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$2.95 • January 7, 2011 63rd Year. No. 1

Absurd predictions for 2011 P. 10 LSA: Bright skies ahead P. 38 The flight planning battle P. 16 How long can you store fuel? P. 12



General Aviation News —  800.426.8538

January 7, 2011

January 7, 2011

Briefing •


1,000 RV-7s

The Midcoast Regional Redevelopment Authority in Brunswick, Maine, recently gave Kestrel Aircraft Co. the keys to its new hangar at the soon-to-be decommissioned Naval Air Station Brunswick. While the airfield is not yet open to the public, the Navy granted special permission for the company to land its JP-10 aircraft on the runway so it can begin developing and producing its composite-based turboprop aircraft. Kestrel Aircraft announced its intentions of setting up shop at Brunswick Landing in June, investing more than $100 million and creating up to 300 jobs. Hawker Beechcraft Corp. has reached an agreement with the state of Kansas to remain in Wichita for the next 10 years, according to officials at the manufacturing company, which threatened to move its operations to Louisiana. The state’s $40 million incentive package requires Hawker Beechcraft to maintain its current product lines in Wichita and retain at least 4,000 jobs over the next 10 years. The package includes $10 million over three

North Carolina Governor Beverly Perdue recently proclaimed Dec. 3-10 “Aviation Appreciation Week.”According to the Alliance for Aviation Across America, the state has 111 public use airports, as well as 300 private airports, serving more than 22,000 pilots and more than 8,000 GA aircraft. General aviation is directly responsible for 14,963 jobs in North Carolina, contributing $4.1 billion to the state’s economy., Photo courtesy Van’s Aircraft

Terry Small, of Prescott, Ariz., has become the 1,000th customer to complete and fly a Van’s Aircraft RV-7. His first flight brought the total number of RVs complete and flown to 7,088. About 10 years of off/on construction were interrupted by a year in Afghanistan and five moves. But Small stuck with it and on Dec. 5 his RV-7, N174TD, took to the air. “What …a wonderful magic carpet ride,” he said. The RV-7 (pictured) and its sibling, the tricycle gear RV-7A, were introduced in 2000. About 3,000 more are under construction all over the world.

years for tuition reimbursement and training as part of the State of Kansas Investments in Lifelong Learning (SKILL) program. Hawker Beechcraft will also receive $10 million in the first year, followed by $5 million each year for the next four years, which can be used for other costs, such as equipment. With about six weeks before the Super Bowl is played, the Dallas/Fort Worth Airport (DFW) unveiled its new corporate aviation terminal. The airport spent $3 million renovating an old American Eagle terminal closed in 2005. About 1,000 GA planes are expected to fly into the area for the Feb. 6, 2011, Super Bowl. Aerosim Flight Academy in Sanford, Florida, has obtained Title IV funding, which means it can offer many types of federal loan and grant programs, including Pell Grants, Parent Plus Loans, and Stafford Loans for its flight

training programs. The academy also provides finance loan products, and is eligible for veterans educational benefits, including the Montgomery GI-bill, Chapter 30 or Chapter 1606, which supplement up to 60% of the approved training curriculum. The South Carolina Aviation Safety Council will hold its inaugural Safety Council Saturday, March 26, at Rock Hill Airport (UZA). The event will feature a briefing by National Transportation Safety Board Vice Chairman Robert Sumwalt. The Aircraft Owners and Pilots Association’s Airport Support Network now has more than 2,200 volunteers helping keep tabs on what’s happening at airports across the country. More than 300 new volunteers joined the program in 2010, according to AOPA officials.

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Beyond the Edge, LLC recently upped its financial investment in Bye Energy, Inc., which is developing alternative energy for GA aircraft, called The Green Flight Project, with an electric-powered Cessna 172 in the works. The company hopes to fly the electricpowered Skyhawk proof-of-concept aircraft in the spring., The Recreational Aviation Foundation (RAF), headquartered in Bozeman, Montana, has launched a search for its first executive director. The RAF’s mission is to preserve, maintain and create public use recreational and backcountry airstrips nationwide. Want to live like the Lears? Bill Lear Jr.’s last residence at Spruce Creek Fly-In in Florida has been put up for sale by his widow, Brenda. There are plenty of photos of the hangar home online, which should give you a chance to see how the other half lives. Women pilots were honored by the First BRIEFING | See Page 4

