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$2.95 • March 22, 2013 65th Year. No. 6

Learn to Fly First solo celebrations P. 21 How to prevent cam wear P. 12 The coincidental tourists P. 39 Is it time to rethink TFRs? P. 11


Your Fees HelpAisContinuing needed to grow the General Aviation Caucuses User Concern A serious policy debate is underway in Washington Althoughregarding the reduced general government aviation spending and increasing revenue to reduce the community welcomed a recently passed, national deficit. While reducing the deficit multi-year FAA reauthorization that did is not an understandable priority, the include user feesnational for general aviation, situation could pave the way for discussion of it is clear that user fees remain a concern proposals that could harm general aviation. for the industry. Last month, President Obama once again proposed a $100 perFor example, President Obama has flight user fee for general aviation in his repeatedly proposed a $100 per-flight user fiscal 2013 federal budget proposal. fee to raise revenues for several purposes, including as user a “deficit reducer.”- Given the All past fee proposals including president’s recent assertion that American two previous attempts by the Obama companies use aircraft to rejected. support Still, their administration - have been businesses merely because “it’s extremely convenient and they can afford it,” there’s little the White House continues working to question pressuring lawmakers these GA advancethat the he fees,will andcontinue it isn’t difficult to assume that,to if support approved, theylevies couldagainst ultimately pilots and operators. be levied against any type of aircraft, for any type of flight. Fortunately, aviation community community has has many a group of alliesoninCapitol Congress to Fortunately,our theextended general aviation supporters Hill. weigh on these who understand thepublic, importance of our industry cities, Daysinafter the proposals, President’sand proposal was made Congressman Mike to Pompeo companies, communities across theand country House and Generalargument Aviation (R-4- KS)and took to the House floor made–antheeloquent andSenate impassioned (GA) Caucuses. regarding the impact that aviation user fees would assuredly have on general aviation. He specifically noted the extremely detrimental effects to flight school operations and Since the formation of these caucuses in 2009, they have grown to become among the other small businesses, as well as to aircraft manufacturers and support companies across largest and most influential groups in Congress. In the course of the 2012 elections, the nation. Support for our industry has also been strong in the Senate, where leaders however, the ranks of both caucuses were thinned, as members retired or lost their reincluding Sen. Pat Roberts (R-KS) have recently highlighted the industry’s value in election bids. creating jobs and connecting towns across the U.S.

That makes it more important than ever for our shared aviation community to reach of March, officials ontothejoin House Subcommittee joined with outAttothe allbeginning representatives, and urge them theirAviation GA Caucuses in recognition of this leaders ofvalue. the General Aviation Caucus to send a strongly-worded letter to President industry’s Obama in opposition to the $100 per-flight user fee. A bipartisan total of 195 House I recently called on NBAA Members to take utilize a valuable online Representatives signed the March 1 letter, and aatfew themoments time thistowent to press, a similar NBAA resource, Contact Congress, to encourage their elected officials to join their effort was underway in the Senate. respective GA Caucuses. I would also like to ask the GA News readership to do the same. NBAA appreciates these latest efforts to reject user fees, and the association has made a moment to fill out aMembers short form at, anPlease online take resource available to assist in making their voices heard. The Contactand let your elected representatives know how important general aviation and business Congress advocacy tool ( allows Members to shareaviation their are to youwith andtheir your representatives community, andintoWashington, their constituents. concerns D.C. At amatter time when on both LSA sides or of an theintercontinental aisle will look at ways to spending No if youlegislators fly a single-engine business jet,cut this issue and increase revenue, lawmakers must understand that an essential American industry - one affects all of general aviation. I urge everyone in the industry to remind their elected still struggling with the lingering effects of the global economic downturn should not officials of the community’s long-standing opposition to user fees. NBAA will continue be singled withconcern, punitiveand policies. to focusout on this we know we can count on your support. As NBAA continues its work to highlight the industry’s importance with Washington policy makers, I know we can also count on you to help us grow the number of voices Sincerely,our shared aviation community. promoting

Ed Bolen President and CEO Ed Bolen Business Aviation Association National President and CEO National Business Aviation Association

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March 22, 2013


For the 2013 season, Pipistrel’s Sinus, Virus and Virus SW lineup now feature Dynon Avionics D-180 instruments as standard equipment. Pipistrel is offering a newly designed extra-large panel on these airplanes as an option., Diamond Aircraft recently suspended development of its D-JET, temporarily laying off most of the D-JET team while company officials work to obtain funding. “From a technical perspective the program is in great shape, but we need external funding to finish it,” said Peter Maurer, Diamond Aircraft’s president and CEO. Oregon Aero is expanding, with a new 22,000-square-foot facility at Scappoose Industrial Airpark expected

to be operational later this spring. The $1.5 million hangar and office space, financed by the state of Oregon and the Port of St. Helens, will house operations for the development and manufacturing of Oregon Aero’s aviation seating systems and aircraft interior upgrades. An Automated Weather Observing System (AWOS) is now operational at Sporty’s/Clermont County Airport (I69) in Ohio. Pilots can access weather information on frequency 127.275, by telephone at 513-732-6978, and online at Weather data is updated at least once per minute. Embry-Riddle Aeronautical University has teamed with Antipodean Aviation of Australia to offer survival training in emergency water landings.

The course covers pre-flight planning and emergency water landing techniques, as well as escape from a submerged aircraft cabin and sea survival techniques. After students complete a theory-based online course, they receive one day of practical training in the pool at the university’s Prescott, Ariz., campus, using a simulator known as a portable shallow-water egress trainer. The course is $750 per person. U-Fuel has received a US patent on the third generation of its aboveground fuel stations. The stations, installed at airports around the world, are used to provide gasoline, diesel, avgas and jet fuels, as well as alternative fuels including ethanol and methanol to retail and commercial customers, according to company officials.

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Aircraft Specialties Services of Tulsa, Okla., is celebrating 35 years in business in 2013. Founded in December 1978, the company started with a single Storm-Vulcan cam grinding machine and the goal of supplying reconditioned cams to local engine overhaul shops around the Tulsa airport. Over time, it has grown to be one of the largest aircraft engine machine shops in the U.S. The company recently launched an e-commerce website specializing in hard-to-find engine parts.

Photo courtesy Cessna

The Cessna TTx (pictured) completed its first production flight March 2. During the flight, the pilot took the single-engine composite aircraft to 17,000 feet, and achieved a speed of 213 knots, according to Cessna officials, who note the TTx is capable of reaching top speeds of 235 knots (270 mph). Originally built by Columbia Aircraft as the Columbia 400, Cessna started production of the TTx about a year ago. The aircraft is the first to be equipped with the Garmin G2000 avionics system. It also features the Garmin Electronic Stability Protection (ESP) system, designed to help pilots keep the high-performance aircraft operating within the normal flight envelope, company officials said. —

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The Wings Club will present Patty Wagstaff, champion aerobatic pilot, with the fourth annual Outstanding Aviator Award March 27. The award was created by the Wings Club in partnership with the International Aviation Women’s Association to recognize pilots whose have made major contributions to aviation and serve as leadership role models. Now available is the free Aircraft Electronics Association’s International Convention & Trade Show app. The app, compatible with iPhones, iPads, iPod Touches and Android devices, has all pertinent information for the show, slated for March 25-28 in Las Vegas. Windows Phone and Blackberry users can access the same information via the mobile site at The second annual Run for the Angels 5K will take place April 5 at OrlanBRIEFING | See Page 4

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The first flight of the Sam LS, an allnew Light-Sport Aircraft (LSA) design, took place Feb. 26 at Lachute Airport near Montréal, Quebec, Canada. “Liftoff was perfect, in about 300 feet,” said Thierry Zibi, president of SAM Aircraft. “We were not at gross weight, so our climb of nearly 1,300 fpm felt like a rocket.” The test pilot, Raphaël Langumier, reported that the initial handling was exactly as expected. “With the prop set at a climb setting, we saw a maximum level speed of 127 mph,” he said. The 21-minute flight covered the basics — 30° banks, straight flight, and gentle control. “There is a lot more to test,” said Zibi, “but all indications are that the

aerodynamics are exactly what we have expected all along.” Introduced at last summer’s AirVenture in Oshkosh, the SAM LS is a tandem, retro-look, metal aircraft, powered by the 100-hp Rotax 912S, and sporting the Sensenich ground-adjustable composite propeller. Available ready-to-fly or as a kit in three configurations (short, long, and standard wing), the LSA features a Dynon SkyView panel. Deliveries of the first kits are scheduled for late summer. Deposits for delivery positions are open, company officials report. The introductory ready-to-fly price (FOB Canada) is $135,000. The standard kit is priced at $39,000.

BRIEFING | From Page 3

The winners of this year’s National General Aviation Awards were recently unveiled. They are: William T. “Bill” Fifles of Honolulu, Hawaii, Aviation Maintenance Technician of the Year; Bruce Allan Lundquist of Willis, Michigan, Avionics Technician of the Year; Dean Wesley Eichholz of Soldotna, Alaska, CFI of the Year; and Mark Edward Madden of Anchorage, Alaska, FAA Safety Team (FAASTeam) Representative of the Year. FAA Administrator Michael Huerta will present plaques to the winners in July during EAA AirVenture 2013 in Oshkosh, Wisconsin. Included in the prize packages for the four winners is an all-expenses-paid trip to Oshkosh to attend the awards presentation and other special GA Awards activities.

do Executive Airport (ORL) in Florida. All proceeds will benefit Angel Flight Southeast. Runners and walkers will travel 3.1 miles down taxiways, a runway, through hangars, and around many types of airplanes and helicopters. The Florida Sonex Association will hold its first Spring Sonex Fest fly-in Saturday, April 13, at Zephyrhills Municipal Airport in Zephyrhills, Fla. The event is “a great opportunity for SUN ’n FUN attendees interested in Sonex Aircraft to experience a grassroots Sonex builder event, as the Zephyrhills airport is only a 35-minute drive from the SUN ’n FUN grounds on Lakeland-Linder Regional Airport (LAL),” said officials, who ask that those who plan to attend RSVP to ensure adequate food, refreshments, and aircraft parking.

Aviation artist Sam Lyons’ work is now available at Banyan Pilot Shop at the Fort Lauderdale Executive Airport (FXE) in Florida. Several limited edition prints on canvas, including “Tuskegee

Photo courtesy SAM Aircraft

First flight: Sam LS

Ace” and “Tropical Runway” are available at the pilot shop., Larry Holland, founder of Treasure Coast Avionics in Florida, passed away March 3 after a long illness. He began his long career in avionics in his hometown of Wichita in 1964, eventually moving to companies in Savannah and Valdosta, Ga., before settling in Florida, where he founded Treasure Coast Avionics in 1990. His youngest daughter, Cathy, who joined the company in 1993, will continue running the company. High Velocity Events will present the first International Air Meet-Championship Cross Country Air Races June 6-9 at Durant Municipal Airport-Eaker Field (DUA) in Oklahoma. Any pilot with a fixed-wing propeller-driven aircraft may compete. The planes line up in classed competition and are timed on a cross-country course.

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March 22, 2013

There is a class for everyone from homebuilders to the family Bonanza and the P-51 Mustang to the company King Air, organizers said. The Sport Air Racing League sanctions the Air Meet, organizers add. Tickets are now on sale for the 50th Annual National Championship Air Races in Reno, slated for Sept. 11-15. You can order them online or at 775972-6663.

NOTICE: The next issue will be mailed April 5, 2013.


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March 22, 2013 —


Flying club expands with move BAKERSFIELD, Calif. — Big changes are coming to the Bakersfield Flying Club, including a move to Meadows Field Airport (BFL), new clubhouse facilities, additional aircraft, and the addition of the Redbird FMX Advanced Aviation Training Device. The FMX will be available for use by non-club members, too, and is an ideal platform for initial instruction as well as

IFR currency and emergency procedures training, club officials note. Now based at Bakersfield Municipal Airport (L45), the club is taking 1,100 square feet of space in the Atlantic Aviation building on the east side of BFL, enough to house the new simulator and provide room for flight planning, instructor briefings and hangar talk. Aircraft will be stored in the historic Hangar Six,

according to flying club officials. “We’re very excited about the move,” said Fred Webster, CFII, one of the club’s original founders. “The club is growing, the economy is improving, and it just seemed like the right time to make the move.” The club now operates two Cessna 172s: a 180-hp SP with IFR GPS and autopilot and a classic straight tail, used

mainly for training new students. Two more airplanes will be coming online in the coming weeks, including a Cessna 150 with a Garmin 430W and a Cherokee 180. The club plans several outreach programs to make the community aware of the club and to build membership, which currently stands at some 65 members.

Able Flight scholarship benefit set The second annual benefit party for the Able Flight scholarship fund will be held April 20 at Fantasy of Flight in Polk City, Florida. It’s a night to celebrate an aviation good news story while surrounded by Kermit Weeks’ amazing collection of

rare aircraft, say Able Flight officials. “Able Flight pilots and other special guests will be there, and with music by the Paul Thorn Band, this will be a night to remember,” said Able Flight’s founder Charles Stites. “It will be both a celebration of success, and an opportunity to

grow the scholarship fund so that we can bring even more people into aviation. ” All expenses for the party have been covered by sponsors Sennheiser, Embraer and Signature Flight Support, so all proceeds from donations go directly to the Able Flight Scholarship Fund.

The scholarships are used to fund flight and aviation career training for those who are disabled. Seats are available on a first-come, first-served basis for a $500 tax deductible donation to the scholarship fund.

Call for entries for Scott Crossfield award The National Aviation Hall of Fame has put out a call for entries for the 27th annual A. Scott Crossfield Aerospace Education Teacher of the Year Award, which includes a $5,000 cash stipend. Founded by famed research test pilot

Scott Crossfield in 1986, the award is a juried competition open to teachers in grades K through 12. Nominations will be examined by a committee of aerospace industry and education professionals for documentation of a teacher’s

effectiveness, creativity and ability to maintain high standards for their students and themselves with aerospace as part of the core subject matter. The winner will be honored during the NAHF Enshrinement events held

the first weekend in October in Dayton. Deadline for nominations is June 1. The winner must be able to attend the Enshrinement weekend.


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Tower closures hit close to home By MEG GODLEWSKI If you are a pilot, nothing gets your attention faster than when the FAA proposes closing local control towers. As part of FAA budget cuts due to the sequester, agency officials notified 173 contract air traffic control towers across the country that they will be shut down April 7. Airport officials had until March 18 — after this issue’s deadline — to appeal the decision. Also in the works was an attempt by Senator Jerry Moran (R-Kansas) to add an amendment to the Senate’s Continuing Resolution to direct $50 million to the FAA’s operations account to continue the Federal Contract Tower Program. But if the appeals process or the amendment fails, towers at GA airports around the nation will close, affecting all of GA. I live in western Washington state. The three GA towers on the chopping block closest to me are Tacoma Narrows Airport (TIW), Olympia Regional Airport (OLM), and Renton Municipal Airport (RNT). Currently I do most of my teaching out of uncontrolled Pierce County/Thun Field (PLU), which is 15 nm from TIW as the Cessna Skyhawk flies. TIW falls under the jurisdiction of the Pierce County Public Works department. I have logged hundreds of hours as both a student and as an instructor pilot going in and out of TIW and transitioning the airspace. TIW is located under the shelf of Class Bravo that covers Sea-Tac International (SEA) and lies alongside the busy Class D that covers Joint Base Lewis-McChord (TCM) and Gray Army Airfield (GRF). According to Deb Wallace, Pierce County Public Works and Utilities airport and ferry administrator, the proximity of TIW to the military bases makes TIW a bad candidate for tower closure. “We have three military flight patterns adjacent to the airspace at Tacoma Narrows,� Wallace said. “That makes Tacoma a complicated area to fly in, so hav-

ing our control tower in operation during the day time is important.� In 2012, TIW saw 50,000 operations comprised of corporate, military, media and flight training traffic. The airport has a fuel concession and several small businesses. Wallace is quick to note that if the tower closes, the airport will still remain in operation, but will become a non-towered airport. According to airport officials, the control tower is attractive to many pilots who look at the tower as an added level of safety and security. Without the tower, pilots and aircraft owners may take their business — and the revenue it generates — elsewhere. The potential negative economic impact of control tower closures on communities does not impress the FAA, said Wallace. “The FAA has stated that they will only consider national interests when evaluating an airport,� she explained. “They do not see economic revenue loss as part of the national interest, but we do. Since the economic downturn, general aviation has declined approximately 50%. This is not the time to do something like this.� The financial aspect of the tower closure is very real to me because I believe it will raise the cost of obtaining a private pilot’s license for my students. The Practical Test Standard for Private Pilots requires the applicant be familiar with towered airport operations. This process involves a discussion and a visit to the closest towered airport. Usually I take them to TIW for this lesson.

According to FAR Part 61.109, the private pilot applicant must have logged a total of 13 takeoffs and landings at a towered airport before being eligible for the checkride. The flight to Tacoma Narrows and back takes approximately 15 minutes. Since the towers at both Olympia and Renton, which are the next two closest GA airports, are also slated for shut down, potentially the only option my students will have is King County International Airport/Boeing Field (BFI), located 26 nm to the north. That’s an additional 30 to 40 minutes of airplane and instructor time the student will have to pay for just for the en route portion of the flight. BFI is not an easy airport to transition to if you normally fly at a non-controlled airport. It is one of the busiest airports in the United States. Freighters, military, corporate jets, Boeing test airplanes, scheduled commercial carriers and a considerable amount of general avia-

Crunching the numbers

Rental of a Cessna 172 is $135 an hour wet. If the student purchases a block of 10 hours, the price drops to $122 an hour. The instructor is $58 an hour. Most outand-back lessons are done in two-hour blocks. I plan for .3 to .5 of pre-flight instruction followed by the flight, which is usually 1 to 1.2 hours depending on the student’s saturation level, and then .3 to .5 for a debrief. That puts the cost of a lesson at about $262.40.

