, IFR, WAAS-GPS, GNS480, JPI830 analyzer w/fuel-flow, excellent partners, great availability, online scheduling, hangared at Bremerton 336-200-1204.
1948 ERCOUPE 415E N3460H, C-85, 194-SMOH, 4.5gal/hr Millennium-cyl, auto-gas STC, no rudder-pedals, fabric-wings, King-radio, full-panel, 3gyros, hangared. fresh annual, $20,000. 307-250-4739
NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at www.airplanethings.com
32 Piper Arrow - 3804
General Aviation News — Classified Pages Piper Aztec - 3903
Experimentals - 5300
1974 PA28-200 Piper Arrow, TT-2372, SMOH-1,076, SPOH-342, annual-8/16/11. IFR-capable, NDH, audiopanel, autopilot, 2-Nav/com’s, ADF, always hangared. $47,500. 253-307-1760, Mel-206-824-6668. Piper Cherokee Series - 3806
1976 PIPER Aztec PA23-250F, TTAF-8135, SMOH L/R 345, Lycoming IO-540-C4B5 250HP, xpdr, Mode-C $84,700. 253-335-3944. See more details/pictures at www.generalaviationnews.com Piper Navajo - 3908
1962 CHEROKEE 160, TT-3220, SMOH-1200, KingKA75B-Navcom, Narco-810 flip-flop, VOR-W/GS, K776A xpdr, intercom, Apollo Loran, EGT, Brand-new Sky-Tech starter. $27,000. WA/360-370-5411. See pictures at www.generalaviationnews.com
LATE BUILT 1979 Piper Navajo 310C w/40 degree flaps, TT-5414, 1745-SMOHLE, 1080-SMOHRE, props-539, annual-6/4/11. $195,000. 716-640-4328. More details/pictures at www.generalaviationnews.com Piper Parts - 3920
1966 PIPER CHEROKEE 180, 3100-TT, 32-SMOH, VFR, 2000-paint, 2000 int, 4-seats. Very nice condition and well maintained. $37,000. firstname.lastname@example.org 623-556-4922
FREE UNIVAIR INVENTORY LISTING Thousands of FAA-PMA’d and original Piper parts for J-3 through PA22 and PA-25. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com
1974 CHEROKEE ARROW II, 2800 TT, 600 SMOH, IFR, autopilot, hangared. $49,750. West One Air, 208-4559393, email@example.com Piper J Series - 3818
LOTS TRI-PACER, Colt Airframe Parts. Rich Waldren 503-538-7575. Stinson - 4455 FREE UNIVAIR INVENTORY LISTING. Thousands of Type Certificated parts direct from our factory Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, www.univair.com Taylorcraft Parts - 4605
THINK YELLOW! 1946 J-3C, restored and ready for Oshkosh, “0” time 75 Continental, Atlee Dodie float fitting, Grove brakes, aux tank, much more. $68,000/obo. 253-820-8282, firstname.lastname@example.org Piper Saratoga - 3822
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, www.univair.com
Avionics - 6500
SONEX SPORT trainer kit.To fast build stage, complete kit, VW motor mount, 509-535-6009. LAPINE OR. Will build parts for experimental aircraft. Let me help w/project. Experience in welding/ tube&fabricparts & building alum/fabric control-surfaces. Delbert Linn 541-536-9616, C-541-306-1385, email@example.com VAN’S RV-10, Lyc IO-540, 130 TT, Garmin 430, Dynon 100, King xpdr, TruTrack autopilot, make offer, lost medical 541-846-6384. Floatplanes - 5400 Seaplane Ratings & Solo Rentals in central Florida and Minnesota PA12 & C172 available www.adventureseaplanes.com 612-868-4243 - 612-749-1337 Helicopters - 5600
2002 BELL 206L4, excellent corporate history. $1,975,000. Ron 806-662-5823, firstname.lastname@example.org Announcements - 6375 SELMA AIRPORT Display Day Held on the third Saturday of each month. Info/ Contact, Call CA/559-896-1001.
Bush Planes - 5200
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 Apache - 3902
SACRIFICE! BEAUTIFUL Chinook 2place bush plane. (L.S.A.) 65hp. Tundra tires, BRS, 3-blade prop, full electric, T.O.L-200’. $17,000. Gary 253-863-9466. email@example.com
1959 APACHE PA23-160, 3418 TTAF, engine 1018SMOH, 2-MK12B;s, GS/ILS/ADF, xpdr, out-of-annual, $14,000 for fast sale, as is/ where is, 818-792-1531/cell.
2003 GLASTAR TD 100hrs TT, IO-360 Hartzell CS, KX155, KT76A. INT. $50,000. Dick Burghardt, firstname.lastname@example.org 253-630-6859.
Avionics - 6500
June 22, 2012
Avionics - 6500
Books, Cards & Gifts - 6560 AVIATION BOOK “Tales of Timeless Wings- PresentDay Aviators and Their Flying Machines” by Sparky Barnes Sargent email: email@example.com or http://home.windstream.net/av8terz/book2.html
PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487. www.wings-of-hope.org Appraisals - 6405 NAAA/USPAP APPRAISALS / CONSULTING. Northwest US and Western Canada. Call Russ, Bow Aviation, www.bowaviation.com 360-766-7600. Avionics - 6500
MAVERICK PILOT, Vol 1, Minnow to Mercenary on Kindle for 99 cents! MAVERICK Pilot, Volume II, Props to Jets, both on Kindle. A great, fun, adventure memoir: the way it was. Volume III will be coming out next month. Dave Case, author. Business Opportunities - 6576 PART 145 Manuals for s.e/m.e. piston aircraft. Excellent manuals used in our Part 145 shop before we closed. Will customize for your business and provide a turnkey submission for you to take to your FSDO for approval. $5,000. 831-224-0743 (CA) Charts & Maps - 6590 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.
Avionics - 6500
Avionics - 6500
Hosting a fly-in? List it free in our Calendar of Events! www.GeneralAviationNews.com
June 22, 2012 Charts & Maps - 6590
General Aviation News — Classified Pages Employment - 6900
The Very Best in Airport Information!
EXPERIENCED A&P mechanic needed at busy FBO. Send resume to firstname.lastname@example.org www.regalair.com
AIRJOBSDAILY.COM -Comprehensive source of Aviation and Aerospace Jobs on the Internet! New Jobs Posted Daily. visit our website: www.AirJobsDaily.com Engines - 6950
KAWASAKI PACKAGE - SAVE 50% Engine, reduction drive, carburetor, and tuned exhaust. 0-time, 64 lbs, 40hp. J-Bird, 262-626-2611 LYCOMING O-320-B3B, 160hp, 1018-SMOH, Complete w/all accessories, FWF w/prop and spinner, no damage, $8000 outright, out of Apache, 818-792-1531/cell.
Engine Parts - 6955
Equipment - 6990
NEW ENGINE BAFFLES
For 65 different aircraft types Cessna, Piper, Mooney, Grumman, Beechcraft, Taylorcraft Available in complete sets Or individual assemblies
enginebaffles.com PARTING OUT Lycoming and Continental engines, all parts, large and small! Cores and overhauled parts available. Jerry Meyers Aviation. 888-893-3301. email@example.com
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. CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation 888-893-3301. firstname.lastname@example.org
Equipment - 6990
For PORTBLE OXYGEN SYSTEMS Or WINDSOCKS
BRACKETT AERO FILTERS INC.
call 800-253-0800 Oshkosh - Booth # 1081
America’s #1 Aircraft Tire Distributor