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January 7, 2011

Teledyne Technologies Inc. has agreed to sell its GA piston engine business, which includes Teledyne Continental Motors and Teledyne Mattituck Services, Inc., to Beijingbased AVIC International Holding Corp. for $186 million in cash. Headquartered in Mobile, Ala., Continental Motors is a manufacturer of FAA-certified piston engines, as well as spare parts and components, used in general aviation aircraft around the world. Continental Motors employs approximately 400 workers in Mobile. It also maintains service centers in Fairhope, Ala., and Mattituck, N.Y. AVIC International officials noted they expect to retain the senior management of Continental Motors and maintain Continental Motors’ global headquarters in Mobile. The acquisition also sets the stage for new hires of skilled workers in Mobile, as international demand for piston-powered aircraft would result in increased engine manufacturing at Continental Motors, company officials said. AVIC International also plans continued investment and upgrades in Continental Motors’ operations, as well as increased research and new product development. Continental’s new owner is a supplier for big-name companies such as Boeing, Airbus, Honeywell and Snecma, which “will enhance the ability of Continental Motors to compete globally, especially in growing overseas markets, such as China,” according to company officials, who note that Continental’s primary markets today are the U.S. and Europe. The growing GA market in China makes it one of the world’s largest potential markets for BRIEFING | From Page 3 Flight Society, which dedicated one of the pillars in the Century of Flight Monument in Kitty Hawk, N.C., to Women in Aviation during last month’s commemoration of the Wright brothers’ first flight. Additionally, Betty Skelton, known as the “First Lady of Firsts,” was inducted into the society’s Paul E. Garber First Flight Shrine, a portrait gallery that surrounds the Wright Flyer reproduction displayed in the

general aviation aircraft, said company officials, who note that, compared to 230,000 GA aircraft in the U.S., China has just 900 — a number that is expected to grow over the next decade, raising demand for FAA-certified piston engines. AVIC International officials say they were attracted to Continental’s long history in the general aviation market and the company’s reputation for product quality, safety and service. “I am excited about the opportunity to work with the AVIC International team,” said Rhett Ross, president of Continental Motors. “AVIC International will greatly strengthen Continental Motors’ market access. In addition, increased investment will accelerate new products, such as Continental Motors’ TD-300 diesel engine, which is well-suited to growing regions given international fuel availability. The transaction will allow Continental Motors to continue to be a global leader in the general aviation piston engine industry.” “The sale of Continental Motors to AVIC International is the right long-term solution for Continental Motors, its workforce and the Gulf Coast community,” said Robert Mehrabian, chairman, president and chief executive officer of Teledyne. “This sale allows Teledyne to focus on its core businesses, while ensuring a bright future for Continental Motors to build on its long, successful history as a manufacturer of proven piston engines for general aviation aircraft. This will significantly enhance Continental Motors’ opportunity to enter the global market for the sale and service of general aviation piston engines.”

visitor center at the memorial. The shrine honors individuals and groups that have achieved significant “firsts” in aviation’s development. Skelton holds 17 individual land and speed records. Her Pitts Special, “Little Stinker,” is on display in the Udvar-Hazy Center of the Smithsonian Air and Space Museum. The National Aviation Hall of Fame (NAHF)

Photo by Ben Sclair

Chinese company buys Continental

Continental officials flew this turbocharged Cirrus SR22 to Oshkosh 2009 on 94UL unleaded fuel. “AVIC International is eager to begin its collaboration with Continental Motors, continuing its reputation as a highly respected maker of FAA-certified piston engines,” said Wu Guangquan, president and CEO, AVIC International. “We are impressed with Continental Motors’ products, employees and facilities. Furthermore, we were attracted to Mobile’s international environment focus and the continually growing concentration of aviationrelated international companies in the Mobile area. We look forward to working with current leadership at Continental Motors to expand

the Continental Motors’ facility to supply expected growth in the general aviation market worldwide, in particular, to ensure safe and reliable aircraft operations for all customers.” The transaction is expected to close in the first quarter of this year. The acquisition must be cleared under the Hart-Scott-Rodino Antitrust Improvements Act and by the U.S. Government’s Committee on Foreign Investment in the United States (CFIUS), as well as by the Chinese government.

has named its Class of 2011, which includes the late Capt. Iven Carl Kincheloe, Jr., USAF, a Korean War double ace and record setting Jet Age test pilot hailed as “The First Man in Space;” Col. Charles McGee, USAF (Ret), Tuskegee Airman and fighter pilot with 409 combat missions flown while serving in three wars; S. Harry Robertson, pilot, engineer, entrepreneur, and aviation safety pioneer recognized as “The Father of the Crashworthy Fuel

System;” and the late Gen. Thomas D. White, USAF, former Chief of Staff and key Cold War architect of integrating space technology into modern defense systems. The enshrinement ceremony will take place in Dayton, Ohio, July 16, 2011, where the four will join the 207 legends of flight previously honored by the National Aviation Hall of Fame.