March 22, 2013

Is your airport on the list?

Go to SaveContractTowersNow. com and click on Affected Towers and Communities to download a PDF that lists all the airports slated for closure. The website also has information on how to contact your elected representatives and tips on what to say to get the message across that closing the towers is a bad idea. tion traffic flies in and out of the airport. I spent four years at BFI as an instructor pilot and learned to work with — and in some cases around — the heavy traffic. Often first solos were done at a nearby non-towered airport, and it was understood that Thursday evening was “freight on parade night� so you best not let your inexperienced students out unsupervised. Often we waited 20 minutes or more for our turn to takeoff on busy afternoons. Taking a low-time student pilot into BFI for their first towered experience is a bit like taking someone on the freeway to teach them how to drive. For my clients who begin their flight training at non-towered fields, I save the trip to BFI for the end of the private syllabus. I tell my students if they can get in and out of BFI safely without me saying a single word, they are ready for their checkrides. Will the sequestration mean a permanent closure of the towers? That remains to be seen. Could Boeing Field be next on the chopping block? It is possible. Boeing Field Airport Director Robert Burke recently issued this statement on the proposed tower cuts: “In our discussions with FAA any reductions in service for KBFI will not occur before Sept. 30, 2013. Our understanding is that an analysis is ongoing and if there are cuts for us it will be during low activity periods. Nothing immediate.�


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Tail Feathers

5 (Part numbers for illustration above) 1 - Left Jack Strut ..........................U48350 ..... $441.31 ......$397.18 1 - Right Jack Strut ........................U48333 ..... $441.31 ......$397.18 2 - (S-9) Fork End ...................... U08311-4 ....... $50.48 ........$45.43 3 - Left Lower Leg..........................U58383 ..... $834.82 ......$751.34 3 - Right Lower Leg ................... U58383-1 ..... $834.82 ......$751.34 3JHIU6QQFS"SN ......................U48378 .. $1,199.14 ...$1,079.22 -FGU6QQFS"SN.........................U58379 .. $1,199.14 ...$1,079.22 5 - Tie Rod (without fittings, 36Ÿ in. long) ................"/"$ ..... $284.96 ......$256.46 5 - Tie Rod, streamlined, drawn and polished (without fittings, 33ž in. long) ................"/"$ ..... $359.68 ......$323.71 Piper +1"1"4UBOEBSE(FBS Left, Right ................U10033-006, -005 ..... $509.99 ......$458.99 J-5, Left, Right..............U30452-000, -001 ..... $732.25 ......$659.03 1" 4USBQ#SBDF Left, Right ................U10028-000, -001 .. $1,173.43 ...$1,056.09 1"  4USFBNMJOF5VCF#SBDF

Left, Right ............6" " .. $1,235.52 ...$1,111.97 1" -FGU 3JHIU....U11554-000, -001 ..... $813.71 ......$732.34 1" -FGU 3JHIU ..........L11782-000, -001 .. $1,322.92 ...$1,190.63 1" -FGU 3JHIU ..........L13189-000, -001 .. $1,255.25 ...$1,129.72 1" -FGU 3JHIU .........U13016-000, -021 .. $1,356.61 ...$1,220.95 1" -FGU 3JHIU ..........L60277-002, -003 .. $1,942.38 ...$1,748.14 Taylorcraft Left, Right ............................ 6#"- 3 .. $1,318.65 ...$1,186.79 Cabane Vee Assembly J-3, for SN 8278* and up ....... U30602-006 ..... $217.48 ......$195.73 *Required on J-3’s upgraded to 1220 gross weight J-5 ......................................... U30473-000 ..... $303.64 ......$273.28 1" .................................... U30602-006 ..... $217.48 ......$195.73 1" 4/ .................. U30602-006 ..... $217.48 ......$195.73 SN 3781 and up ................. U30602-007 ..... $234.82 ......$211.34 1"" 4/.......... U30602-007 ..... $234.82 ......$211.34 SN 5295 and up ................. U30602-010 ..... $270.68 ......$243.62 Shock Strut Assembly J-3, SN 8278 and up .............. U31423-000 ..... $649.50 ......$584.55 1" .................................... U10536-002 ..... $548.48 ......$493.63 1"" ............................ U10536-002 ..... $548.48 ......$493.63 Short Shock Strut J-3, SN 1-8277....................... U30442-006 ..... $264.84 ......$238.35 SN 8278 and up ................. U31392-000 ..... $210.10 ......$189.09 J-5 ......................................... U30442-006 ..... $264.84 ......$238.35 1" .................................... U31392-000 ..... $210.10 ......$189.09 1"" ............................ U31392-000 ..... $210.10 ......$189.09 Long Shock Strut J-3, SN 1-8277....................... U30562-000 ..... $181.30 ......$163.17 SN 8278 and up ................. U31382-000 ..... $193.58 ......$174.22 J-5 ......................................... U30432-000 ..... $254.70 ......$229.23 1" .................................. U10537-002* ..... $239.89 ......$215.90 1"" .......................... U10537-002* ..... $239.89 ......$215.90 *U10537-002 replaces 10537-000

PA-18, 150hp Elevator, 105-150 hp, uncovered U12770-000 ........ $445.28 ....... $400.75 Stabilizer, 105-150 hp, uncovered U12769-000 ........ $411.84 ....... $370.65 Rudder without strobe bracket, uncovered U40622-007 ................................................ $437.90 ......$394.11 Rudder with strobe bracket, uncovered S/N 7509123 and up ........... U15726-002 ... $644.90 ......$580.41 Vertical Stabilizer, uncovered .... U40592-000 ... $375.07 ......$337.57

Engine Mounts Aeronca/Champion/Citabria 'PS$POUJOFOUBM&OHJOF "$"$ .....U4-585 .... $532.49 ....$479.24 &$'$..........U4-884 .... $549.29 ....$494.36 For Lycoming Engine &$" ($"" ($#$ .............U4-1033 ........$479.40.......$431.46 ,$"# ............................. U4-1033-10 ........$469.50.......$422.55 Cessna 120-140 ................................. U0451000 ........$856.67.......$771.00 " ...................................... U0451111 .....$1,193.63....$1,074.27 $FTTOB S/N 17001 to 52915 ........U0451114-1 ........$880.69.......$792.63 S/N 52916 to 64532 ......U0451114-29 ........$840.02.......$756.01 S/N 64533 to 71128 ......U0451114-32 ........$840.02.......$756.01 S/N 71129 and up ...........U0451120-1 .....$1,285.82....$1,157.24 $FTTOB "MM ........................L0451003 .....$1,797.85....$1,618.07 Ercoupe, "MM ...............................F31920 .....$2,485.63....$2,237.06 Luscombe 'PS$POUJOFOUBM&OHJOF  "UISV$.......................... U48147.....$1,272.14....$1,144.92 Piper J-3 .......................................U71163-000 ........$599.00.......$539.10 J-5 .......................................U00032-016 .....$1,028.98.......$926.08 1" ..................................U10576-000 ........$574.91.......$517.42 1" .............................U10070-000 ........$837.10.......$753.39 1" .................................. L11824-000 ........$577.84.......$520.06 1" $$POUJOFOUBM .............U12209-000 ........$778.49.......$700.64 105, 135 hp Lycoming .......12351-012 ........$426.06.......$383.46 125 hp Lycoming.............U12351-011 ........$802.78.......$722.50 150 hp Lycoming.............U12351-015 ........$608.59.......$547.73 1" 115-125 hp (1950-51) ....U11786-000 .....$1,139.75....$1,025.77 125-135 hp, (1952-53)....U11786-013 .....$1,139.75....$1,025.77 1" 125 hp (SN 1-353) ...........U11786-012 .....$1,139.75....$1,025.77 135 hp (SN 354-3386) .....U11786-014 .....$1,199.14....$1,079.22 150-160 hp (SN 3387-up, QMVT$PMU ..............U11786-015 .....$1,199.72....$1,079.75 Stinson Franklin Engines, 150, 165, 180 hp ....108-6212000-1 .....$1,894.23....$1,704.81

Toll Free Sales: 1-888-433-5433  )JNBMBZB 3PBE t "VSPSB  $PMPSBEP t  Info Phone ...................................................303-375-8882 Fax ...................................800-457-7811 or 303-375-8888 Email Website .................................................. Call to get your FREE 400-page Univair Catalog (foreign orders pay postage)

AIRCRAFT CORPORATION "--.&3$)"/%*4&*440-%'0# "6303" $0t13*$&"/%"7"*-"#*-*5:46#+&$550$)"/(&8*5)065/05*$&t

Not applicable in addition to any dealer discounts or any other promotional offer. Sale prices shown in red. Valid through 3/31/2013.

Exhaust Components 2


3 1 5 Stinson 1) Muffler SN 1-3109 ............................ 108-6221702.....$802.09...$721.88 SN 3110 and up .................... 108-6222702.....$802.09...$721.88 2) Perforated Tube SN 1-3109 ............................ 108-6221708.....$210.19...$189.17 3) Perforated Tube SN 3110 and up .................... 108-6222708.....$210.19...$189.17 4) Tailpipe, Left Hand SN 112-3109, (bolt on)......108-6221711-0.....$313.36...$282.03 SN 3110 and up, (clamp on)..108-6222711-0.....$286.58...$257.92 5) Tailpipe, Right Hand SN 112-3109, (bolt on)......108-6221711-1.....$344.69...$310.22 SN 3110 and up, (clamp on)108-6222711-1 ...$272.45...$245.20 All parts listed are for the 1946, 1947 and 1948 models of the 108 series Stinson, unless otherwise specified. Please include your aircraft model and serial number when ordering any parts or supplies. J-3 Left Exhaust Stack ................. U71082-000 ..... $524.26 ......$471.84 Right Exhaust Stack............... U70671-000 ..... $543.15 ......$488.84 .VGGMFS .................................. U71053-002 ..... $587.82 ......$529.04 Piper PA-18 – 125, 135, 150 hp 'SPOU4UBDL"TTFNCMZ ............ U12457-012 ..... $629.85 ......$566.86 3FBS4UBDL"TTFNCMZ ............. U12457-013 ..... $645.61 ......$581.05 .VGGMFS"TTFNCMZ MFTTTISPVE includes bail) .......................U12433-015 ..... $640.11 ......$576.10 PA-22 'SPOU4UBDL"TTZ IQ .. U12043-023 ..... $741.68 ......$667.51 3FBS4UBDL"TTZ 4/VQ (with rear seat heater) ...... U13238-005 ..... $768.75 ......$691.88 3FBS4UBDL"TTZ 4/ ..... U12043-022 ..... $922.99 ......$830.69 .VGGMFSXJUICBJM ................. U10308-003 ..... $871.25 ......$784.13 Tail Pipe*............................... U11417-004 ..... $158.11 ......$142.30 *Excludes shrouds and clips

Luscombe Crossover Exhaust System Aluminized Mild Steel Fits all A-65 Continental Engines 3FBS$SPTTPWFS U08627-5 ..... $224.99 ... $202.49 Left Hand Stack U08627-3 ..... $198.57 ... $178.71 Right Hand Stack....................... U08627-7 ..... $198.57 ......$178.71 &YIBVTU$MBNQ ...................... U08627-100 ....... $40.44 ........$36.40 $PNQMFUF"TTFNCMZ JODMVEFT 2 exhaust clamps)................... 6$ ..... $499.00 ......$449.10 Ercoupe Stainless Steel Exhaust Stacks Left ...................................U-415-40401-S ..... $620.24 ......$558.22 Right .................................U-415-40402-S ..... $691.36 ......$622.23 .VGGMFS ................................. 415-40511-1 ..... $780.11 ......$702.10 Luscombe 8E and 8F Exhaust Stacks Exhaust Stack, Left Hand U09604 ...... $347.73 .....$312.96 Exhaust Stack, Right Hand U09605 ...... $302.38 .....$272.14 $BCJO)FBU4ISPVEoGJUTPO64UBDL &'

BOEUIF"QJFDF4UBDLT .....U486065 ..... $278.09 ......$250.28 $BSCVSFUPS)FBU4ISPVEo Fits on U09605 Stack* .............U086126 ..... $567.00 ......$510.30 *Note: Not for use with stainless steel stacks Taylorcraft For all 65 hp Continental engines in B through BC12 series Exhaust System 6#$".......... $968.63 ......$871.76 Exhaust System (metalized) 6#$". .... $1,361.10 ...$1,224.99

PA-18 Special Landing Gears #FDBVTFPGMBOEJOHHFBSNPEJGJDBUJPOTVTJOHEJGGFSFOUXIFFMBOECSBLFBSSBOHFNFOUT BOE JOTPNF DBTFT UIFOFFEGPSIFBWJFSUVCJOH 6OJWBJSPGGFSTTQFDJBMMBOEJOHHFBST"MMPGUIFHFBSTJOUIFUBCMF CFMPX IBWF MPXFS MFH SFJOGPSDJOH HVTTFUT GPS FYUSB TUSFOHUI "MM ›JODI HFBST IBWF SFNPWBCMF CFBSJOHTUPQTUPBMMPXGPSTLJJOTUBMMBUJPO5IFHFBSTXJUI›JODIBYMFTXJMMSFRVJSF45$4"3.GPS BQQSPWBM45$TPMETFQBSBUFMZ ..........................................45$4"3. .......... $118.78 ....... $106.91 Part Number Side Axle O.D. Wheel & Brake Leg Tubes List Price Sale Price L10033-008HD ...............Left ............... 1.25 x .156 in................. (PPESJDI ..............................Heavy Duty ..............$530.88 .........$477.79 L10033-007HD ...............Right ............. 1.25 x .156 in................. (PPESJDI ..............................Heavy Duty ..............$530.88 .........$477.79 -" .................Left ............... 1.25 x .156 in................. (PPESJDI ..............................Standard ..................$522.38 .........$470.14 -" .................Right ............. 1.25 x .156 in................. (PPESJDI ..............................Standard ..................$522.38 .........$470.14 L1015-00 .......................Left ............... 1.5 x .156 in................... $MFWFMBOE ..................Standard ..................$544.72 .........$490.25 L1015-01 .......................Right ............. 1.5 x .156 in................... $MFWFMBOE ..................Standard ..................$544.72 .........$490.25 L1015-20 .......................Left ............... 1.5 x .156 in................... .D$BVMFZ% ..............Standard ..................$544.72 .........$490.25 L1015-21 .......................Right ............. 1.5 x .156 in................... .D$BVMFZ% ..............Standard ..................$544.72 .........$490.25 L1015-30HD ...................Left ............... 1.5 x .156 in................... $MFWFMBOE ..................Heavy Duty ..............$530.88 .........$477.79 L1015-31HD ...................Right ............. 1.5 x .156 in................... $MFWFMBOE ..................Heavy Duty ..............$530.88 .........$477.79 Standard Gear Tubes: Front 13â „8 x .058 in.; Rear 1Âź x .058 in. Heavy Duty Gear Tubes:'SPOU›YJO3FBS3â „8 x .058 in.

Lift Struts New, improved steel struts – sealed and oiled to prevent internal corrosion (except Decathlon aluminum front struts)

"$'SPOU4USVU .......................6"4 ..... $533.33 ......$479.99 For Heavy Duty Struts and other Aeronca Models, see P/N U5-392-S "$'SPOU4USVU .....................6"4 ..... $500.45 ......$450.40 "$3FBS4USVU ......................6"4 ..... $435.11 ......$391.60 Decathlon Front Strut .................U5-368-L ..... $785.26 ......$706.73 Decathlon Front Strut .................U5-368-R ..... $785.26 ......$706.73 Decathlon Rear Strut ................. U4-1535S ..... $439.70 ......$395.73 Scout Front Strut ........................... U5-379 ..... $472.58 ......$425.32 Scout Rear Strut ............................ U5-382 ..... $440.26 ......$396.23 Heavy Duty Front Strut (.049 wall tube) ..............................U5-392S.......$533.33 ......$479.99 Aeronca Models: 7AC, S7AC, 7BCM, 7CCM, 7DC, S7DC, S7CCM, 4&$ "$"tChampion Models:&$ 4&$ '$ )$ +$ ($t Citabria Models: 7ECA, 7GCA, 7GCB, 7KC, 7GCAA, 7GCBC, 7KCAB Heavy Duty Rear Strut ................ U5-268S ..... $424.95 ......$382.46 Aeronca Models: 7AC, S7AC, 7BCM, 7CCM, 7DC, S7DC, S7CCM, 4&$tChampion Models:&$ 4&$ '$ )$ +$ ($tCitabria Models: 7ECA, 7GCA, 7GCB, 7KC, 7GCAA, 7GCBC, 7KCAB

120-140 Lift Struts (FAA/PMA Approved)

Left Hand ..........................U0422340-8..... $1,733.02 .....$1,559.71 Right Hand ........................U0422340-9..... $1,733.02 .....$1,559.71 Piper (includes strut fork) Front SALE J-3 ...................U85547-002 ... $472.31 J-4 ...................U85549-002 ... $472.31 +1" ........U85552-002 ... $458.93 1" ..............U85554-002 ... $460.94 1" ..............U85552-002 ... $458.93 1" .........U85556-002 ... $510.84 1" ..............U85558-002 ... $460.94 1" ..............U89497-002 ... $449.69 1" .........U85560-002 ... $491.03

Rear SALE U85548-002...$472.31 U85550-002...$472.31 U85553-002...$458.93 U85555-002...$460.94 U85553-002...$458.93 U85557-002...$510.84 U85559-002...$460.94 U89498-002...$449.69 U85559-002...$460.94

1" -FGUBOE3JHIU ...........L64038-002 .... $2,919.65 ...$2,627.68 1"&BSMZ IQ -JGU4USVU Left and Right ................. U61046-000 .... $3,472.20 ...$3,124.98 Piper 1" -POH4IPDL4USVU ...... U11804-000 ....... $387.16 ......$348.44 1" 4IPSU4IPDL4USVU ..... U11806-000 ....... $104.54 ........$94.08 Taylorcraft Front ......................................6"" ....... $590.17 ......$531.15 Rear ......................................6"" ....... $511.48 ......$460.33


General Aviation News —  800.426.8538

March 22, 2013

Air Force cuts airshow participation WASHINGTON, D.C. – The leadership of the U.S. Air Force has cancelled all aviation support to public events for at least the remainder of the fiscal year, including standing down the Thunderbirds aerial demonstration team to save flying hours to support readiness needs. Effective March 1, active-duty, Reserve and Guard units stopped all aviation support to the public, Air Force officials said. This includes the cancellation of support to all airshows, tradeshows, flyovers (including funerals and military graduations), orientation flights, heritage flights, F-22 demonstration flights, and open houses, unless the event includes only local static assets. Additionally, the Air Force cancelled the Thunderbirds’ entire 2013 season beginning April 1, including the upcoming SUN ’n FUN Fly-In, which kicks off April 9.

SUN ’n FUN officials say the show will go on, with the homegrown Black Diamonds Jet Team, which is based at Lakeland-Linder Regional Airport, the home of SUN ’n FUN, featured in the daily airshows, along with other performers, including Team Aerodynamix, Michael Goulian, Matt Younkin, the Geico Skytypers, and Patty Wagstaff. As this issue was going to press, SUN ’n FUN officials had still not learned whether the tower at LAL would be closed because of sequestration. If it is, SUN ’n FUN officials plan to pay the air traffic controllers out of proceeds from the fly-in, which will significantly reduce the funds going towards the organization’s year-round education efforts, officials noted. Because of the sequestration, the Air Force will reduce flying hours by as much as 18% — approximately 203,000 hours — and impacts will be felt across the service and directly af-

fect operational and training missions, according to Air Force officials. Since all aerial support to public and military events is flown at no additional cost to the taxpayer using allotted training hours, the Air Force had no choice but to cancel support to these events, officials said. “Engaging with the public is a core Air Force mission and communicating and connecting with the public is

more important today than ever before. However, faced with deep budget cuts, we have no choice but to stop public aviation support,� said Brig. Gen. Les Kodlick, director of Air Force Public Affairs. “The Air Force will reevaluate the program at the end of the fiscal year and look for ways to curtail the program without having to cancel aviation support altogether.�,

NTSB preparing videos on safety alerts By CHARLES SPENCE WASHINGTON, D.C. — The National Transportation Safety Board (NTSB) is preparing short videos about five safety alerts for general aviation covering the most frequent types of GA accidents. The videos will be available this spring and feature regional air safety investigators sharing their experiences

and observations of the various accidents they investigate. The NTSB investigates about 1,500 GA accidents each year and finds the five subjects to be covered in the videos the most common reasons for the accidents. “We see the same types of accidents over and over again,� said NTSB Chairman Deborah A.P. Hersman. “What’s especially tragic is that so many of

these accidents are preventable.� The agency released five safety alerts March 12. They are short information sheets that pinpoint a particular safety hazard and offer practical remedies to address the issue. The alerts and subjects of the videos are: Is your aircraft talking to you? (Listen and watch for signs of aircraft trouble); Reduced visual references require vigilance; Avoid aerodynamic stalls at low altitude; Mechanics:

Manage risks to ensure safety; and, Pilots: Manage risks to ensure safety. The first three subjects relate to the most frequent causes of GA accidents, in which some 475 pilots and passengers lose their lives annually, NTSB officials said. The alerts and the videos are based on what the accident investigators find most often and offer advice on how best to avoid mistakes.

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Let Gibson Aviation Return to Service your Cylinders in Overhauled, Yellow Tagged Condition for $345.00. Cylinders must be crack free and the bore must be in manufacturer’s specifications for return to service. The price is inclusive of all parts stationary in the cylinder. (Valve Guides, Seats, Studs, Bushings, etc.) Any moving parts, (Valves, Pistons, Rings, etc.) constitute an additional charge which varies from each different make & model. For additional charges we can supply rings, gaskets and any other related parts you may need.

March 22, 2013 —

Lackluster growth predicted for GA Charles Spence Capital Comments

WASHINGTON, D.C. — General aviation will grow over the next 20 years, but at a rate of only 1/2 of 1% a year, according to the FAA. The agency also forecasts the total number of aircraft used in general aviation to increase from 220,670 in 2012 to 246,375 in 2033, an increase of only 25,705, less than 1,300 per year. Fixed-wing piston-powered aircraft are expected to decrease annually at the rate of about 0.3% per year. Growth will be in turbine-powered fixed-wing airplanes and rotorcraft, with rotorcraft growing 2.7% and fixed-wing turbines increasing 2.8% annually. Hours flown are expected to increase, with an annual growth rate of 1.5% a year, with turbines climbing 3.5% annually, FAA officials predict. Pistonpowered fixed-wing aircraft are expected to show a drop in annual hours flown of 0.5% per year.

Some question selection of sequestration cuts

Sequestration hasn’t caused the sky to fall in Washington, but there are indications some efforts are being made to pull it down to meet the dire threats of disasters that have been put forth. The FAA notified employees of intended furloughs of up to 11 days beginning April 7. It is threatening to shut down contract control towers, while FAA-operated towers might be put on shorter hours and staff reduced. Chicago’s O’Hare Airport, which has two towers, might have one closed, stopping operations on two runways. Charles Spence is GAN’s Washington, D.C., correspondent.

But will any of this really happen?

If the FAA is anything like the Agriculture Department, any cuts will be those having the direst effects. A leaked memo from a regional director of the agricultural department to his offices said however any reduction in spending is made, “you are to make sure you are not contradicting what we said the impact would be.” Even Congress can’t get answers. The chairmen of the Senate and House

Aviation Committees are getting stiffarmed. On Feb. 25, Sen. John Thune (R-S.D.) and Rep. Bill Shuster (R-Pa.) wrote to Transportation Secretary Ray LaHood asking what route the FAA would take in reducing spending. To date — even after a second letter — no answer has been forthcoming. They reminded LaHood that since CAP COMMENTS | See Page 12

A New take on Retro When we gave away our last sweepstakes airplane—the Tougher Than a Tornado Husky—I heard from a lot of members who were saddened to see it go, especially since it was headed to someone else’s hangar. I, too, was more than a little sorry to bid farewell to this fun and capable airplane. After all, we’d often traveled the country HZHÅPNO[VM[^V[OLZ^LLWZ[HRLZHPYWSHULHUK my own yellow Husky. But now that our next AOPA sweepstakes is well under way, I’m starting to hear from hopeful members who can’t wait to discover that this classic airplane will be theirs. If you’re an AOPA member, you may have been following our work on the 1963 Debonair. It’s a beauty, with a retro style that’s unmistakable. And, of course, AOPA members are automatically entered into the sweepstakes drawing just for joining or renewing their membership. Even if you’re not a member, it’s worth checking out the great work being done to create an aircraft with all the bells and whistles. If you own an airplane, following the restoration process can be a wonderful source of ideas. But even if you don’t, it’s fun to fantasize about how you might create your own ideal airplane, or maybe even win this one. Already, a lot has been accomplished, and we’re just getting started. The airplane has a new N-number in honor of AOPA’s upcoming 75th anniversary. And it’s got a new, more powerful alternator—a must to accommodate the modern avionics we’ve got in store. Don’t forget the sparkling new windshield and windows that improve the aerodynamics and visibility, or the tip tanks that can offer ranges of seven or eight hours if you don’t have much to carry in the way of passengers and bags. We’ve started work on the panel, and you can get a sneak peek at what’s in store, including an innovative insert for your iPad Mini. I invite you to follow the Debonair through its transformation on The Debonair Sweepstakes Blog, available at And who knows, you just may be the lucky winner who takes N75YR home.

What’s the buzz? “We see the same types of accidents over and over again. What’s especially tragic is that so many of these accidents are preventable.” — NTSB Chairman Deborah A.P. Hersman


Craig L. Fuller AOPA President and CEO



General Aviation News —  800.426.8538

The 11-year itch...scratched

March 22, 2013

Ben Sclair

When I left for the office on a recent Friday, my oldest daughter, 13-yearold Savannah, gave me an extra tight hug. She knew I would be out at Pierce County Airport (PLU) in the late morning to regain my currency so I could take her... and myself... flying. She was very excited. The last logged pilot-in-command time in my logbook dates to September 2002. Like many pilots, life got busy. Savannah was 3, at the time, Brenna (my youngest daughter) was barely 2, and Jack was still three years from joining the family. I don’t need to dive into the reasons why flying got pushed to the side. We’ve all heard, and many have experienced, the reasons. Sadly, it was losing my Dad in 2011 that pushed me to get back to flying... to make the time. So, about a year after Dad took his final flight, I dusted off the books, fired up the computer and started reviewing much of what I’d forgotten. Holy smokes, there is a lot to this flying thing. Too much, to be honest. But that’s fodder for another column — or two. General Aviation News reporter and flight instructor Meg Godlewski assisted with the ground portion of my flight review. She connected me with Kevin Nelsen, a local jack-of-all-trades pilot and instructor to work with me in a J-3 Cub. Both performed exactly as I had hoped — the proper amount of encouragement with a healthy dose of reality and responsibility. Ben Sclair is Publisher. He can be reached at

As I drove home from the airport, with a big smile on my face, the sky looked different to me. Better. More inviting. When I arrived home, I was met by Savannah and greeted with another big hug. What father doesn’t cherish a hug from his daughter? The next day, Savannah asked if I could take her flying on her birthday. “Let me see what I can do,” was my response. Schedules — hers, mine, the family’s, the business, as well as the plane’s — all have to be in balance. Sunday morning, I went up to Savannah’s room and said, “the weather looks pretty good, what do you say to going today after church?” YES!!! I must say, I was impressed. I expected her to be a bit more antsy at church. She remained calm, at least outwardly. Suffice it to say, she was ready in flash and was excited to get in the air. The top picture says it all. Before bed, Savannah came up to me, hugged me and said, “Thank you.” What a feeling... My wife, Deb, told me that while Savannah and I were out flying, Brenna and Jack starting “arguing” about who got to go flying next. I could get used to this...

Photo by Ben Sclair

Touch & Go


One day shy of three weeks after taking Savannah for a ride, Brenna made her way to the airport. After a postmaintenance hop with Cub owner Jeff Rounce, Brenna hopped in the front seat and off we went. Like Savannah’s ride, I kept it short. About 30 minutes. We flew over the house I grew up in, looked at Mt. Rain-

Pilots in the making: Savannah (top photo) and Brenna. ier a bit and I let her take the stick. She was grinning from takeoff to touchdown and for about an hour on either side. On the way home, Brenna asked

more about my history as a pilot. What a great conversation. I see at least two budding pilots in my future. Next up... Jack.


Re: “Context is crucial,” in the Feb. 22 issue, Mr. Sclair writes that, “Context is hard to find when the numbers are this big.” I think the big numbers actually make it easier to understand context. The annual defense budget in this country is $850 billion. The cost to run the U.S. Navy Blue Angels for one year is $25 million. That represents less than three one-thousandths of 1% of the defense budget. Math was never my strength, but it seems pretty clear that the budget won’t be balanced on the backs of the country’s two military jet demonstration teams.

Have something to say? Send comments to or fax 858712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less. Is there waste and inefficiency in the DoD budget? Almost certainly. And there are many people qualified to identify and eliminate that waste. But I guarantee that they won’t find much in the budgets of either the U.S. Navy Blue Angels or the U.S. Air Force Thunderbirds. I am a bit surprised at the casualness with which some in this general avia-

tion community dismiss airshows and the military’s involvement in them. At a time when new pilot starts are at historic lows and the aviation industry struggles to identify tactics for attracting and inspiring young people to become pilots, airshows stand as a century-long success story. I’ve lost count of the number of people who have shared stories about the airshows they attended as children

that prompted them to become pilots. Airshows are the public face of general aviation in this country...the only time that many people are exposed to nonairline industry aircraft...the one opportunity that many of them have to visit their local general aviation airport. I’d like to encourage a bit more unity and empathy on those issues that impact general aviation. To paraphrase Benjamin Franklin, we must all hang together within the GA community or we shall surely suffer individually. JOHN CUDAHY President, International Council of Air Shows

March 22, 2013 —


Is it time to rethink TFRs? Jamie Beckett

moment we’ve got literally thousands of aviation-minded folks saddling up for an excursion into the ether. Except when a TFR is in force. All those aircraft, their pilots, their students, their customers, and their advertisements stay firmly on the ground — because the NOTAM tells them they must. All this security creates a hardship about waking up to find a TFR in place that falls firmly at the feet of the law that will cancel their flights and stymie of unintended consequences. While the their progress. Businesses suffer, indiidea is to ensure the safety of our politividual employees suffer, and students cal leadership, the result is often hunwho are running tight on both time and dreds of people put out of work for the money suffer. day, or even multiple days. Certainly there has to be a balance. When a visit by one person puts hunNational security is and always has dreds out of work, been an issue of great even for a day, one importance. It would “When a visit by has to wonder if the be foolhardy to sugvisit is truly worth the gest the president, one person puts trouble it causes. vice president, or canhundreds out of Ironically, while didates for those ofFlorida benefits from fices deserve no spework, even for a stellar weather that cial protection when day, one has to attracts people from in flight. But I have to wonder if much wonder if the visit all over the world, and is populated with thought is being put is truly worth the a plethora of airports into the impact these extensive and extendtrouble it causes.” that makes GA flying a dream come true, ed security measures it also suffers from a are having on the geographic anomaly that makes TFRs economy of the areas they affect. particularly problematic. Florida is a A flight instructor recently admitpeninsula. When a 30-mile wide block ted to me that he spent four days on the of airspace is scratched off the map ground as a result of a presidential visit here, it constitutes a considerable barto Florida. And he’s not alone. Florida is rier to conducting VFR flights. That is the flight training capital of the world. especially true of flights that focus on Heck, the weather, if nothing else, is training activities. enough to attract aviation-friendly folks That’s another layer being added to this subtropical sandbar I call home. to an already disruptive problem. The Add to that a rich aviation history and TFRs don’t just ground flights that fall some top-shelf aviation-themed attracinside the boundary of the TFR itself. tions, and you’ve got yourself a very Their impact is wider than that. It also pro-general aviation environment that affects the public’s ability to conduct thrives on flight instruction, aerial tours, flights in the vicinity of the TFR. and banner tow operations. At any given

In some cases it makes it virtually impossible for a pilot, or a flight student, to conduct a VFR flight from where they are to where they want to go. Not because they are going to overfly the center of the TFR, or even get within miles of the center. But on a peninsula, placement is everything. There are times when the TFR is blocking a considerable chunk of the Sunshine State’s real estate. The effect is not unlike when a major highway is closed down. You may be able to see your destination in the distance, but your frustration level grows as you realize what should be a 15-minute drive is now going to take more than an hour, through surface streets that take you well out of your way. Worse, it may not be possible for you to get to your destination at all — or at least not until the highway re-opens. TFRs are more than likely here to stay. Government agencies rarely find their own rules to be so ineffective, arbitrary, or disruptive that they unilaterally abandon them. That’s true even when the rules are truly and demonstrably ineffective, arbitrary, and disruptive. A case can be made that TFRs can be described with any of those adjectives. Yet they will persist, and perhaps they should. But wouldn’t it be encouraging if the powers that be recognized the adverse impact these security zones can impose on average men and women, and modified them to make the area less debilitating to the GA industry? Being a good neighbor is a two-way street. GA has certainly shown itself to be willing to accept considerable responsibility to work toward a safer more secure future. Would it be too much to ask that the agencies charged to work with us to achieve those same goals tried to shut us down a little less, and respect us a little more?

aviation world. Please continue to think and speak your conscience. MICHAEL HEATON Chester, N.H.

ticularly starting. Also, not all mags are created equal. TOM JENSEN via email

Politics for Pilots

“A TFR is a regulatory action issued via the U.S. Notice to Airmen (NOTAM) system to restrict certain aircraft from operating within a defined area, on a temporary basis, to protect persons or property in the air or on the ground.” So says AC91-63C, an advisory circular issued with the intent of illuminating the public on what the fuss is all about. For many, the TFR system works well, is understandable, and while it may be perceived as an inconvenience at times, it is widely believed to be a necessary one — especially when viewed from the perspective of a non-aviator. On the other side of the fence, where GA tries to thrive, TFRs are becoming a real irritant and a significant impediment to commerce. In Florida they’ve become almost ubiquitous, popping up with alarming frequency — sometimes remaining in place for days. For a flight school trying to finish the year in the black, a flight instructor doing his or her best to move their students along and still stay one step ahead on the rent, or a student prepping for a practical test, there is nothing benign 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 serves as V.P. of Operations at SunState Aviation Flight School in Winter Haven, Florida. You can reach him at:

As a 35-year participant in general aviation, as well as an ex-owner/operator of a Part 135 airline for children (logistic support for divorced parents; remember who will be picking your nursing home...), I was nothing short of astonished at your brave and objective approach. I, too, have been wondering about the viability of cutting only programs that are dear to no one. You are right on target with that point. Painful as it is, I agree. The expensive demo teams, and literally hundreds of other “dear to even fewer” programs have to go if we are going to be free of the heroin from the Bureau of Engraving; perpetuating the subtle tyranny of loading the dollar holders rather than the stock and security holders with the responsibility to service the national debt. Your voice is a powerful one in the