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Brown Aviation....................................... 33 Cannon Avionics..................................... 32 Cee Bailey’s Aircraft Plastics.................... 34 D A R Corporation..................................... 8 Desser Tire & Rubber Co......................... 34 Eagle Fuel Cells Inc................................. 35 Ehrhardt Aviation Agency......................... 35 Floats & Fuel Cells.................................. 34 Francis IFR Hood.................................... 35 General Aviation Modifications Inc............ 18 Genuine Aircraft Hardware Inc.................. 36 Gibson Aviation........................................ 6 Global Aircraft Industries Ltd.................... 36 Great Lakes Aero Products Inc................. 37 Hooker Custom Harness.......................... 37 Hydraulics International........................... 12 Intermountain Air.................................... 36 KS Avionics, Inc...................................... 33 Loehle Aircraft Corp................................ 36 Lumberton Regional Airport.................... 29 Micro Aerodynamics.................................. 6,


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January 7, 2011 •


Honda Aircraft Co. has successfully completed the first flight of its FAA-conforming HondaJet. The first conforming HondaJet lifted off Dec. 20, at 15:31 EST from Honda Aircraft Co.’s world headquarters at the Piedmont Triad International Airport (GSO) in Greensboro, North Carolina. The HondaJet remained aloft for 51 minutes, during which time the aircraft’s flight characteristics and performance were analyzed and systems checks were conducted. Various test data gathered during the flight were transmitted real-time to Honda’s flight test telemetry operations base at the company’s world headquarters. “This is a very important milestone for the HondaJet program,” said Michimasa Fujino, president and CEO. “This aircraft was assembled and tested under strict FAA certification processes, and we are very pleased to have achieved this successful first flight. Our team has worked extremely hard to reach this critical step in the HondaJet program, and these results reflect Honda’s focus and determination to develop a class-leading aircraft. We are very encouraged by our initial review of the flight data, which indicates the conforming HondaJet performed as expected,” he continued. To support the company’s certification program, Honda has completed its second FAAconforming aircraft, which already has undergone numerous structural tests required for commencement of certification flight testing.

Honda also has completed mating of main assemblies for its third FAA-conforming aircraft, which is now in the systems installation phase of completion. This third conforming aircraft, to be used mainly for mechanical systems flight testing, is scheduled to be completed in early 2011. A total of five FAA-conforming aircraft, including one additional flight test aircraft and one additional structural test aircraft, are planned to support the HondaJet certification program, company officials said. While Honda enters the flight test program with its conforming HondaJet, the company also nears completion of its aircraft production facility on its Greensboro campus. The 266,000-square-foot HondaJet production facility is scheduled for completion in early 2011, with the final phase of interior build-out underway. Upon completion of the production facility, Honda will begin the process of moving equipment and personnel into the facility and undertaking pre-production preparations and training necessary to support HondaJet production ramp-up beginning in 2012. Honda Aircraft, a wholly owned subsidiary of Honda Motor Co., Ltd., has orders for more than 100 HondaJets. Scheduled for first delivery in the third quarter of 2012, the $4.5 million HondaJet is Honda’s first-ever commercial aircraft. The HondaJet proof-of-concept aircraft has accumulated more than 500 flight test hours and attained a top speed of 420 knots (483 mph) and a maximum altitude of 43,000 feet

Photo courtesy Honda Aircraft Co.

First flight of FAA-conforming HondaJet

in flight testing, according to company officials. The HondaJet is powered by two GE Honda HF120 turbofan jet engines. The production HondaJet flight deck features a Honda-customized Garmin G3000

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General Aviation News —  800.426.8538

January 7, 2011

Earhart mystery solved? the makeup — a small bottle made in New Jersey in 1933 with the remnants of what appears to be hand lotion, and a broken pocket knife of the same brand that was listed in an inventory of Earhart’s Lockheed Electra. The bone is being tested at the University of Oklahoma’s Anthropology Laboratories to see if it contains human DNA. If human DNA is extracted, it will then be compared to Earhart’s DNA. TIGHAR plans another expedition to the remote island to find answers before the 75th anniversary of Earhart’s disappearance. Earhart and Noonan disappeared July 2, 1937, during an attempt to circumnavigate the globe.