Re: “Props for the prop” in the Jan. 11 issue: “Check for yourself before you approach the propeller.” Good advice as far as it goes, if the engine was last shut down with the mag switches, you are safe. However, if the engine was last shut down with the mixture control, it might have a hot mag and could start with a little twist of the prop without the mags being in the on position or the key being inserted. I had this happen to me twice back when radials were in vogue and we were in the habit of “pulling through” prior to start. This was with a C-170 and a Piper Pacer that started unexpect-

edly with no key in the mag switch. We soon learned to do a “BOTH OFF” check just prior to shut down if shutting down with the mixture. DOUG MILLARD Captain (Ret.), Wien Alaska Airlines


I always enjoy Paul McBride’s “Ask Paul” column and was interested to see that the Beagle may not have come with an engine primer (Why is my Beagle Pup so hard to start? Feb. 8 issue). My feeling is that pumping the throttle instead of using a primer is a reason for hard starting and a fire hazard, especially with any delay before cranking. Your spark plug advice was right on. You might add to check resistance and to replace plugs, even if they “look” good. This goes for cars and airplanes and can solve a lot of problems, par-


Re: Cessna goes to the races, Feb. 8 issue: So Cessna goes racing by sponsoring NASCAR. Too bad they did not go back and look at their company history. We in aviation would like to see them at Reno. The CG-1 through CR-3 were purebred racers built by Cylde Cessna, some of the first aircraft from the company. It sure would be nice to see a pure racer from the company in F-1 or Sport Class rounding the pylons. Think of it as an over-boosted TIO-550 flat out at 50 feet. GREG WILSON via email


General Aviation News —  800.426.8538

How to prevent cam and lifter wear Ben Visser Visser’s Voice

Reader Dave Fletcher recently sent an email concerning the failure of the camshaft in his Lycoming IO-360 engine. He was concerned about pre-oilers, Ney Nozzles, CamGuard and other oil additives. This is a subject that both engines expert Paul McBride and I have addressed before, but I thought I would try to add a little background to the debate. To understand the problem with Lycoming camshaft wear, one needs to look at the physical layout of the Lycoming engine. The camshaft is on top of the crankshaft as opposed to Continental engines with the camshaft below the crank. When most aircraft sit idle, air enters the cowl openings at the top of the engine, so the top is affected by ambient air temperatures before the rest of the engine. During the day, the crankcase is warmed up and filled with warm humid air. In the evening and at night, the engine cools down and moisture collects in the oil. As more and more water collects, the air in the crankcase becomes more humid, so in the evenings the cam cools faster than the rest of the crankcase. 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

Once the cam cools below the dew point of the air in the crankcase, moisture drops out on the cam. Over time, this water causes rust to form on the cam and lifter surface. When the engine is finally started, the rust acts like a lapping compound to start wear on these surfaces. It is important to realize that the majority of cam and lifter wear starts in the first revolution of the cam. The problem with pre-oilers is that oil comes out the cam bearings and lifter barrels, but no oil gets onto the cam and lifter interface for that first revolution. Even the Ney Nozzles promise oil to the lifter interface within one revolution. The pre-oilers get oil to all bearing surfaces quicker, but have little or no effect on that critical first revolution. So do additives help prevent cam and lifter wear? They may. The reports on CamGuard vary from a marginal effect to a complete cure for the problem. However, there are a host of other additives that have no beneficial effect and are a complete waste of money, and many of them are not FAA approved. So what is the answer to preventing cam and lifter wear? The biggest thing you need to do is have dry oil. To do that you need to make sure your oil temperature is high enough to boil the water that is condensed into your oil. To do this, I recommend that all plane owners remove their oil sending unit,

March 22, 2013

oil is getting to 280°, which can lead to put it in a container with oil, water or problems. even chicken soup, and place the conSo what is the bottom line? I have tainer on a heat source. With a good found that Lycoming engines that operthermometer, make sure the container ate with a “true” oil temp of 180-200° is heated to 180°F. Then check your and are flown regularly almost never gauge. I recommend making a paint have cam and lifter mark on the gauge so problems. If you live you can easily reference where 180° is “Lycoming engines in a humid climate and operate with an oil when flying. that operate with temp well below 160° Now go fly and and do not fly regucheck your gauge. If a ‘true’ oil temp larly, then the chances after a half hour or so of 180-200° and are pretty good that your oil temperature is not up to 180°, take are flown regularly you may have a problem. If you are not gosteps to raise it up. If almost never have ing to fly for a period it is well over 200° of time, like over the during a level cruise, cam and lifter winter, change the you may need to lowproblems.” oil and add a quart of er it. The reason for preservative oil that this is that as oil goes meets Mil-C-6529C through your engine, Type II specification. the highest instantaneous oil temperaPre-oilers, additives, brand and grade ture is usually about 50° higher than of oil, etc., fall into the great gray area oil entering the engine temperature. At of maybe they will work or maybe not, 180° the oil will see 230° in the engine, but why depend on them when you which will boil off the moisture. If you have an almost sure thing? operate at 230° during level flight, the CAP COMMENTS | From Page 9 sequestration was signed into law by President Obama on Aug. 2, 2011, little or no planning seems to have taken place at agencies within the DOT. Since August 2012, Congress has been asking DOT and FAA officials for detailed sequestration budget plans, but have received only limited and incomplete information about how sequestration will affect the FAA, elected officials said. FAA spending over the past few years has shown several areas where belts could be tightened to prevent any cuts

in more important places. These include $179 million for FAA employee travel and $143 million a year to maintain a fleet of 46 aircraft. Thune and Shuster say the FAA has $2.7 billion in nonpersonnel operations costs that should have been examined before furloughs were even considered. In their latest letter to LaHood, the members of Congress stated: “Since our previous requests for information have gone unanswered, we cannot assume, nor do we believe, that all savings options were explored before the choice was made to furlough employees, close towers, and inconvenience the flying public you are supposed to serve.” Early reports indicated sequestration would require one or possibly two-day furloughs every pay period — every two weeks. How that prediction turned into 11-day furloughs and massive closures is not known. Seeing how members of Congress are being rebuffed, this writer doesn’t feel hurt when phone calls to the FAA press office are not returned.


General Aviation News —  800.426.8538



The more enjoyable the learning process, the better a student will retain the material. If you can involve laughter in the process, retention rate soars. This explains why we remember lines from movies such as “Monty Python and the Holy Grail,” but have a hard time remembering how to do algebra. There is a lot to learn in aviation, and no one makes it more fun than aviation educator and humorist Rod Machado. Machado, who has been flying since 1973, holds ratings from CFI up through ATP, in addition to all ground instructor ratings. A gifted speaker as well as educator, Machado’s presentations at aviation conventions, airshows and fly-ins are usually packed to standing room only. His aviation training aids in the form of books, audiotapes, CDs and DVDs have helped thousands of aviators earn C O U F S — L AL EA ECI their wings. SP R According to Machado, he first made the connection between humor and learnFLY TO

ing when he began teaching weekend ground school. “Humor is a behavior modification tool and I used it in class to help reinforce a point and to help students pay attention to me,” he Rod Machado said. “For instance, I would present a topic and, somewhere during that presentation, I’d offer a funny story, joke, act-out, etc., to support the point I wanted to make. The result was that students paid more attention to me when I did this. There’s no big secret here. It’s simply the pleasure-pain principle in action: Provide someone with pleasure and they’re more likely to pay attention to what you’re saying. Give them pain by boring them with a dull lecture and they’ll head north and throw themselves under a slow-moving glacier.” There is a difference, Machado stresses, between using humor and telling jokes. For Machado, humor takes the form of playfulness, be it on stage or in the cockpit. “I am far more playful in the cockpit or classroom than I am a joke teller,” he says. “After all, there are only so many jokes one can remember and tell. If one is playful, then there is a never-ending supply of funny and amusing things to keep students entertained. For instance, if a student is choking up on the radio the first time he or she has to contact ATC, I’ll go into what’s called an act

Photo courtesy Rod Machado

Learning to fly with laughs

out. I’ll use the voice of a Nazi interrogator and say, ‘Ve have vays of making you talk.’ If a student did a steep turn and it went bad, then I might use my Forrest Gump voice and say, ‘My momma always said, ‘Life was like a box of chocolates. You never know what you’re going to get.’” “Being playful puts people at ease, especially in stressful situations,” Machado continues. “Of course, in being playful, you must be wise enough to know the difference between being childlike and childish.” One of the most fear-inducing aspects of learning to fly is talking on the radio. “I tend to be very playful in these instances without giving the student the impression that I’m dismissing his or her concerns,” he says. “One time I had a student who was just deathly afraid of making a mistake on the radio, so I tried an extreme measure. While sitting in the airplane, I called ground control and said, ‘Ground Control, this is 2132 Bravo, question.’ Ground control re-

March 22, 2013

plied, ‘Go ahead, 32 Bravo.’ I said, ‘Sir, if a nervous student pilot makes a mistake the first time they talk to ground control on the radio, what will happen to him?’ As I recall, the controller said something like, ‘Well, we’ll have to send him to an FAA radio reeducation camp.’ We all had a good laugh over that one and the student immediately relaxed. He now knew that any mistake he made on the radio isn’t a death sentence. Of course, this wasn’t much of a risk on my part because the controller would have either provided good advice or humor or even both.” When he’s not working the airshow and lecture circuit, Machado is churning out books and audio products to facilitate pilot education. Humor is key in the presentation, be it in the form a short amusing anecdote, a photograph — such as the one of the airplane on the ground with the leg of the student hanging out of the cockpit to illustrate the point of “extending your downwind leg” — or a call-out to drive the topic home. He periodically updates everything to include new information, FAA areas of emphasis, and yes, new humorous content. Machado collects amusing anecdotes like other people collect stamps or coins, and often these experiences work their way into his teachings. There are times, however, when he’s on stage and he realizes that he’s not connecting with the audience. “When you gain enough experience telling stories, you know what humor will and will not work,” he says. “Since many of the stories I tell about pilots deal with common anxiety themes, pilots always tend to respond positively to these stories. Why? Once again, we tend to laugh at that which makes us nervous. Then again, I occasionally get tripped up. Every once in a while I’ll try new material out on my audience and the joke will pass over their heads at 35,000 feet. These are the times I say, ‘Folks, some of these jokes are just for me.’ I make fun of my faux pas and the audience tends to be very forgiving. I just don’t take myself that seriously when I make a mistake on stage. Everyone messes up at some time or another.” Machado has advice for the wannabe instructor who seeks to add humor to their instructional tool kit. “The very best way for someone to learn how to be playful and use humor as a teacher is to study others who are skilled in that area. Listen for funny quips and sayings. Add them to your personal repertoire of responses. See how people act out different scenarios or behave when telling stories. Try their strategies and see if any fit for you. All learning begins with mimicking.”

March 22, 2013 —

Twins earn private ticket on same day Designated Pilot Examiner at the Pella Municipal Airport (PEA). That’s also where the twins completed their first solos as student pilots one year earlier. Dan and Josh completed all their training at Classic Aviation, the FBO at Pella Municipal Airport. The boys were often asked who would take their checkride first, and the answer

Photo courtesy Classic Aviation

PELLA, Iowa — Twin brothers Dan Fredrickson and Josh Fredrickson, who were born on Feb. 29 in a leap year, passed their private pilot checkrides March 1 — the first day they were eligible for the test. The 17-year-olds — who have celebrated only four “actual birthdays,” took their checkrides with an FAA-

Dan Fredrickson, CFI Larry Vande Voort, and Josh Fredrickson with the Cessna 172 they learned to fly in.

was simple — Josh. That’s because Dan had flown first during the last lesson before the checkride, and they take turns. Larry Vande Voort was their primary instructor and has been working with the boys since their first lesson at age 13. He also worked with the boys this summer to complete their tailwheel endorsement in Classic Aviation’s Citabria. Dan and Josh have also received instruction in many other aircraft, including complex and high performance airplanes, FBO officials note. Dan and Josh are juniors at Pella Christian High School, and have worked part time at Classic Aviation for two years. Both would like to pursue a career in aviation. When asked if they would recommend learning to fly to other high school students, Dan responded “I would tell them to ‘go for it.’ Hard work pays off

and in the end it’s very satisfying.” “Flying is just about the best thing that has happened to me, so I would recommend it to other students,” Josh added. When asked if they had any heroes in aviation, Dan named Bob Hoover, while Josh named Chuck Yeager. The twins are the sons of David and Lori Fredrickson, and grandsons to Jim and Ann Fredrickson and Bill and Ann Burns.

Thank you!

Throughout this special Learn to Fly focus are photos sent in by our readers. We wish we had room to use all the photos that were sent in, but those that don’t appear will be featured online at

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March 22, 2013

Redbird Skyport experiment takes off Consider this: If you get a job flying for the airlines, you will have weeks, even months, of training in a simulator before you are allowed to touch an actual airplane. Does that give you an idea of the value of simulator training? In October 2011 Redbird Skyport opened at San Marcos Municipal Airport (HYI) between Austin and San Antonio, Texas. Introduced with much fanfare at that year’s AirVenture, the Skyport has some GA heavyweights behind it, including Jerry Gregoire, chairman of Redbird Flight Simulations, John and Martha King of King Schools, and officials from the General Aviation Manufacturers Association, Aircraft Owners and Pilots Association, Cessna, Avemco, and other industry partners. Its mission is to develop solutions to the challenges of a shrinking pilot population, a staggering student drop-out rate, and the ever-increasing cost of flight training. The aviation laboratory includes a full service FBO, flight school, and “aviation experience” center. All aspects of the project will provide a test bed for hardware, software, business processes and ideas with the goal of revitalizing general aviation. What’s even better: Everything learned at Skyport will be shared with the entire flight training community. A major component of Skyport is flight training with a curriculum built around the Redbird Flight Simulator. The school offers training for private pilot up through Airline Transport Pilot certification. “Everything is introduced and practiced in the sim before it is done in the aircraft. The basic idea is ‘Simulator for learning — airplane for demonstrating what you learned,’” explains Josh Harangue, marketing director. One of the challenges of having a flight simulator, even one as sophisticated as the full-motion FMX Redbird, is that some clients have the attitude “the simulator isn’t real, I’d rather fly the real thing,” even when the weather is not conducive to flight training. (Speaking as in instructor, when I encounter that attitude I create the current weather conditions in the Redbird and let the student get into “trouble” in the air. ) The dismissive attitude toward the simulator is not readily encountered at Skyport, says Harnagel. “Our website and marketing messages highlight the use of the simulators and most likely people who don’t understand the usefulness will choose somewhere else,” he notes. The use of the simulator during the intro flight is key, says Harnagel. “The customer learns about the con-

Photos courtesy Redbird Skyport


trols, instruments, and basic ‘feeling’ of flight before they get in the airplane,” he says. “Most immediately understand the benefit.” In addition to the simulators, Redbird Skyport, which offers Part 141 training, has four 2012 Cessna 172s equipped with Garmin G1000 panels, and a 2012 Piper Seminole with a Garmin G500 panel. According to Harnagel, about 40% of the students come from the local area, another 50% come from outside the Austin-metro area, and 10% come from overseas. Skyport has five full-time instructors, four part-time instructors and two check airmen. Dual instruction is done from 8 a.m. to 6 p.m. and the simulators are open for solo practice from 6 a.m. to 10 p.m. Skyport officials also have struck a deal with Vaughn College in New York that offers college credits for flight training. “Additionally, many colleges will give credit for flight training,” he notes. According to the Skyport website, the full-time course costs $9,995, which covers all simulator, airplane and instructor time, course study materials, written exam prep software and the written exam fee (provided the client takes the written exam at Skyport) and the practical test fee. It also offers a part-time course, which is billed on an hourly basis. The cost ranges from $8,000 to $15,000, depending on the frequency and consistency of the training.

March 22, 2013 —


The family that flies together...


Parents of teenagers, take note: Here is a mother/daughter bonding experience that doesn’t involve shopping. It all started a year and a half ago, when then-14-year-old Amy White took her first ever airplane ride. It was a Young Eagles flight at Edenton Northeastern Regional Airport (EDE) in North Carolina, and Amy was enthralled. The home-schooled teenager began to do some research. She also invested in a flight simulator for her computer. She took a few rides over the next year at a very quiet airport near her parents’ farm, flew her computer, and studied for the written test. Fast-forward some months. Amy’s mother, Viola White, stopped by a farm equipment auction at EDE one spring day to check out the wares. While Vi admired combines and tractors lined up on a long-closed runway, Amy stayed behind to chat with the airport bums. Amy recalled, “They showed me all around the airport, gave me a tour of the Spirit of Freedom, the C54 Berlin Airlift flying museum, and one of the men gave me a ride in his Champ. Edenton was such a lively, friendly airport, I had to come back.” The airport manager put her in touch with CFI Bob Clarke, and soon Amy was in a Cessna 150, with air under the wheels. While Amy and her new instructor were out burning avgas, the airport guys turned their charm on Vi, saying things like, “Now you’re not going C O U S — AL F LEA ECI to let her get SP R ahead of you, are you?” Amy didn’t have a driver’s license, so her mother brought her to Edenton at least

Photos by Amelia T. Reiheld


Amy and Viola White share a passion: Flying the Cessna 150 they co-own with their CFI Bob Clarke.


once a week. Between Amy’s bouncy excitement at what fun she was having, her high praise for Clarke — “He’s the most patient person I know!” — and those supportive guys by the coffee pot cheering her on and offering rides in bright-colored taildraggers, Vi began to weaken. “I would like to learn how to land,” she admitted, “just in case something happened to Amy.” Clarke, of course, was ready for that one. “Let’s go!” Amy soloed June 10, 2012, a date etched in her memory. She passed her driver’s test not long afterwards. Her mother soloed the following New Year’s Eve. Now, with 75-some hours in her logbook, Amy has been “having a ball,” while she marks time until her 17th birthday on May 10, and her private pilot checkride.

CFI Bob Clark cuts Amy’s shirt tail after her first solo, June 10, 2012, exactly one month after her 16th birthday.

That day will be a special one for Bob Clarke, too. Amy is the former airline pilot’s first primary student in more than 30 years. Both Amy and her mother found Clarke’s quiet demeanor encouraging. Clarke says, “I like to find out what a student is thinking, to let the students tell me what they need, so I can get across things that will keep them alive. I told Amy that I was asking questions not to put her on the spot, but to see what her thought processes were. They were almost always right on target.” When she isn’t planning and flying cross-country flights in the Cessna, she’s gleefully accepting every Cub, Champ, and TriPacer ride she’s offered. The airport guys see to it that she doesn’t let her rudder skills atrophy. The appreciative teenager said, “Flying a lot of different airplanes helps keep

your skills flexible, so the opportunity to fly all those different airplanes is wonderful!” Running a 250-acre farm almost single-handedly, keeping up with household chores alongside her disabled husband, and overseeing Amy’s homeschooling, keep Vi’s days busy. Now that Amy is driving herself to the airport, Vi hasn’t had as much time to fly, but she admitted that getting her own ticket is high on her bucket list. It makes perfect sense, as she now owns half of the Cessna 150 she and Amy are training in. Despite Amy’s encouragement, and the thumbs-up support from the Coffee Pot Crew, Vi had some doubts about learning to fly at her age. “I saw how hard Amy had to study, and I didn’t FLYING FAMILY | See Page 19

Vi and Amy White celebrate their success with a high five.



Photos by RaeAnn Slaybaugh

By RAEANN SLAYBAUGH More than 60 years elapsed before 87-year-old Karl Klingelhofer of Tucson, Ariz., revisited his love of aviation and earned his sport pilot’s license. But if you ask him when he decided he wanted to fly, he draws a blank. He can’t pinpoint an instance that lit a spark — it was just always in his blood. It just took him a little longer than most to get his wings. Born and raised on a farm in smalltown Sparland, Ill., Klingelhofer didn’t have much exposure to aircraft. In high school, he built a fair amount of model airplanes — but so did countless other teenage boys who never became pilots. Even his military service didn’t materialize into a flying career, as he’d hoped. He enlisted in 1944 in the Army Air Corps, at age 17, but his stint would involve almost no flying. He didn’t know that then, of course. His first step toward being a pilot was to pass a cadet test. Then, after high school graduation, he was sent to Michigan State College for cadet training. Six months later, only he and 24 other trainees remained of the original 50. From there, his class was sent to Mississippi for basic training — “and more tests,” he said warily. In three months, the group had dwindled to just 12. That dedicated dozen soon boarded a train to Yuma, Ariz. In the three months Klingelhofer spent there, he received no flight training. In fact, it was only by hitching a ride with an AT-6 pilot, whom he flagged down by the runway one day, that he managed to score his first airplane ride. That day, the pilot didn’t mention he’d be practicing aerobatics. Klingelhofer got air sick, but that didn’t curtail his desire to go on. His second was in the bomb bay of a B-25 Mitchell three months later, when he and four others returned home to Illinois on a two-week furlough. That furlough proved to be momentous in more ways than one. That was when Klingelhofer met his wife of more than six decades. “I have a box in the closet of 817 letters we exchanged over the next three years,” he says. “And, I’d estimate there are about 75 missing.” As luck would have it, Klingelhofer got to see a lot more of his future wife when he was sent to Scott Field in Illinois for radio school. “While I was there, I wrote to her about 25 P-51s lined up by my barracks,” he recalls. “That was a thrill!” When the war ended, the Army discharged Klingelhofer, then 19, and about 50,000 other troops like him as “surplus.” He enlisted in the Air Force Reserves, and remained in their service until he was 23. He then went on to earn a bachelor’s degree in engineering from the Univer-

March 22, 2013


Flight delay

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CFI Parrish Traweek with Karl Klingelhofer, who earned his sport pilot license at the age of 86. sity of Wisconsin in 1948. He worked for the Department of Agriculture for more than 30 years, some of which were spent at the headquarters in Washington, D.C. At 75, he retired after doing consulting work and two volunteer assignments in Costa Rica and the Island of Roatan. In all that time, Klingelhofer had very little involvement in aviation, except a lot of airline travel and getting a thrill with every takeoff and landing. He also enjoyed watching the planes land and take off from Washington National Airport (now Reagan National Airport) with his grandchildren. “There was a very good observation point near the northwest end of the runway,” he says. “But that’s about it. My wife encouraged me to go take flying lessons, but I decided I’d rather spend that money on travels with her.” And travel they did: Klingelhofer and his wife visited 43 countries in their 60plus years together. She passed away in 2008. Klingelhofer said that her pass-

ing led him to “form a new second half of his life.” And that’s probably what drove him to Marana Regional Airport (AVQ) in Arizona, in October 2009 for his first flight lesson. Fast forward one year later, when he decided to fly out of nearby San Manuel Airport (E77), instead. “It was a shorter, prettier drive,” he explains. “It was also about one-third less expensive.” It was at E77 where Klingelhofer first met Parrish Traweek, flight instructor and owner of PC Aircraft. The two had their first flight lesson in April 2010. Little did Klingelhofer know that Traweek would be a major driving force in his pursuit of a sport pilot license — whether he liked it or not. “He wouldn’t let me quit!” Klingelhofer chuckles. “It was on my bucket list to take one lesson.” Before long, Traweek had Klingelhofer in his favorite aircraft: an Air-

Karl in uniform in 1945 and today in the plane he learned to fly in.

coupe. “I like that it has no rudder pedals,” he explains. “It steers on the ground with a wheel, like a car.” At that point, Klingelhofer “got a little more serious” about getting his sport pilot license. “My goal then was just to solo,” he recalls — which he did in September 2010. “Then, I decided to do a cross-country flight,” Klingelhofer continues. “I did that in April 2011. It was about twoand-a-half hours in the air, by myself.” But that part didn’t scare Klingelhofer; those confounded tests did. Knowing he’d have to pass yet another exam, he almost quit. Once again, Traweek egged him on. Never a fan of studying, Klingelhofer signed up for an online course of 40 one-hour lessons in preparation. Then, he paid his $150 and took the test last March. He passed with a score of 85 — 15 points higher than the required 70. At that point, Klingelhofer left for a two-month European vacation. When he returned, Traweek urged him to take the next step — his checkride. Although Klingelhofer asserts that consistency in his landings was a challenge, he was persistent. That tenacity paid off: Last September, he cleared the final hurdle in pursuit of his sport pilot license by passing his checkride. Now that Klingelhofer has his license, he says he’ll be flying at least once a month. When asked how his wife would feel about his newly acquired pilot’s license, Klingelhofer thinks for a minute. “Well, I think she’d go flying with me,” he says, finally. “She was very adventurous.” It takes one to know one.

March 22, 2013 —


Taking a different approach The spark that causes otherwise ordinary people to pursue a pilot certificate is as unique as the individuals who feel it. Once that impulse is felt, the path we pursue to get the training and experience needed to pass the FAA’s tests is varied, too. That is certainly the case for Jill Manka, a central Florida woman who put her flight instruction on hold, bought a project airplane, and has spent the past two years restoring it. She’s intent on flying, but she’s decided to fly in an airplane she knows inside and out — and it’s hard to blame her. Manka’s previous experience with flight was mostly business oriented, and not particularly inspirational. Her work as a representative for a convention and visitor’s bureau had her traveling often, but without much enjoyment. “I was very jaded by the commercial experience,” she said. Based on her earlier flights, Manka didn’t expect much when a new boyfriend invited her for a flight in his Stearman. “I thought it was going to be cool,” she acknowledges. “But I had no idea how much it would really inspire me.” Maybe it was the open cockpit or maybe it was the budding romance. Whatever the case, by the time the wheels touched down on the grass strip back home, Manka’s idea of what aviation was all about had shifted considerably. That one flight changed everything. In fact, her first comment when she got back on the ground was, “Can we do that again? I liked it.” As she flew more, her attraction to FLYING FAMILY | From Page 17 know if I could learn that much, but we’ve done it together, and it really has brought us even closer.” While the two collaborated with Clarke recently to put the cowling back on their bird after chasing down a pesky oil leak, Vi said wistfully, “Now THIS is what I wish I had done with my life. I would love to have been an aircraft mechanic!” By necessity, she has spent most of her life repairing her own farm machinery, but working on airplanes, she said, is both interesting and fun. “Actually, being around airplanes in any way is just great. I just love to fly!” On a typical day, Amy spends the first few hours on her schoolwork, where her favorite subjects are science and math. Then she turns her attention to her art. She also edits and publishes her own flying videos (search 77PlaneNuts77 on YouTube to ride along on her first solo, the “most amazing experience” of her young life, and remember your own joy.)

Photo by Jamie Beckett


Jill Manka and the Aeronca Champ she’s restoring to complete her flight training in. flight continued to grow. She discovered that every flight was decidedly different. Even when she flew the same aircraft over the same route with the same flight instructor, she encountered challenges to each flight that were unique. Her instructional flights began at the storied Bartow Municipal Airport. Formerly known as Bartow Air Base, the original airport was built in the 1930s. The onset of World War II led to a significant expansion that allowed the field to

become a Fighter Replacement Training Station. P-51 Mustangs filled the ramps and the air then, as did P-39 Aircobras. By the time Manka began her training, the venerable Cessna 172 was the trainer of choice, and her training went well enough that she soloed there. All student pilots hit a plateau at some point. They may put in the effort, but for some reason they can’t seem to make progress. This is often limited to a single maneuver or task, and it is al-

most always a temporary glitch in the student’s thought processes that leads to the plateau. In Manka’s case, she knew what her plateau was and she knew how to solve it. “I just never felt 100% comfortable in a nosewheel,” she admits. She attributes her discomfort to the fact that so much of her fun flying had been in taildraggers. “I learned a lot from the 172, and I’m so

A self-taught graphic artist, she has several logo jobs in the works and hopes to combine those interests when she goes to college. When and where will that be? That is yet to be decided, but for now, the important thing is to get that private pilot’s license, and start down her list of people who want rides. First in line is the White’s next-door neighbor, who has followed Amy’s progress with almost as much interest as her own family. Then her dad wants a ride to a fondly-remembered restaurant over in Boone, N.C., and even her two older siblings are coming around. But her friends? Not so much, she said, with an uncomprehending shake of her coppery hair. “When I mention what a fabulous day it was to go flying yesterday, they’re like, ‘oh,’ and change the subject. How can anybody not find flying exciting? It’s like getting in a time machine. I wonder, how did I get here? Every time I start taking it for granted, I climb in the airplane, and that feeling comes back again.”

In their own words

she didn’t have her driver’s license yet, guess who took her to the airport and had the opportunity to “hang around” with the pilots and airplanes while she took flying lessons? Fortunately for me, there were a great bunch of guys at the airport, who were supportive and encouraging; they even took me up and allowed me the chance to fly their planes around while Amy was taking lessons. The flickering flame was slowly re-kindled into a roaring fire, and five months later I was in the “left seat” taxiing out for MY first flight lesson! I soloed Dec. 31, 2012, six months after my daughter’s solo on June 10, 2012; we now cheer each other on and discuss the discouragements and triumphs of each flight lesson as we both work toward our pilot’s license. At age 51, I am finally “living the dream” I had as a young girl. My thanks go out to my daughter Amy, the guys at EDE, and my instructor for giving me wings and the opportunity to experience the exhilarating freedom of flight!”

We asked our readers “what inspired you to learn to fly” and Vi replied: “I can’t ever remember a time when I didn’t want to fly. As a young girl, I would try to run as fast as I could and leap upward with all my 6-year-old might, hoping some seemingly magical force would lift me off the ground and upward toward my heart’s desire. In my 20s, I jumped at the chance to take some aerial photos from a Cessna 172 with a relative who had his pilot’s license. A couple of times after that, I worked up the nerve to call the airport and ask about flight lessons. Unfortunately, the person I talked with sounded gruff and annoyed, and I was too tentative to pursue the matter any further. The dream never died, but it dimmed to a faint flicker. Fast forward some 20 years — My daughter Amy is a real aviation enthusiast. After learning to fly R/C planes, a Young Eagles flight at the Wings over Edenton airshow in 2010 whetted her appetite; she began taking flight lessons on April 29, 2012. Since

DETERMINED | See Page 20


Flying grandma

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March 22, 2013


While there are probably hundreds, if not thousands, of grandmothers flying through the ether in America, how many would you guess took up flight instruction at the age of 55? Meet Leah Dunn of Panama City, Florida, a tall, slim, very personable blonde I met at SunState Aviation on the Kissimmee Gateway Airport (ISM). She’s also known to close friends by her maiden name of “Ott” in deference to her father, who was an army general. Mother of three sons — including two who are pilots — and two grandsons, she came to the game somewhat late in life. Why bother? “I said to myself one day, ‘Why sit on the couch in front of the TV with a bag of chips and watch somebody else having a great adventure?’” she said. “I knew very little about aviation, but the idea of learning to fly held great appeal for me. I had heard that about 70% of women drop out before getting their license, probably for reasons of raising a family, finding the time, a job, cost of training, whatever. But the challenge for me was irresistible — and I always finish what I start!” That Dunn is a go-getter is beyond question. In 1974 she started a women’s rugby football team at the University of Oklahoma, playing with a men’s team first to learn the game. The women’s team has gone on to national prominence and Dunn was recently inducted into the school’s Hall of Fame. She is now active as a fundraiser for the Science and Discovery Museum in PanC O U F S L — A LE ECI AR ama City and, SP along with others, plans to donate an interactive aviation exhibit in the near future. “You know FLY TO

DETERMINED | From Page 19 glad I had the experience in that aircraft, but for me, I really wanted to get back into a tailwheel, and I wanted to finish my license in a tailwheel airplane.” With her course set, and her heart intent on not only completing her pilot license, but also completing it in style, the search was on. Manka and her boyfriend began searching through classified ads, reaching out to friends, and considering the multitude of tube and fabric airplane projects hidden away in hangars and barns all across the country. She settled on the idea of restoring an Aeronca Champ after talking to numerous pilots

Photo courtesy Leah Dunn


Leah Dunn got her seaplane rating at Jack Brown’s Seaplane Base in Winter Haven, Fla. kids these days,” she offered. “They’re bored stiff with inanimate objects. But with interactive computers, they can fly, crash and be happy!” I asked her about any age-related problems she may have had getting her private pilot license. “Well, it took me a couple of years, considering family matters, other activities and I was a klutz in ground school,” she recalled. “So I went out and bought a bunch of books on the subject, studied hard and got 100% on my exam. That was in 2010 when I was 55 and now I’m pushing 60. Since then, I’ve made my seaplane rating and instrument and taildragger ratings come next.” Dunn teamed with Joan Evert to compete in last year’s Air Race Classic,

the all-female cross-country race held every year. SunState Aviation donated the 2008 Cessna 172 the team flew. “Of all the flight schools I’ve trained with they are the best,” she said. “Their aircraft are late model, squeaky clean, well maintained, most have glass cockpits and their instructors are top drawer. You can’t do better.” Founded at ISM in 2002, SunState Aviation survived Hurricane Charlie in 2004, moved across the field to restart its operations and now has a huge hangar/maintenance facility/offices and coffee shop under construction. They average 20-30 students a week, have 16 instructors, and offer courses from private pilot to ATP plus helicopter training.

A member of the 99s, the Aircraft Owners and Pilots Association, Women in Aviation and the Experimental Aircraft Association, Dunn recently sold her Mooney Acclaim and is in the market for a Cessna 182. “It’s roomier and has more performance,” she said. “But we’re not in any hurry.” Dunn hopes that her success in the air will inspire other women — of all ages — to take up the challenge. “I do have one request of the men who may be reading this article,” she said. “If you haven’t done it yet, please, oh please, take your wife or girlfriend up for a flight or share this article with them. Let them be exposed to the spark that starts the fire!”

who raved about their early flying years in what has often been described as an outstanding trainer and personal aircraft. Known for being docile, fun, and costeffective, the Champ moved to the top of Manka’s list and stayed there. After considerable searching, the perfect project was located, purchased, and moved to a hangar in central Florida. Manka’s boyfriend, the man who got her interested in aviation in the first place, is an Airframe and Powerplant mechanic. That happy coincidence meant that Manka didn’t just have to write checks to fund the restoration and stand back. She got to roll up her sleeves, dig in, and truly learn about the inner workings of her airplane.

“I’ve always been a, ‘get your hands dirty’ kind of girl,” Manka says proudly. Getting dirty is exactly what she has been doing for the past two years. With oversight and guidance from her in-house A&P, she has stripped the fuselage, torn apart the wings, examined the engine, and begun the process of putting it all back together again. Overall, it’s slow but satisfying work. Even with much left to do, the completion of the project is virtually assured. Manka’s excited, motivated, and knows with certainty that she’s earned a far greater understanding of what makes her airplane work than most student pilots. The work continues. With a covered fuselage, seats installed, a spare but func-

tional instrument panel and the airplane sitting on its wheels again, this project is starting to really look like something. One wing sits on sawhorses, rebuilt and ready for covering. Its mate hangs on the wall in pieces. It’s unrecognizable to anyone who doesn’t have an intimate knowledge of what goes into building a wing. Manka knows, and her dream of flying her own airplane, a fully restored Aeronca Champ, is closer with every day she spends in the hangar. But until that day comes, she’ll continue to fly from the front seat of the Stearman now and then, she’ll put in her time rebuilding that second wing, and she’ll maintain a well-earned sense of accomplishment that will last a lifetime.