Photo courtesy NASA

A tiny sliver of bone found on a remote Pacific atoll may finally solve the riddle of the disappearance of Amelia Earhart. According to an article from The Daily Telegraph, researchers from The International Group for Historic Aircraft Recovery (TIGHAR) found the bone at the site of a castaway’s encampment on the uninhabited island of Nikumaroro, a former British colony that is today part of the republic of Kiribati. The bone, which may be a phalanx from a human finger, was located along with several other clues about the fate of Earhart and her navigator, Fred Noonan, during TIGHAR’s 10th expedition to the island this summer. The search turned up the remains of a 1930s woman’s compact — complete with residue of

NTSB seeking comments on emergency revocations The NTSB has issued an Advance Notice of Proposed Rulemaking (ANPRM) seeking comments regarding amendments to its rules dealing with the review of FAA certificate actions, such as emergency revocation or suspension of a pilot’s certificate. In 2000, the NTSB published an interim final rule that required the board to take as fact allegations offered by the FAA — a ruling that has affected hundreds of pilots who faced an emergency certificate suspension or revocation by the FAA, and who then chose to appeal the emergency nature of the action, according to officials with the National Business Aviation Association (NBAA), who add that the ANPRM is a step towards giving pilots a fairer opportunity to defend themselves. NTSB rules currently require the agency’s administrative law judges to “consider

whether, based on the acts and omissions alleged in the administrator’s order, and assuming the truth of such factual allegations, the administrator’s emergency determination was appropriate under the circumstances.� The ANPRM invites public comments concerning this standard of review, as well as other aspects of the emergency review process, such as whether a hearing should occur to allow parties to provide evidence concerning whether the case should be treated as an emergency. The ANPRM further invites comments concerning whether there should be another level of appeal to challenge the emergency status determination. The 60-day comment period concludes Feb. 22.,

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Companies partner on system to allow GA aircraft to use autofuel Air Plains Services is partnering with Petersen Aviation Inc. on an Anti-Detonation Injection System (ADI) that will allow GA aircraft to use autofuel. With rising concern about the possible elimination of avgas, the two companies are combining resources to discover the answer that general aviation has been waiting for, said officials with Wellington, Kansas-based Air Plains Services. In the early 1990s Petersen Aviation, based in Minden, Nebraska, certified ADI systems on Cessna 188s, 210s and Barons, which allowed these aircraft to use 91 octane autofuel. Petersen’s ADI System was developed to allow high compression engines to run on

low octane fuels safely. Air Plains Services intends to develop additional Supplemental Type Certificates for ADI, which will enable the installation of the system components on aircraft and provide owners with more fuel choices. Anti-Detonation Injection, also know as Water Injection, is not a new technology or invention, company officials said, noting it was used in aircraft before World War II. During the war, water injection was used to prevent detonation while developing significant additional power. ADI can also be used to develop rated power on a lower octane fuel.,



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General Aviation News —  800.426.8538

January 7, 2011

EPA to study lead levels at 15 airports The Environmental Protection Agency (EPA) has undertaken a yearlong study of lead levels at 15 airports. The study was called for in a new rule published in the Federal Register Dec. 27. That same rule lowers the threshold of lead production that will require monitoring at a variety of sources, such as manufacturing companies and smelters, to assess if they are complying with the National Ambient Air Quality Standards (NAAQS). But EPA officials said they did not have enough information to determine if they should lower the threshold for airports, so initiated the year-long study at 15 airports around the country. The airports to be studied are estimated to produce less than 1 ton a year of lead emissions, the current threshold for monitoring, but more than 0.5 tons, the revised threshold

for other sites. EPA officials noted the airports were chosen because of factors, such as prevailing winds and the number of runways where piston aircraft takeoff, that agency officials believe make them likely to have higher lead concentrations. EPA officials said the monitoring requirements will have no impact on the airports’ operations. States — not airports — will be responsible for monitoring emissions for the next year. Airports that will be monitored for the study are: Merrill Field, Anchorage, Alaska; Pryor Field Regional Airport, Limestone, Alabama; Palo Alto Airport, Santa Clara, California; McClellan-Palomar Airport, San Diego, California; Reid-Hillview Airport, Santa Clara, California; Gillespie Field, San Diego, California; San Carlos Airport, San Mateo, California; Nantucket Memorial Airport, Nantucket, Massachusetts; Oakland County

International Airport, Oakland, Michigan; Republic Airport, Suffolk, New York; Brookhaven Airport, Suffolk, New York; Stinson Municipal Airport, San Antonio, Texas; Northwest Regional Airport, Denton, Texas, Harvey Field, Snohomish,Washington; Auburn Municipal Airport, Auburn, Washington. Data from the monitoring study will be used to assess the need for additional lead monitoring at other airports, according to the new rule. Finally, data from the study will be used in future lead NAAQS reviews when considering requirements for monitoring at airports, EPA officials said in the rule. EPA officials noted in the new rule that they are also responding to a petition submitted by the environmental group, Friends of the Earth (FOE), requesting that the agency determine