March 22, 2013 —


First solo celebrations By MEG GODLEWSKI How many people do you know who took flying lessons but never made it to first solo? Probably a great many. Solo is the first major step in what is often a long journey to becoming a pilot. The folks at Sporty’s Academy, in Batavia, Ohio, recognize this, and go all-out when a client hits that all-important milestone. The academy is an offshoot of Sporty’s Pilot Shop. Just as the retail side of the house supplies aspiring pilots with just about every training aide and pilot supply they need, the academy provides the training. “We solo about 50 people a year,” noted Eric Radtke, president and chief instructor. He estimates they’ve soloed between 1,300 and 1,500 people since the academy began in 1987. At Sporty’s, the first solo celebration goes far beyond the traditional dousing the student with a bucket of water and the cutting of the shirt tale. For example, there is a building-wide alarm that rings when someone solos for what Radtke describes as an “all hands on deck offer of congratulations at the completion of the solo for all available employees to join in the celebration.” Photos of the pilot and instructor are taken and posted online, while press releases are sent to the pilot’s hometown newspaper. The pilot’s newly cut shirt tail is displayed for a week or so, then framed for the pilot to take home. In addition, the pilot gets a first solo certificate. The first solo is a milestone, as it can take six months and 70 hours or more, to earn a private pilot certificate, Radtke said. “The journey is filled with ups and downs before you’re able to begin en-

CFI Ed Fernett cuts the shirt tail of Adam Chamberlin, who soloed Oct. 2, at the Bakersfield Flying Club. joying the fruits of your labor,” he said. “Today, a more reasonable approach, and an approach more likely to result in success, is to take on the solo first and then utilize the recreational or sport pilot as the gateway certificate.” Pilot candidates pursuing these licenses learn how to control the aircraft, master simple navigation techniques, and safely take off and land on a nice afternoon, he said. Once certified, they can show a friend their house from the air, look at the mountains, view the city, or cruise over a beach — in other words, experience the simple pleasures of flight that likely attracted most of us to aviation in the first place.

Adam Hacker, a freshman in the UC Aviation program managed by Sporty’s Academy, gets his shirt tail cut by Dr. Charissa Dyer-Kendler.

Jeff Grigg, standing by his 1959 172, soloed Nov. 24, 2012.

Michael Mainiero, who soloed on his 16th birthday at San Carlos Airport in California, gets his shirt tail signed by instructor Bob Leuten.

Bill Mecozzi (left) soloed Aug. 14, 2010. CFI is Steve Mesner.

CFI Gary Hockensmith cuts the shirt tail of his student and daughter Gay Lynn, Aug. 26, 1995.


General Aviation News —  800.426.8538

What inspired you to learn to fly? Staff reporter and Master CFI Meg Godlewski says that’s the first thing she asks new students. For our special Learn to Fly focus, we reached out to our readers to find out what inspired them to learn to fly. We were inundated with responses. Following are just a few. Go online to see all the comments. Dr. Vince Flynn: “When I was a kid in the 1940s my uncle had his own airplane. He would fly to our town, fly over the house and we would drive out to the local airport and pick him up. He gave us rides in the airplane. Later in my 30s I loved to drive to a beach about 500 miles into Baja, Mexico. The road was terrible and would take several days to get there. Even after the road was paved, it took 14 hours to drive it. I learned to fly so I could get to my favorite vacation spot in three to four hours. I have now been doing this for the past 39 years, flying Cherokee 6s, Bonanzas, Cessna 172s, 177s and now my 1968 Cessna 182. It all started when my uncle gave me a ride in his airplane.” Edward Dolejsi: “For many years — in fact since I was able to walk — I dreamed of flying. As a kid, I would spend many hours lying in a ditch, watching planes and gliders float down to the field in front of me for a gentle touchdown. I was pretending to be in the cockpit of one of these colorful beauties. It was a living dream. I was experiencing the magic of flight. The field was not too far from my grandparents’ house. We lived in what use to be Communist Czechoslovakia. Just after the war in 1949, my father escaped to Canada. This shattered my chances to become a pilot. The state considered me a potential flight risk, no pun intended.

They simply assumed that I would fly over the border to the West. I was not able to fulfill my dream until I came to Canada. Soon after I arrived here, I enrolled in a flying school, and started to learn to fly. The year was 1970. Flying was incredibly expensive then. My favorite plane, the venerable Piper Cherokee 140, was going for $18 per hour, and an instructor’s presence set me back another $5. That may not sound like much, but I was making $2.50 per hour before taxes then. It took me three years of scraping every dollar before I finally earned my private pilot license. Then, as it often happens, “life interferes,” and soon after I got my license, I stopped flying. About two years ago, I could not stand it anymore. I am 68 years young now, and I am finally living my dream again. No, I am not a wealthy man. I just made the decision to do it.” Edward Baker: “My inspiration came in 1961, when I visited a small ‘Gasoline Alley’ type airport that had a fleet of Piper J-3 Cubs used for flight training. After an introductory flight, I was hooked. J-3s rented for $4 an hour, plus another $4 for the instructor — very affordable —needless to say, the airport eventually went broke and is now an upscale residential development.” George Nye: “In the late 1950s, my father, who served in the Army Air Corps, and I would walk to the Hershey Park Airport in Hershey, Pa., and we would take a 15-minute sightseeing flight over Hershey twice a year. I remember it cost him $3 each. Now many years later I still fly over Hershey about twice a week. I’ve been flying 37 years from Reigle Airport in Palmyra, Pa.

Ray Chambers had his first solo at New Mexico Sport Aviation in Santa Fe, N.M., Dec. 14, 2012. Taking off from runway 31, I pass over the town of Hershey. Virtually every time I remember that was my inspiration to fly.” Louis Leet: “I got a lot of exposure to flying when young — practical and theoretical — and have followed in my Dad’s footpath while making my own foot prints. Dad was an Army-Air Corps researcher at one of the development laboratories. We always had “aviation trinkets” around the house, including a Kinner-Fleet and a J-5 Piper Cub. I learned to fly and became an aeronautical engineer to continue exploration of the third and fourth dimensions of our grand world. I’m 68 now, and do not plan to stop my quest...”

I search around the Internet for local flying schools. After some research I decide that if I am going to do this right, I’m going to do it at a Part 141 school. A school that has stricter FAA oversight. In return I will be on a definite syllabus, there are classrooms, simulators and this can lead to learning to fly in less time. This is a midlife brain stretch — the equivalent of a year in college and I want to be challenged. The nearest Part 141 school is Horizon Aviation at T.F. Green — the regional (occasionally international) airport across the bay. The school has a relationship with New England Technical College’s aviation program. That seems good. I make a call and book an “airman’s flight” — an introductory lesson.”

Graeme JW Smith: “What are we going to do next year?” asked my girlfriend. I was mulling over the fact that four different friends or clients were facing battles with cancer. I had hit the big 50 this year. If I didn’t do it now — I was never going to do it. “I’m going to learn to fly — starting now,” I announced. A dream fueled by 43 years of making model kits, radio control airplanes and a shelf of books on the topic. The childhood memories of a movie and “Spitfires!” that saved the UK from German invasion. I have a control panel from a Spitfire on my office wall. I’m under no illusions — this is going to be a hard slog to get my aging brain to fly an airplane straight and level. Soaring through the clouds performing aerobatics is a long way in the future — if ever. “And where are you going to find the money for that?” was her down-toearth response. “I’m not going to pay anything into my pension for a year,” was the only reasonable source I could come up with. A glance at the “Livestrong” band I am wearing for my friends and I get approval.

Adam Creel: “I was 46 years old when I finally got my pilot’s license. I had wanted to fly all of my life. When I was a child, my grandfather, a GA pilot, loved to fly and often took me with him. We were flying Piper Cherokees and as a small boy it was very difficult to see the outside, but I loved every minute of it. Growing up with that love and after reading the book “Chicken Hawk” by Robert Mason, I joined the Army to fly helicopters after they told me that my ASVAB scores qualified me for flying. Well, they signed me up and away I went. Everything was lovely until I got to the vision part of the Army physical. I’ll never forget the words of the doctor who said “Son, with those eyes, you’ll never fly our aircraft.” That was it. It was over. No more dream of AL FOCUS — L flying. EA ECI SP R I then pursued a 21-year career in the National Guard. I served in both N


Robert McBride soloed Sept. 22, 2012, at Eastern Slopes Regional Airport in Fryeburg, Maine, at the age of 72. His CFI was Matt McFadden.

March 22, 2013

March 22, 2013 Gulf Wars. As a National Guardsman, I spent quite a bit of time in all types of aircraft. I loved flying. It didn’t matter what it was — if it left the ground, I would get in it. Now a middle-aged man and still wanting to fly, my boss, who is a GA pilot, heard me talking about flying. He asked me, “Do you really want to fly?” I told him that I have always wanted to fly but that my eyes would not allow it. After some discussion of my eye problems, my boss told me he had a friend with only one eye who flew jets. He went on to tell me that if I would go and take the physical that he would reimburse the cost if I failed. I passed. My boss then went on to lend me his C-172 for training at a nominal fee. Six months later, I was a newly minted private pilot and eight months after that I got my instrument rating. I’ve been flying now for two years and two months. With a flying partner, I’ve owned a Cherokee180 and now a Mooney M20J. This last week, I passed 500 hours total flying time. It was a long road to get here, but there are no words to describe the feeling, thrill, exhilaration, and confidence of flying … and landing. Never tell a boy that he can’t do something … he’ll find a way! Many thanks to all those who helped me get here. If it was not for a group of concerned, committed, and caring GA pilots and a very, very, very supportive wife, I’d still be earthbound.” Curtis Barry: “I think what caused me to learn to fly was that I was inspired by a maternal uncle who was a Naval Aviator. I enlisted in the Air Force upon high school graduation and was lucky enough to land a job as a boom operator on a KC-97. We had a flying club on the base, which allowed me to learn to fly at a very reasonable cost. I learned to fly in a Champion Tri-Traveler 7-FC.” Oren Liebermann: “Learning to fly was a lifelong dream for me. Ever since I was 3, I wanted to be a pilot. It only took 21 more years, but on March 14, 2007, I got my private pilot certificate at Easton, Md., after training at Georgetown, Del., for six months. To this day, there is nothing quite like the feel of flying and nothing quite as amazing as seeing the world from a mile or two high. I have taken about 40 people on first flights — many of them in the family RV-6A — to let them experience the miracle of flight.” Richard Brown: “Learning to fly was a logical step in my fascination with anything aviation, which began with model airplanes when I was 6 years old. While I never ended up flying for a living, I did spend my lifetime in the aviation business. Learning to fly in the 1960s was quite affordable, particularly at the Kent State University Flying Club in Ohio, where —


Janice Griggs of Goddard, Kansas, soloed in her family’s 1937 Aeronca. Her father, Jerry, was her instructor. a C-140 went for $5 an hour wet and a C-150 for $5.50. Add another $6 for the instructor and you could get your private for under $500.” Mark Wiley: “I am 56, and started learning in January 2011. My youngest son became an instructor at his alma mater, Henderson State University in Arkadelphia, Ark., an hour from my home. Prior to this, I had the customary lifelong dream (that periodically was part of sleep) of taking off and flying as a bird. I have flown commercially since childhood, and in my mid-50s retired. I began a bucket list and took up sailing first. It was last year when my son

received his instructor rating and chose to build his hours training students as he was trained, that I got serious about flying. We first found a plane to our liking, a 1963 Piper Cherokee 235 that had been lightly flown but well taken care of. I got my written study and exam done here at home by using Gleim test preparation, a wonderfully built software. I passed the test with an 87. My son Thomas and I began training and flying, and thus began a new chapter in our dad/son relationship. He was obviously cautious to teach me well, but proud to be teaching Dad. We have done cross-countries to Branson, Pensacola twice, Temple, Texas, four times

CFI Mitesh Patel cuts the shirt tail of Mike Arpa, who soloed May 18, 2012, at TAS Inc. at Brandywine Airport in West Chester, Pa.

(his grandparents are there and it beats driving seven hours on truck-congested freeways), and Enid, Okla., for a university baseball tournament. My solo cross-countries include local Arkansas, as well as farther destinations in Texas, and I have passed the 100-hour mark. I am set to complete my training and do my VFR private license checkride this next week, choosing to fly to Lafayette, Ga., to finish training with Windsong Aviation and John Bertrand, a retired aviation professor. If all goes well, my plans are to further my training by spending a full two weeks with John Bertrand and preparing for IFR. I am in the process of procuring a land/lease at M77, a GA airport 20 minutes from my house to build a hangar. We have a fuel tank there I already set up for mogas E0 since the plane is STC’d for premium mogas (I control delivery through local jobbers who sell E0 at retailers locally and keep 93 E0 directly from our South Arkansas refiner.) This particular airport is maintained well for the corporate traffic in and out (not domiciled here though) as well as for water availability for Forest Service to fight area wildfires. The GA community is fairly non-existent, no traffic on most days, as GA was part of the 1950s to the 1990s, but all the local hangars are empty of active planes (two housed locally to my knowledge though never flown). It is INSPIRED | See Page 25


General Aviation News —  800.426.8538

March 22, 2013

Getting airborne: Early flight training Dennis Parks

The Wright brothers started providing flight instruction in France in 1909. This was done in fulfillment of a contract with a syndicate formed to build Wright Flyers in France. The flight instruction took place at Pau in the south of France. There Wilbur instructed three French students, Charles de Lambert, Paul Tissondier, and Paul LucasGirardville. The training program consisted of 64 flights running between five and 20 minutes each. A similar contract in Italy had Wilbur teaching two Italian officers over a course of 50 flights. After returning to the United States, the Wright brothers opened a flight training facility at College Park, Maryland. As part of a contract to sell Flyers to the Army, Wilbur taught the first U.S. Army fliers. From Oct. 8 to Nov. 2, 1909, he made 35 instructional flights with three Army Signal Corps officers, Lts. Benjamin D. Foulois, Frederic E. Humphreys, and Frank P. Lahm. In 1911 the Signal Corps established its own flight school at this location. Lahm later remarked on his training at College Park: “On Oct. 5 we moved in, built a shed for the machine, set up the pylon and track, and Wilbur began our pilot training. At the end of about three hours dual we were turned loose and made our first solo flights. A few days later I was even considered qualified to carry passengers and did so, taking Lieutenant Sweet of the Navy as my victim for a flight around the field.” Avoiding unfavorable weather in Dayton, Ohio, in March 1910, the Dennis Parks is Curator Emeritus of Seattle’s Museum of Flight. He can be reached at


With the Wright Co. selling aircraft to the Army, forming an exhibition team, and opening a flying school, Curtiss decided to get into the act and in

The Curtiss Co., along with other companies, offered winter training in warmer locations.

Walter Brookins, the first pilot trained by Orville Wright, is seen here with a student in 1911. 1910 formed the Curtiss Aeroplane Co. and the Curtiss Exhibtion Co. The Curtiss Co. started instruction in two locations. The first was at Hammondsport, N.Y., where the company was located. Students at this location included Cromwell Dixon, Beckwith Havens, C.K. Hamilton, and women students, such as Blanch Stuart Scott. The second location was at San Diego on North Island where Curtiss first trained Army and Navy fliers. In order to interest the military in Curtiss aircraft, Curtiss offered to train Army and Navy fliers at no charge. Curtiss believed every student should have a practical knowledge of aviation before attempting a flight. The student needed to know the Curtiss machine, FLIGHT & FLYERS | See Page 25

Source: Jan. 13, 1912, issue of Aero


Wrights opened their first civilian flying school on an old cotton plantation on the outskirts of Montgomery, Alabama. The Wrights used this location to train pilots who would fly for the Wright Exhibition Co. Among the students taught here were some of the more famous Wright pilots, including Walter Brookins and Arch Hoxsey. Brookins made his first solo flight after two-and-a-half hours of instruction. He then became the Wright’s chief pilot and helped train other exhibition pilots. Shortly after the return of Orville from Montgomery, on May 8, 1910, the Wrights opened the Wright Flying School in Dayton to continue the training of pilots who would conduct exhibition flights for the company. After the completion of the training of the exhibition pilots, the school was opened to instruct customers of the Wright Flyers and others interested in learning to fly. One of the advantages of training with the Wright Flying School was the use of the two-seat airplane, which was developed in 1907 for flight demonstrations in Europe. One of the Wright Flying School catalogs described their method of instruction: “Learning to Fly at the Wright School is as simple as learning to drive an automobile. All instruction machines are equipped with dual controls. The pupil takes the same seat he will always occupy and from the starting of the motor follows every movement of the instructor in getting underway, rising in the air, maneuvering, and finally landing, until these operations become instinctive. Gradually the pilot gives the actual control to the pupil while in the air until he is capable of handling the machine under every condition of flight. Instruction and practice is then continued until the student can leave and land with perfect assurance.” Flight training at Dayton appeared to be intensive. A story in the publication Aeronautics in 1910 reported that during the first 10 days of June students made 161 flights and were aloft for 20 hours. The Dayton flight school was in operation from 1910-1915, training 119 students.

Photo courtesy The Museum of Flight

Flight training in the United States before 1914 went from a do-it-yourself — build a machine and try to learn to fly it — endeavor to a growing system of flight schools across the country. The first organized flight instruction was by the early manufacturers of aircraft, such as the Wright brothers and Glenn Curtiss. At first, they were training members of their exhibition teams, then military customers, and then civilian customers. As interest in aviation grew and more flying machines were available, that created an opportunity for the development of flight schools in the private sector.

Source: Sept. 7, 1912, issue of Aero and Hydro

Flight & Flyers

Students trained by The Lillie Aviation Co. included Chance Vought and Katherine Stinson.