whether emissions from aircraft cause or contribute to air pollution that “may reasonably be anticipated to endanger public health or welfare.� In April, the EPA published an Advance Notice of Proposed Rulemaking (ANPR) on lead emissions from aircraft using 100LL. “In this action we described and requested comment on the data available for evaluating lead emissions, ambient concentrations and potential exposure to lead from the use of leaded aviation gasoline (avgas) in piston-engine powered aircraft,� said EPA officials in the latest rule, noting the EPA and FAA are working with the GA industry to evaluate alternatives to 100LL. For more information on the latest rule (EPA-HQ-OAR-2006-0735), which becomes effective Jan. 26, go to

uneven wear. In cases where gear camber wears one side faster than the other, tires can be demounted and turned around to extend the tire life. Uneven tire wear is usually an indication of gear misalignment or tire underinflation, Rapsard added. He also lists other tire wear conditions revealed through inspection that may require your aircraft tires to be removed from service. “Sidewall damage, including some weatherchecking, cracks, or cuts, means the tire should

be scrapped if the damage extends down to the fabric plies. The same goes for tread cuts and groove cracking,� he said. Damage that doesn’t expose the cords normally does not require the tire to be removed, he added. Other excessive operating conditions will cause the tread to wear much faster, such as high energy braking, high speed taxiing and high speed cornering. Be sure to consider these if you see fast tread wear, according to Rapsard. Also, tires that have been run while more than 10% underinflated can be damaged internally and should be removed, he added.

Know your limits Knowing your limits is sage advice that applies to everything in life from financial risk to piloting an airplane. But when it comes to aircraft tire wear, it’s all about routine inspection and knowing the facts. Aircraft tires experience wear during taxi, takeoff, and landing. Takeoff generates the most tire wear because the airplane has a full fuel load and the tires are pre-heated by taxiing. So with all aircraft, tires should be routinely inspected during preflight to check tire wear,

according to Larry Rapsard, product support manager for the Goodyear Tire & Rubber Co. When inspecting your aircraft tires, the first thing to check (after checking tire pressure) is the amount of remaining tread to avoid excessive wear and possible unsafe conditions. “Aircraft tires should be removed when the tread is worn to the base of any groove at any spot, or to the minimum depth stated by the aircraft manufacturer,� Rapsard noted. Aircraft tires should also be examined for

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‘Sell the sizzle, not the steak’ Charles Spence Capital Comments Washington, D.C. — We learn from history that we learn nothing from history. But having been born just 19 years after the Wright brothers made the first controlled flight, personal experience might help in the current attempts to gain greater acceptance for aviation. (Note the word “general” is not included.) In the 1960s when William Piper, Sr., was alive and active in aviation, he commented to me that it would take many years before the public would understand and accept what was then called “general” aviation. “After all,” he said, “it took the public 50 years to learn that highways should be routed around communities and not pass through the main streets of cities.” On that same occasion he said to me that when multi-lane highways were being constructed, runways should be built at frequent locations along them as that was the most inexpensive way to make flight facilities available. His thoughts were that businesses would not be needed at these runways until activity grew to require them and maintenance of the strips could be managed by state and local highway departments. That was about 50 years ago. Are his comments beginning to come to pass? Perhaps. Until the last few years, what is now called general aviation had little recognition in city, state, and federal governments, while many in companies that built “that” kind of airplane wanted to “keep a low profile.” But that is changing. In 2010 both the Senate and House in Congress formed general aviation caucuses. Last year, according to the Alliance for Aviation Across America, about 20 governors and mayors issued proclamations citing the importance of general aviation to their cities and states.

Newest LSA: Alto Corbi Air, Inc. of Ohio and DirectFly s.r.o of the Czech Republic have received ASTM conformance verification of the DirectFly Alto Special Light-Sport Aircraft (SLSA). Alto enters the market as a purpose-built LSA, tailored at the factory for flight training, according to company officials. Standard equipment includes a Mode S transponder, internal corrosion protection, electric pitch and aileron trim, nosewheel steering, Teflon coated aviation grade wiring, Vertical Power’s electrical distribution system, and the U.S.-made Sensenich composite propeller with its stainless steel leading edge. Optional instrument panel/avionics configurations include such names as Dynon, Advanced Flight, and Garmin. Prices start at $97,500.

In the 1950s veterans received government help earning pilot licenses, but manufacturers discovered they were selling new and bigger airplanes to the same people — those who enjoyed flying —and training and sales began to decline. As a group the manufacturers started a promotion effort and sold more than 15,000 airplanes in 1966 — as many in one month as now are sold in a year. The program was successful, although many people at the airport level never even opened

the promotion materials sent to them free. After all, they loved flying and thought everyone else should. With success came complacency. Although the promotion expenditure was small, the head of one company commented that enough money had been spent, so the program was discontinued. What made the program successful was something Arthur “Red” Motley, then the publisher of Parade Sunday magazine, had said to all marketers: “Sell the sizzle, not the steak.” After all, people don’t buy clothing to cover nakedness. They pay hundreds of dollars to be attractive. Automobiles are not purchased by most people because they love to drive. They are bought to impress others, as well as to make it easier to get to work or get chores done or any of the other benefits that mobility provides. The automobile is the instrument for doing other things individuals want.

In the early 1960s a survey by aircraft manufacturers found that in the Washington/ Baltimore market alone, more that 5,000 businesses could profitably use aircraft to increase their markets. But flight training promotion has been aimed to people on the theme of liking to fly. Maybe this is starting to change and the potential for flight is just beginning. Another point Mr. Piper said to me was we should call ourselves aviation and let others explain themselves. Prior to World War II our kind of flying was called “personal” flying. It was changed by the manufacturers to “general aviation” to take away the stigma of using scarce fuel for “personal” pleasures. Maybe it’s time to listen to Mr. Piper. Charles Spence is GAN’s Washington, D.C., correspondent.

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General Aviation News —  800.426.8538

Predictions for 2011 Ben Sclair Touch & Go 2011 will be an amazing year for general aviation. The following predictions are absurd, the quotes are manufactured (by me) and the only thing standing in the way of making these a reality is the cojones to make it so. GROWTH IS COMING In February, FAA Administrator Randy Babbitt, citing wholesale statistics from the Recreation Vehicle Industry Association, will decide to make the requirements for obtaining a pilot’s certificate dramatically easier. Babbitt, connecting the dots, sees a direct correlation between the 8,800 Class A motor-homes and the 634 singleengine piston aircraft delivered between January and September 2010. “Class A motor-homes are expensive. A new unit might start at $100,000 and, like airplanes, the sky is the limit,” said Babbitt during a madeup telephone interview just before the end of 2010. “This is proof there is discretionary money in the economy. We just have to make learning to fly easier and faster so we can tap into this market.” Expect to hear an FAA initiative to reduce the number of regulations pertaining to recreational flying by 65%-75%. “After all, an informal survey in a Dec. 1, 2010, AOPA eBrief newsletter showed 78% of all respondents fly for recreation,” Babbitt continued. “If these people are interested in flying on clear and calm days, for fun, then the FAA, and the industry, must chop down the many im-

pediments that get in the way of learning to fly. As long as a motor-home built on a Peterbuilt semi-truck chassis is marked ‘Not for Hire’ anyone with a checkbook and a drivers license can operate one.” While we won’t be able to make it that easy to own and operate an aircraft, we should strive to make learning to fly on severe clear days as easy as possible. Not long after the FAA announces its initiative, expect to see an industry-wide branding effort, similar to Go RVing. CONGRESS GROWS A PAIR In a move that will shock…everyone, Congress will put on their big kid underpants and fund the FAA for five years when the 18th consecutive short-term extension expires in March. Language in the reauthorization is strong and direct: NextGen should be for all aircraft flown for hire AND into/out of the 30 busiest airports in the Nation Airspace System. Congressional John Mica, chair of the powerful Transportation and Infrastructure Committee of the 112th Congress, said during a hastily called press conference (that never happened), “NextGen benefits primarily the airlines. Simplifying the system will speed implementation and lower costs. If ‘Joe or Jane Pilot’ want to equip their Cessna 172 with NextGen-compliant equipment, have at it, but it should not be a requirement.”

The myriad aviation alphabet groups were so surprised and pleased as to be rendered speechless. No one remembers that ever happening before. RETENTION RATE SOARS Research conducted by AOPA in 2010 showed that only 20% of student pilots complete their training successfully. Shortly after the results of the survey were published, Sporty’s Academy, the educational arm of Sporty’s Pilot Shop, issued a (real) press release that reports (among other things), “Sporty’s Academy enjoys a 70% retention rate — over 3.5 times as high as the industry average — due to the confidence and motivation brought about by the modular approach to flight training.” As a result, flight school owners/operators descend on the Batavia, Ohio-based company for a how-to primer. “Instead of re-inventing the wheel…or airplane, in our case…we decided to see how Sporty’s does it,” stated a large flight school owner who wished to remain nameless. By the end of 2011, the nationwide retention rate climbs to 48%. “All these flight school operators showed up to learn how we do things here in Ohio,” noted Sporty’s founder Hal Shevers. “It was great, but they flooded the airport each Saturday, during our weekly Saturday hot dog grilling. Go figure.” COMMENTING GOES VIRAL Heeding a suggestion made in General Aviation News and on our website (, 99% of ALL U.S.-certificated pilots will comment (via the United States Postal Service) to all aviation-related Notices of Proposed Rule Making (NPRMs) posted to the Federal Register in 2011, and carbon copy their senators and representatives. Noting how quickly and aggressively Congress and the FAA respond to the flood of com-