March 22, 2013 —


INSPIRED | From Page 23 typical of the once rich aviation history at this airport, and I suspect is typical of many GA small airports, having past but very little present usage. Those of us current enthusiasts hope to rekindle the spirit. In summary, my flight experience has been short but rich, having already created memories with my son that will be cherished, as well as a convenient mode of transport for my wife and I to travel to family and destinations within the South. Vintage planes like our PA28 235 well maintained (thanks to Kirk and Pat at KADF Arkadelphia), brought up to date with avionics, make this form of transportation and this hobby affordable to those who can’t afford the price of newer versions of small airplanes.” Frank Pavlovcic: “After a career in automotive engineering and discerning air flight as an analogous transportation mode, the aviation field piqued my interest as I approached retirement. I started lessons in the early 1990s but life continued to intervene. After retirement I completed my lessons and received my private license at the age of 64. After acquiring my certificate, having my own airplane was a goal and building one was even more appealing. After a year and a half, I finished a Van’s RV12 and in the last two years have flown to San Francisco and Oshkosh. My RV12 has 170 hours and is a joy to fly and suits my needs perfectly. I only fly day VFR now and do not miss bad weather or night flying. Every trip has a caveat where I may have to delay takeoff or even find a place for the night. A primary motivator to fly is the concept of personal responsibility. The rest of this sometimes sad world doesn’t embrace personal responsibility or encourage expanding your horizons. Flying is one of the only activities I know of that clearly place the responsibility and blame, if need be, on the pilot. As I manage the risks involved in flying, I am always thinking in the back of FLIGHT & FLYERS | From Page 24 its construction and its motor. Early on, with only single-place aircraft for training, and students on their own, instruction was cautious, starting with taxi practice up and down a field. Then short hops into the air were allowed until finally the aviator could get airborne. Only then, with considerable practice, was the student permitted to practice wide turns. Students would work toward completing the Aero Club of America pilot’s license. The initial cost was $1 a minute for the 400-minute course ($8,600 in 2010 dollars). The Curtiss Co. was very proud of the flight school’s accomplishments, ad-

Paul Tipton’s father-in-law, David McClure, flew many planes, including this Waco RBA. my mind. “WWTNTSBS?” — “What would the NTSB say?” That causes me to think hard and long about fuel, weather, destination, aircraft condition, personal skill and many of the other attributes that define a successful flight. It is a joy to lift off in a craft I assembled and maintain and to continually improve my skills.” David Stone: “I dreamt about flying ever since I was little. Money was an issue, until now. I’m 57 and planning to retire in July. I passed a ground school and am taking flying lessons.” Mike Arman: “In 1972 I lived in Miami, which was becoming a bit too crowded and hot for my tastes. I was offered a very good deal on a house in Ormond Beach, and decided to move there. Instead of calling a moving company, I did it myself — I had a small panel van, and drove back and forth between Miami and Ormond Beach on weekends, taking one truckload of stuff at a time. The speed limit at the time was vertising in December 1911 that “More pilots’ licenses have been awarded to Curtiss pupils than to those of any other school” and that “90% of the aeroplane exhibitions throughout the United States are given by Curtiss aviators.”


The public performances of the Curtiss and Wright exhibition teams, large aviation events, and record-setting flights resulted in a great increase in interest in flying. This lead to the development of flight schools in the private sector to supplement the training done by the manufacturers. By the end of 1911, 80 pilots received

55 mph, and it was a long, dull and terminally boring trip. I was becoming thoroughly tired of this whole thing. I was southbound for the millionth time (or so it seemed), trundling along at 55 mph on I-95, watching the same pine tree over and over again, and just as I was about to expire of sheer boredom, someone in a Bonanza (I didn’t even know what a Bonanza was at the time, I just knew the airplane, whatever it was, had a V-tail) went over me about 100 feet AGL, also southbound along I-95. Roar! Zoooom! The light came on instantly — THAT’S the way to do this! That should be ME up there! Pilot license in 1977, own airplane in 1982, house and hangar on an airstrip in 2009. Aviation is a disease for which I pray there is no cure.”

David Stone, who is now taking flying lessons at age 57.

Paul Tipton: “I really had multiple inspirations in my life. My dad, Troy Tipton, was a pilot in the Army Air Corp during World War II. My fatherin-law, David McClure, was a pilot and EAA member and built and flew many

planes. And last, but certainly not least, was Burt Rutan. His planes fascinated me to no end, especially the Long EZ. I was motivated by the Rutan innovations to get moving toward my goal of a pilot’s license. I now fly a Zenith CH701 just for fun.”

licenses, almost all of them trained at Wright or Curtiss Schools. With the addition of schools in the private sector, this number would increase to 200 by the end of 1912. The number of flyers would continue to grow at a great pace. In the winter of 1912 Aero and Hydro magazine reported that 15 aviation schools had an enrollment of 200 pupils for the winter training season, compared to the 140 enrolled during the summer season. The schools with the larger winter classes were Curtiss at San Diego; Lillie at San Antonio; Martin at Los Angeles; the Moisant at Augusta, Ga.; and Thomas at Bath, N.Y. These top schools had enrollments with 20 to 30 students.

Some schools were still using singleseat aircraft, while others taught with dual-control aircraft. Tuition was between $200 to $500 for land machines and from $300 to $500 for water planes. It was also noted that some schools didn’t charge for breakage. Flight training showed a successful and rapid growth. At the end of 1910 there were only 25 licensed pilots in the United States. The following two years saw the number of licensed pilots grow to more than 200. Though just coming into existence, flight training displayed signs of future potential, and at the same time succeeded in laying down the fundamentals for air training that have lasted to the present day.


General Aviation News —  800.426.8538

New Products Sporty’s offers new approach to IFR training

Now available from Sporty’s are eFoggers for IFR training. Sporty’s officials note that IFR training hoods are bulky and awkward to wear in the cockpit. IFR glasses offer an alternative, but you may be required to put them on and remove them many times during a single flight. With the flip of a switch, eFoggers put the pilot in hard IMC. The IFR training glasses are attached to a control box via a 6-footlong cord. A 9V battery (not included) is housed in the control box and is used to turn the glasses “clear.” The instructor simply presses the switch on the top to control visibility. Price: $99.95.

Overhauled alternators now available for Cessnas

Tempest’s PowerFlite alternator is now available in overhauled condition. The FAA-PMA certified 28-volt, 60amp alternator is a collaborative effort from Tempest, Aerospace Components & T&W Electrical, the designers and manufacturers of the Tempest PowerFlite starter. The alternator, which comes with a one-year warranty, is approved for Cessna 172R, 172S, 182S, 182T and T182T aircraft. Retail price is $570, with a core charge of $150.

and in south Florida at seven airports: Opa-Locka Executive (OPF), KendallTamiami Executive (TMB), Miami International (MIA), Fort Lauderdale (FLL), Fort Lauderdale Executive (FXE), Boca Raton (BCT) and Palm Beach International (PBI). The company offers a full line of cleaning services, including interior and exterior cleaning, interior detailing, leather and carpet cleaning, and stain removal, in addition to aircraft washing, waxing, IE2000 polymer paint protection and brightwork polishing.

General Aviation app released

CFI Tools has released the latest addition to the CFI Tools catalog: The General Aviation App, CFI Tools General Aviation 1.01. This release consolidates a number of existing apps and some upgraded new features. Nine apps have been retired as a result of this release, company officials note. The package includes Weight & Balance, Takeoff & Landing Distance, Nearest, Crosswind Calculator, Holds, and VOR. In addition there are new and upgraded Weather Apps and a new E6B with dozens of aeronautical functions and conversions. CFI Tools General Aviation 1.01 is available through the App Store in the Navigation category.

AeroLEDs has introduced a larger, more powerful light that can be used for landing, recognition and taxi purposes. Though it only consumes 70 watts maximum in power, the SunSpot produces 4,000 lumens, company officials said. The larger SunSpots are available in two models, the 46 HX and 46 LX. Both have screw terminals that can be connected in either polarity for steady on light, and the HX has three additional wires that support a built-in pulse mode that can be set up for individual pulsing or synchronized with other lights for wig-wag. The SunSpot 46 LX sells for $650, and the 46 HX is priced at $750. At this time, they can be installed in experimental aircraft, special use aircraft and LSAs. A PMA for certified aircraft is expected this summer.

Sharp Details expands

Sharp Details now offers its aircraft cleaning services at Landmark Aviation’s Teterboro, N.J. (TEB) facility

plex aircraft models, higher resolution textures, and improved scenery, according to company officials. Until X-Plane version 10.20, the result for customers has been an overall degraded computer performance, increased loading times, and “out of memory” errors, company officials explained.

Pilot shop opens at Deer Valley Airport

TeeBird Air recently hosted the grand opening for its new pilot shop at Deer Valley Airport (DVT) in Phoenix. The shop carries pilot supplies and accessories, navigation and communication equipment. Customers also can order online.

Snap-On Industrial introduces FOD ratchets

SunSpot 46 light debuts

March 22, 2013

Snap-on Industrial has introduced three new ratchets that meet foreign object damage (FOD) and foreign material exclusion (FME) conformance. The ratchet’s coverplate and reverse lever are permanently affixed to the ratchet head with rivets to prevent the chance of small parts separating from the tool. The ratchets are also designed to have a low profile to fit in tight spaces, and work with the shortest swing arc, providing better access to restricted areas, according to company officials.

X-Plane Version 10.20 launched

Laminar Research has released the latest version of its flight simulator, XPlane Version 10.20. The new 64-bit version of X-Plane solves the challenges of X-Plane and Microsoft Flight Simulator customers unable to keep up with the larger memory requirements due to the more com-

Gardner Aviation Services debuts catalog

Gardner Aviation Services has introduced its General Aviation Fixed Wing and Rotorcraft Product Support Catalog, which features all the top brands in avionics, instruments and pilot supplies, including the latest in digital displays, communications and ADS-B technologies. With the catalog’s debut, the company, an avionics and maintenance shop in business for more than 20 years at Falcon Field Airport, just south of Atlanta, has expanded its reach to pilots and aircraft owners with a broad list of product and support offerings, company officials said.

State Tax Guide updated

Conklin & de Decker has released its 2013 State Tax Guide for General Aviation. The guide contains the latest taxes and fees imposed on general aviation in all 50 states and it addresses the sales and use taxes applicable to aircraft sales, ownership, leases, parts, and labor, according to company officials. A one-year subscription is $375 and is downloadable from the Conklin & de Decker website. Subscribers also receive downloadable updates throughout the year.

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

March 22, 2013 —


ASRS Reports These are excerpts from reports made to the Aviation Safety Reporting System ( The narratives in the reports are written by the pilots, rather than FAA or NTSB officials. To maintain anonymity, many of the details, such as aircraft model or airport, often are scrubbed from the reports. Aircraft: Aerobatic Plane Primary Problem: Ambiguous While maneuvering near Kelly Airpark on a west heading, I noticed an aircraft well below and to my north that would pass below and behind me during my looping maneuver. To facilitate separation and maintain visual contact I continued the climbing portion of the loop vertically to just below a stall. The other aircraft passed greater than 2,500 feet below and more than 2,500 feet west of our position as we passed through inverted. On the way down I rolled 90° to a south heading to maintain visual contact through the end of the maneuver. We leveled at approximately 9,000 feet MSL on the same heading as the other aircraft, well behind it. The TIS system in my aircraft never registered a Traffic Advisory. The other aircraft did not say anything on 122.75, the frequency that we monitor in the area known for highintensity training and aerobatics. I possibly encroached on V81 coming less than four miles from the center of the airway maneuvering to avoid the other aircraft. The other aircraft did not appear to ever see us as indicated by their unchanging flight path. I finished the flight without incident. In the future to avoid a situation like this I feel like it would help if there was a note on the chart to monitor 122.75 in this area. All of the flight schools do this now, but anyone traveling through would also benefit. That said, I will be utilizing Denver Approach Control in the future to know of a potential conflict more quickly while broadcasting in the blind my position and monitoring 122.75. Aircraft: PA-32 Primary Problem: Weather Upon departure I requested VFR flight following. I got up to a cruising altitude of 15,500 feet. After a short time I realized that to get above the clouds ahead I would need to go higher and informed ATC. At 17,500 feet when the cloud tops were higher still, I made a 90° turn to consider a return to an airport behind me; however it appeared that the clouds had filled in the space. There were icing conditions and I wanted to avoid gathering ice and could

clearly see the blue sky ahead. I maintained VFR and requested a temporary higher altitude and permission to enter Class A airspace from ATC, first for FL195 then FL215 and FL225 and was able to maintain visual above the cloud layer. I remained in Class A airspace for about 15 minutes and then the tops began to drop. Then the clouds became broken and I notified ATC of my intention to descend and began my descent to the destination airport. Landed safely. I received PIREPs from ATC that were helpful. I am equipped with satellite and radar on the plane. I considered staying at a low altitude at the beginning of the flight, however was concerned about icing and believed that the tops were lower than the Class A airspace. Aircraft: DA-40 Primary Problem: Human Factors During a night cross-country training flight the instructor noticed the rear door wasn’t fully secure. The instructor attempted to secure the rear door by re-setting the latch and accidentally hit the emergency latch, which caused the rear door to be ripped off the airplane in flight. The aircraft was safely flown back to the home airport. Aircraft: Skyhawk 172 Primary Problem: Ambiguous A tent was being constructed near the taxiway for an event requiring the airport to be closed the following day. Construction vehicles and personnel were moving in the area and a truck was improperly parked very close to the taxiway on the side opposite to where the tent was being erected. The airport manager and those assisting in coordinating the setup for the next day’s events were in the vicinity of the construction activity. No NOTAM, barricades, or personnel were providing information relative to the construction that was occurring and no assistance was provided by airport personnel to aid in avoiding a collision with personnel or vehicles in the area. I was taxiing out with a new student and was explaining the importance of remaining on the yellow center line to avoid collision with planes and other things that might be along the sides of the taxiway. We were on the centerline, at engine idle and slowed to walking speed as we noticed all the activity ahead to our left. I misjudged the location of the improperly parked truck on the right, resulting in the tip of the right wing striking the vehicle, resulting in damage to the aircraft. I spoke with several people after the event. One had taxied through the area

about 30 minutes prior to our event. He spoke to a person removing tools from the truck and commented about the inappropriate place the truck was parked and asked him move it. This pilot indicated he had a very difficult time maneuvering around on the taxiway to avoid the truck and the personnel and equipment. The other person I spoke with was assisting the airport manager in coordinating events relative to the tent construction. He indicated that the truck was clearly inappropriately parked and should not have been parked there. (If he had noticed this before our event, I wonder why he did not take the appropriate action and get it moved or inform the airport manager of the situation?) I feel my initial decisions were correct, in that we were focused on taxiing on the yellow line, moving forward at a slow walk pace with the engine at idle. The construction, vehicle and human movement activity to my left distracted me for just a few seconds at a time that caused me to misjudge the proximity of the truck to the taxiway and ultimately to my right wingtip. I feel that the airport management should take a more aggressive role in evaluating the potential hazards associated with seemingly simple projects on the airport and post appropriate NOTAMs, barricades and/or have personnel at those locations to aid in moving aircraft safely through that area. Aircraft: Bonanza 36 Primary Problem: Aircraft While on an IFR flight, flying at 7,000 feet, I heard a muffled bang, heard increased exhaust noise, and smelled exhaust fumes. Fearing a compromised turbocharger or exhaust system and the potential for fire, I declared an emergency to ATC and asked for vectors to the nearest airport. While descending, I asked ATC for the Tower radio frequency twice but they did not reply. After landing, it was quite apparent that they knew I was coming as the fire trucks were easily visible to me. I worried about not having contact with the Tower but thought that ATC figured I was busy enough putting the airplane down successfully. The muffled bang was the fuel sump door opening in flight. It was repaired and I was on my way home the same day. Great work on ATC’s part! Aircraft: PA-44 Primary Problem: Aircraft During single engine training, my student and I shut down the right engine for practice. When we attempted to re-

start, the engine failed to respond. We tried the starter and increasing airspeed. Neither worked. We decided to declare an emergency and land back at base. After receiving vectors and descending, we made a fourth attempt at restarting. This time it worked and the engine seemed to be operating normally, so we canceled the emergency and landed with no further incident. Aircraft: Pitts Special Primary Problem: Aircraft During landing rollout the aircraft pulled hard to the right. It appeared to have the right brake locked up. Efforts to arrest the right turn with left rudder inputs proved ineffective. It veered off the runway to the right side at about 20 to 30 mph. After traveling through the grass for about 50 to 70 feet, the left main gear collapsed. The aircraft came to rest on the right main gear, the tailwheel and the left lower wing tip. There appears to be no damage other than to the left main gear. A tire skid mark from near the runway centerline to the runway edge follows the path the right main gear traveled. No tire marks were observed on the runway which would have matched the path of the left main gear. Aircraft: Cessna 172 Primary Problem: Ambiguous During an approach my student was wearing the hood and I was listening into an aircraft which departed out of Asheville and was on its way towards Greenville. I knew that we would see him sometime in flight and I made that mental note. On approach, flying straight and level, ATC called traffic at 12 o’clock slightly lower than we were and it was an RV-8. From my experience I know what an RV-8 looks like. I looked to my one o’clock and saw an RV-8 about 700 feet below us, opposite direction, and appeared to be cruising at that altitude. I looked at him for about 20 seconds, listened to the other pilot say he didn’t have us in sight. When I looked forward, I saw another RV-8, the one that ATC really called out for us, cruise right over us and slightly to the left. It had to be about 150 feet vertical and 50 feet horizontal. Unfortunately it happened so fast there was no requirement for evasive action. It was my fault for stopping my scan and I believe ATC should provide traffic advisories more frequently when they know two airplanes are on a intersecting course. From this I learned to keep up my scan!