January 7, 2011

ments, a pilot will be overheard at AirVenture 2011, “I wish someone had suggested we pilots write to Congress and the FAA before. I’ll bet they would’ve found my comments on LASP and through-the-fence useful.” BYE BYE 3RD CLASS MEDICAL David Wartosky, owner of Potomac Airfield in Maryland, will be shocked. He’s the author of the petition that would do away with the 3rd class medical for anyone operating an aircraft 6,000 pounds or lighter. The reason he’ll be shocked? FAA Administrator Randy Babbitt will successfully push the FAA and Congress to get rid of the 3rd class medical for anyone operating an aircraft (regardless of weight) as a private pilot, non-commercial, not-for-hire. “Class A motor-homes weigh 15,000-30,000 pounds and are 24-40 feet in length,” said Babbitt during a made-up telephone interview just before the end of 2010. “A Pilatus PC-12 has a ramp weight of 10,495 pounds and is 47 feet, 3 inches long. Now I’m well aware that a Pilatus covers the ground at a much higher speed than a Class A motor-home, but it does not come within 10 feet of a school bus loaded with 60 screaming third graders. Why the inconsistency between private operators of a Class A motor-home and a Pilatus, or Beech Baron, or Cessna 182? It’s discrimination against pilots.” Babbitt went on to cite many examples of the wonderful freedom we have to operate all kinds of machinery of all sizes, weights and performance without a need for a medical examination, including cars, motorcycles, boats, RVs, ATVs, kayaks, surfboards and pumpkin launchers. Agree? Disagree? Have your own absurd prediction? Let me know, I’d love to hear from you. Ben Sclair is GAN’s publisher. He can be reached at



Reading this story (Short Final: A family of aviation, Dec. 21 issue) hit like a cold glass of water in the face. In the early 1960s, I ended up in Miami teaching school and trying to finish my pilot ratings. After getting my commercial and CFI, Mary Gaffaney hired me as a brand new flight instructor. I stayed there for two years until I got hired by Eastern Air Lines in 1966. After working 25 years in the airline industry and 15 years flying corporate, I never lost my love of flight instructing, and have been doing it part and full time since then. Mary was definitely a mentor and was a prime example of the best side of aviation. Because of her tutorship I have always used her teaching and mentoring to set the highest possible standards in my continuing to instruct and fly. At the age of 70 I have now retired to the rank of flight instructor only. I still love to teach and fly, mostly in central New Jersey and as a snow bird in the West Palm Beach area in the winter. JIM HAMILTON Submitted at

I read the article on the H2AD (Ask Paul: Is 172 with H2AD engine a good buy? Nov. 23 issue). It is just an awesome engine. Aviation folklore has been unkind and devalued this powerplant. It has more real world power with its 10:1 pistons than the D2J (9.5:1). We have a flight school fleet and the planes are approaching 20,000 hours with absolutely stellar service from these great engines. I know someone with an RV with an H2AD. It is light, strong and fast, but his resale will suffer…go figure. PHILIP ESDAILE Submitted at

PICTURE THIS Re: Capital Comments: FAA to require photos on pilot certificates, Dec. 7 issue: Just more bureaucratic hassle for Big Government to justify its existence. In 46 years I’ve been ramp checked only once…to see my medical certificate. Once photos are put on your pilot certificates, is the FAA then going to invent another unneeded government program of hiring inspectors to do ramp checks of pilot’s photos? Knowing how much the government func-

tions on illogical reasoning, that wouldn’t surprise me — invent a program and then find reasons to have to enforce it. Just think of all the cumulative wasted time that pilots have to do to accomplish this worthless task? For what? DOUG RODRIGUES Submitted at

GWEDUCK Beautiful machine (Gweduck: An experimental dream machine, Nov. 23 issue). If you can get it going it will be a plus to aviation. We need new aircraft that pilots can enjoy and have fun with them. Also, it could very well be an executive aircraft in faraway places or in the Caribbean. This would be an asset to aviation. This could get us out of landing on wheels all the time. Things are getting stagnant, the same

feeling all the time. Good luck to you, may it work out for the best. LUIS HERNANDEZ Submitted at

FIELD OF DREAMS: 9N1 I really enjoyed the article about Van Sant Airport (Field of Dreams: 9N1, Nov. 23 issue). I flew there in my Cessna 170B back in the early ‘70s. At that time, the Smella family ran the operation. I got my first taste of soaring there and got my glider rating in two days. It was a very nostalgic place and so glad it escaped extinction. Thanks for the nice article. GEORGE JOHNSON via e-mail

Want to make your opinion heard about the stories in these pages or an issue affecting general aviation? Send your comments to or fax 858-712-1960. Include your full name, address and telephone number in case we need to clarify anything. All letters will be edited for length and style.