General Aviation News —  800.426.8538

March 22, 2013

Calendar of Events Eastern United States

Mar. 23, 2013, Titusville, FL. TICO Warbird Air Show, 321-268-1941. Mar. 23, 2013, Punta Gorda, FL. Florida International Airshow, 941-627-0407. Apr. 6, 2013, Walterboro, SC. Wings and Wheels Airshow (RBW), 843-549-2549. Apr. 9-14, 2013, Lakeland, FL. SUN ’n FUN Fly-in (LAL), 863-644-2431. Apr. 20, 2013, Ft. Lauderdale, FL. Ft Lauderdale Air Show, 717-583-0800. May 3-5, 2013, Langley AFB, VA. AirPower over Hampton Roads, 757-810-3983. May 4-5, 2013, Suffolk, VA. Virginia Regional Festival of Flight (SFQ), 703-590-9112. May 4-5, 2013, Manassas, VA. Manassas Open House and Air Show, 703-368-9599. May 11-12, 2013, Martinsburg, WV. Thunder Over the Blue Ridge, 304-616-5055. May 17-19, 2013, Virginia Beach, VA. Warbirds Over the Beach, 757-233-6556. May 18-19, 2013, Jacksonville, FL. Jacksonville Sea & Sky Spectacular, 904-630-3690. May 25-26, 2013, Wantagh, NY. New York Air Show at Jones Beach, 631-321-3403. Jun. 1-2, 2013, Rochester, NY. Rochester Int’l Airshow, 585-262-2009. Jun. 8, 2013, Charleston, SC. Charleston Air Expo, 843-963-3809.

North Central United States

May 19, 2013, Poplar Grove, IL. Grand Opening Aviation Resource Hangar, 815-544-0215. May 26, 2013, Lake City, MI. Fly-in, Drivein Breakfast (Y91), 281-496-7132.

Jun. 1, 2013, Kankakee, IL. Kankakee Valley Pilots Corn Roast (3KK), 815-932-4222. Jun. 1-2, 2013, Bolingbrook, IL. Cavalcade of Planes (1C5) 630-378-0479. Jun. 1-2, 2013, Rockford, IL. Rockford AirFest 2013, 815-969-4416. Jun. 2, 2013, Reedsburg, WI. 61st Annual Fly-in Breakfast, 608-524-6448. Jun. 7-8, 2013, Manitowoc, WI. Thunder on the Lakeshore Airshow, 920-482-1650. Jun. 14-15, 2013, Holdrege, NE. Holdrege Swedish Days Fly-In (HDE) 308-991-3641. Jun. 14-16, 2013, Indianapolis, IN. Indianapolis Air Show, 317-487-5004. Jun. 15-16, 2013, Ypsilanti, MI. Thunder Over Michigan, 734-637-8880. Jun. 16, 2013, Stanton, MN. 23rd Annual Father’s Day Fly-in Breakfast (SYN), 507-645-4030. Jul. 29-Aug 4, 2013, Oshkosh, WI. EAA AirVenture (OSH), 920-426-4800.

South Central United States

May 30-Jun. 2, 2013, Junction City, KS. National Biplane Fly-In, 785-210-7500. Apr. 20-21, 2013, Vidalia, GA. Vidalia Onion Festival Air Show, 912-293-2885. Apr. 20, 2013, Louisville, KY. Thunder over Louisville, 502-767-2255. May 3-5, 2013, Temple, TX. Central Texas Airshow, 512-869-1759. May 8, 2013, Brady, TX. Armed Forces Day Celebration/Fly-in, 325-456-6726. May 22-27, 2013, Columbia, MO. Quarter Century Celebration, 573-449-6520. Jun. 1, 2013, Midlothian, TX. Annual Pancake Breakfast Fly-in (JWY) 972-923-0080.

Jun. 15, 2013, Denton, TX. Denton Air Show. Aug. 1-4, 2013, Topeka. KS. Gathering of Warbirds and Legends (KFOE) Oct. 10-12, 2013, Fort Worth, TX. AOPA Aviation Summit ,800-872-2672.

Western United States

Mar. 25-28, 2013, Las Vegas, NV. Aviation Electronics Association (AEA) Convention, 816-347-8400. Apr. 6, 2013, Riverside, CA. 21st Annual Airshow 2013, 951-682-1771. Apr. 6, 2013, Ft. Jones, CA. Scott Valley Fly-in (A30), 350-467-3158. Apr. 6, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9), 831-726-9672. Apr. 20, 2013, Mojave, CA. Classic Aircraft Display Day (1CL2), 661-824-2839. May 1-5, 2013, McCall, ID. Spring Canyonlands Fly-In Safari (MYL), 208-634-1344. May 4, 2013, Lewiston, ID. Art Along the Runway Fly-in Breakfast (LWS), 208-743-5626. May 4, 2013, Ft. Jones, CA. Scott Valley Fly-in (A30), 350-467-3158. May 4, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9), 831-726-9672. May 10-11, 2013, Oceano, CA. Oceano A/P Fly-in (L52), 805-305-1506. May 11, 2013, Ranger Creek, WA. Work Party/Chili Feed to open airstrip for summer (21W), 425-228-6330. May 11-12, 2013, Shafter, Calif. Madness Over Minter, 61-393-0402 May 17-18, 2013, Idaho. Idaho Avia-

tion Expo, 208-524-1202. May 18, 2013, Mojave, CA. Classic Aircraft Display Day (1CL2), 661-824-2839. May 18-19, 2013, Spokane, WA. Skyfest 2013, 509-995-8861. May 24-26, 2013, Hollister, CA. 24th Annual Taylorcraft Rendezvous, 209-536-9415. Jun. 1, 2013, Ukiah, CA. Annual Ukiah Airport Day & Community Festival (UKI), 707-467-2855. Jun. 1, 2013, Ft. Jones, CA. Scott Valley Fly-in (A30), 350-467-3158. Jun. 1-2, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9), 831-726-9672. Jun. 7-9, 2013, Marysville, CA. Golden West Fly-In (MYV), 530-852-0321. Jun. 11-14, 2013, McCall, ID. Basic 4-Day Mountain Canyon Flying Course (MYL), 208-634-1344. Jun. 15, 2013, Mojave, CA. Classic Aircraft Display Day (1CL2), 661-824-2839. Jun. 18-21, 2013, McCall, ID. Basic 4-Day Mountain Canyon Flying Course (MYL), 208-634-1344. Jun. 25-28, 2013, McCall, ID. Advanced Course at Sulphur Creek (returning participants only) (MYL), 208-634-1344. Jul. 6, 2013, Ft. Jones, CA. Scott Valley Fly-in (A30), 350-467-3158. Jul. 6-7, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9), 831-726-9672.


May 4-5, 2013, Anchorage, AK. Alaska State Aviation Conference, 907-245-1251.

Advertising Opportunities in 2013 Call Ben Sclair at (800) 426-8538

Bonus Distributions at airshows Show

Ad deadline

Special Advertising Sections

Alaska Aviation Conf.

April 11, 2013

Section Title

Virginia Festival of Flight

April 11, 2013

Engine Marketplace

Idaho Aviation Expo

April 25, 2013

Homebuilt Marketplace I

June 6, 2013

May 9, 2013

Homebuilt Marketplace II

June 20, 2013

Golden West Fly-In Arlington Fly-In

June 20, 2013

EAA Airventure Oshkosh

July 5, 2013

Rocky Mountain Airshow

July 5, 2013

AOPA Aviation Summit

September 12, 2013

NBAA Convention

September 26, 2013

Copperstate Fly-In

September 26, 2013

Piper Parts, Mods & Maintenance Beech/Mooney Parts, Mods & Maintenance

Ad deadline April 25, 2013

August 29, 2013 September 26, 2013

March 22, 2013 —



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Aviation Sunglasses

Looking through the new AV-Sun 180’s, you have better than 180 degrees of protection from the sun and when you look down at the instruments, the tinting fades to clear, making it easier to read a map or GPS. The 180’s are also available with bifocals. Only $149.95 or $159.95 with bifocals. Toll free 866-365-0357

TISEce! ADVmEarRke tpla in the

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YOUR ONE STOP AIRPORT ON THE EAST COAST FLYWAY Aircraft SerۈViÉ,i«>ˆÀÃÊUÊ*ˆœÌÊ-Õ««ˆiÃÊÊ œÜÊTˆi`œÜ˜É>˜}>ÀÊ,>ÌiÃÊUÊ >ÀÊ,i˜Ì> ­ˆÀVÀ>vÌÊ܈̅Ê>««Àœ«Àˆ>ÌiÊ-/ î 110LL Ó{ÊœÕÀÊ-iv‡-irÛiÊ Ài`ˆÌÊ >À`Ê-ÞÃÌi“ JET-A ՏÊ-irvice UNICOM 122.7 nÇÊ"VÌ>˜iÊœ}>ÃÊÓ{ÊœÕÀÊ -iv‡-irÛiÊ Ài`ˆÌÊ >À`Ê-ÞÃÌi“


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Garmin GTN 750 & 650


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MAINTENANCE John Norling (800) 345-0949 I

Cessna 150, 152, 172, 180, 182, 185, 206, 210 & RV4, RV6, RV8

RMD now offers new “fiberglass” wingtips with landing lights installed for your Cessna aircraft. Can be used continuously for ground operation or in-flight recognition. 12405 SW River Rd. Hillsboro, OR 97123

Phone/Fax: (503) 628-6056 RMD Aircraft Lighting Inc.


March 22, 2013 —  Buyer’s Guide Marketplace —

Aviation Insurance Resources

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A.C. Propeller Service, Inc. Overhaul & Repair Since 1967 A.C. Propeller Service specializes in selling, overhauling and repairing McCauley, Hartzell, Hamilton Standard and Sensenich propellers. We also overhaul and repair McCauley, Hartzell, Hamilton Standard and PCU 5000 governors.

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GDL-39 $799

Our PCA Name Brand Headsets Offer Great Performance & Features for a Value Price

FREE WEATHER & TRAFFIC Bluetooth ADS-B Weather, Traffic,and WAAS GPS to iPad, iPhone and Android

aera® 795 (no XM) $200 FACTORY REBATE. .$2199

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aera® 500 GPS . .$50 FACTORY REBATE . . $699 aera® 510 w/ XM $100 FACTORY REBATE $1099 aera® 550. . . . . .$100 FACTORY REBATE $1249 aera® 560 w/ XM $100 FACTORY REBATE $1599


Great Radios at the LOWEST Price SAVE $$$ WITH IC-A14 Com FACTORY REBATE IC-A6 Com SPECIALS! IC-A24 Nav/Com

PCA-4G. . . . . . $89 • Flex Boom • Dual Volume Control

GLO Bluetooth GPS Receiver for iPad and Android $129

PCA-6G. . . . . . . . . . . . . . . . . $119 • Music Input • Gel Ear Seals • Dual Volume Control w/ Stereo-Mono Switch

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EI UBG16-4Cyl . . . . . . . . . . . . . . . . . . $1348 EI UBG16-6Cyl . . . . . . . . . . . . . . . . . . $1698 EI FP-5L Fuel Computer . . . . . . . . . . . . $515 JPI EDM730-4Cyl . . . . . . . . . . . . . . . $1881 $300 FACTORY REBATE JPI EDM730-6Cyl . . . . . . . . . . . . . . . . $2599 $400 FACTORY REBATE JPI FS-450 Fuel Computer. . . . . . . . . . . $535 $100 FACTORY REBATE

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11/6/12 4:38 PM


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March 27, 5 p.m. (PST) !"#$%&'())*+,--&.&/0 April 17, 51/,0&'/-2 p.m. (PST)

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March 22, 2013 —  Classified Pages —



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TAILWIND AIRPARK A quiet country airpark 50 min east of Dallas near Canton, TX. Lots for Custom Homes and Hangar/Homes 903-896-4647

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March 22, 2013

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March 22, 2013 —

The coincidental tourists


Deb McFarland

It all started at the hotel in Richmond Hill, Ga., a quaint little town outside of Savannah located along the seemingly endless ribbon of concrete known as I-95. They say breakfast is the most important meal of the day, and my Old Man fully believes this maxim. Unfortunately, the hotel’s dining room, which taunted a “free deluxe hot breakfast buffet,” was full of snowbirds eager to claim as much of the free carb and chemical-laden booty as possible. Being in coastal Georgia, I knew that somewhere close by there would be an establishment that served grits from stone-ground corn, eggs that were laid fairly recently by a chicken, and recognizable tasty parts of a pig. Since I never travel without my handy-dandy electronic devices, my TripAdvisor app soon pointed the way to a breakfast a skinny, country boy like my Old Man needs. Angie’s Diner is located in Midway, a few miles down US 17 from Richmond Hill. When we opened the door, I knew we had found the right place for a proper breakfast when I spotted the group of graybeards congregated in one corner, a sure sign of good coffee and tolerant service. Henry ordered the full breakfast without hesitation. I opted to practice some restraint and ordered “breakfast in a cup” thinking the portions would be more figure-friendly. They weren’t. It was actually all that he was having, just served in a bowl. I ate all of it while deluding myself into thinking that I would walk it off later. Right. While we were engaging in mutual gluttony, another group of diners took the booth behind me. I knew immediately from their voices that they were not locals, but like us had stumbled upon this little gem on the highway by accident or electronic assistance. As my attention was centered on savoring the delights before me and discussing our eventual arrival at St. Marys, Ga., later in the day, I didn’t notice their conversation until one of the gentlemen asked the server something about a pilot. Of course, my ears perked up, and I became a willing eavesdropper. Deb McFarland is the proud owner of Lester, a 1948 Luscombe 8E, and part of the “Front Porch Gang” at Pickens County Airport in Georgia. She can be reached at

The gentleman was holding a magazine and asking the waitress who in the restaurant was a pilot. This had my full attention, especially after I saw the gentleman was holding a copy of General Aviation News! Not only did I eavesdrop, I butted myself into their conversation. I introduced myself and commented on his good taste in reading material. I learned that Peter, Nadia and Bob were from upstate New York and that they were looking for a winter vacation rental in the area. Peter was a pilot and flew a Cessna 150. When he walked into the diner, the stack of GANs on the self out front caught his eye (I didn’t see them. I was envisioning pork delicacies upon my arrival). The server said a local pilot brought those in for the public to enjoy. How neat and how coincidental! Peter and I chatted about local airports and private strips. I knew there were a few grass strips around the coast, because over the years I’d been invited to attend events at them. Nadia asked about affordable rentals in the area where she could practice her art in a quiet environment. Peter hoped one could be found near an airport. I suggested they check with the private owners in the area. Many accommodate transients or offer year-around tie downs. We left them to their breakfast while wishing them success with their search, while they hoped we enjoyed our trip. We walked to the car discussing how cool it was that pilots seem to find each other even in a tiny town like Midway in a small diner. That’s when Henry decided to take my business card and leave it with the waitress in hopes that she would give it to the local pilot who generously left his magazines, which prompted this meeting of like-minded souls. He came back with a name. Steve Berg. It sounded so familiar, and there was a jarring of memory. Grass fields nearby. Midway, Georgia. Berg Park Aerodrome. 9GA2. I believed that Mr. Berg and I had corresponded several times over the years about his field’s annual open house. How could I come so close and not check this out? I felt it was meant to be that the strip, which is two miles east of Midway, was clearly marked on the iPad’s GPS map. We found the place easily and took the long drive to the house that paralleled nearly 2,400 feet of lovely grass

Photos courtesy Deb McFarland

Short Final

runway. Mr. Berg was gracious to my Old Man when he answered the door, and he welcomed me to his home like I was a long-lost friend. After our correspondences, I felt like I was. He gave us a tour of the property, which included his home, the strip, hangar, utility buildings, and necessities for hosting fly-in and drive-in events. Mr. Berg (pictured right with me) named the airfield Berg Park in honor of his parents, who donated land in his hometown years ago for a park, which was named Berg Park. For several years, Mr. Berg has welcomed aviators and the public to Berg Park Aerodrome’s October open house as a means to educate the public about the joys of aviation and aviation preservation. It is a beautiful place for an aviator and an excellent location for promoting grassroots aviation for pilots and non-pilots alike, but he told me that in recent years he has worried about keeping the property an active airfield. Like so many of us, with no family currently interested in aviation, keeping the field going for future generations can be problematic. That is why he formed the Grass Strip Foundation as a means of keeping Berg Park open to promote aviation preservation and education. It was one of those wonderful coincidences that during our talk Peter, Nadia and Bob drove up. Poor Mr. Berg, I hope he didn’t have too many things he wanted to do that day. I’m sure when he woke up that morning, he never dreamed that innocently placing aviation magazines in a local diner would lead to a host of aviators knocking at his door and drooling over his grass. Nadia was drooling over his facilities and the view of the marsh from runway. Bob was just along for the ride. When Peter asked if he allowed RVs on the property, with aviation on the brain I thought and said out loud, “Of

course he does!” But then it dawned that Peter and Mr. Berg were talking about campers, a.k.a. affordable winter vacation rentals. Peter would be on or near an airport. Nadia would have the space, the quiet and the view of the marsh and Mr. Berg would have a little help in the form of funds or labor to keep an aviation foundation ongoing. We took our goodbyes then, so the two parties could discuss the details of a possible partnership that I hoped worked. If not, I wish both much success in their searches. We had taken up enough of Mr. Berg’s day. It was grand to meet him and see his place, but our adventure was just starting and what a way to get it going. Within 48 hours, I would be hiking on a wilderness island, but that is another story altogether. For more information about Berg Park Aerodrome or the Grass Strip Foundation, contact Mr. Berg at

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March 22, 2013  

The March 22, 2013 edition of General Aviation News

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