January 7, 2011 •


For the good of the order ture more aviation-minded newcomers. Seriously, why would anyone pursue aviation as a hobby or a vocation if they found early in their airport experience that they might open themselves up to verbal abuse and finger-pointing just because they chose to train for the wrong certificate, in the wrong aircraft, potentially at the wrong flight school, located on the wrong airport? In a misguided attempt to establish the dominance of our own personal preferences, at least some of us are poking holes in the pool that gives us life. We need to learn to welcome all comers, regardless of which certificate they want to train for — they’ve chosen to get into aviation! Celebrate that! Don’t welcome them into the fold with an insulting snide remark. Instead, welcome them with open arms and let them know that they can find support and friendship on the field as well as in the air. Rather than denigrate their choices, show them how happy you are to have a new member of the community, then feel free to share your enthusiasm for your own choices. For all you know, they weren’t even aware that the option you chose was available to them. There are a lot of disparate factions in the aviation community. If we band together as a united front with a positive message and a supportive attitude, we win. But if we insist on splintering off the ultralighters from the rest of

Jamie Beckett Politics for Pilots Patrick Henry, a man who knew a thing or two about standing up when the chips were down, famously spoke the words, “United we stand, divided we fall.” He made that critical point in his last public speech, in 1799. Keep that in mind for a moment. I’ll come back to it shortly. That quote came to mind earlier this week when I received an e-mail from a General Aviation News reader who took me to task for using the term “steam gauges” in reference to round, analog gauges that are still mounted in the panels of many thousands of aircraft. He took the term as a slight, which was certainly not my intent. In fact, I am an official old guy. I like round faces with clearly visible indicators mounted in their center. Steam gauges forever, I say! At 52 years of age, I’ve still got a few years left in me, I hope. And as a techno-geek, I have a real appreciation for what glass cockpits bring to the pilot who is truly proficient with them. But that’s not the point. A chasm has opened up in GA that pits the digital information gatherers against the analog information gatherers. And that’s a problem, because it

isn’t a battle that’s happening in isolation. In my work as a CFI, I routinely come in contact with other CFIs who have an attitude about Sport Pilots that’s less than warm and fuzzy. More than a few times I’ve encountered a CFI who is openly, and proudly, belligerent about the certificate and those who hold it. This is bad. No, that’s too weak a sentiment. Let me take another whack at the issue in an attempt to make this point more clearly for anyone who might miss the subtext. The battle-hardened “us against them” mindset is really, REALLY bad, counterproductive, cannibalistic, and ultimately self-defeating. The GA community has enough hurdles to clear in order to survive, let alone thrive. We need to foster an attitude of mutual respect and support, not a culture of nit-picking, back-biting, and open derision. At least in this respect, we are our own worst enemy. And we have to stop it. There are too many natural divisions for us to start picking at subsets of our brethren for being in the wrong camp. If this continues, we run the very real risk of gutting our community and killing any chance of expanding the net to cap-

us, the taildragger pilots from the tricycle gear crowd, the VFR crew from their IFR cousins, the single-engine fliers from the multi-engine drivers, the landplane fans from the seaplane devotees — we’re going to find ourselves in a very lonely place, with increasing pressure to kill our industry and no support left on the inside to fight it. Which brings me back to Patrick Henry, the man who famously said, “Give me liberty, or give me death,” when those two options were absolutely literal choices. This founding American put together a series of words that we should all hold close to our hearts, keep them near to our minds, and commit the concept to our daily actions on and off the airport. Henry said, “United we stand, divided we fall. Let us not split into factions which must destroy that union upon which our existence hangs.” I couldn’t have said it better myself. But I can live it, and in the long run, I’m pretty sure that’s the point.

“We are our own worst enemy.”

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 writes the Politics for Pilots blog at You can reach him at

Flight Resource, LLC, an MT-Propeller distributer, has completed the successful flight testing of a newly developed 4-bladed composite propeller for an Allison-powered P-82 Twin Mustang. The propeller, governor and accumulator system was designed and built for use on the only two remaining Twin Mustangs that are being restored to flying condition, according to company officials. The 11-foot diameter, 4-blade propellers include full feathering capability and still maintain the period look of the original steel propellers, using MT’s patented natural composite structure, company officials said. The hub is CNC milled from a single billet of aluminum. The governors were designed from scratch and the spinner is Kevlar. The prop was mounted and flown on the P-51 Mustang “Polar Bear” for five successful flights in December, company officials

said, noting initial results indicated improved climb and cruise performance over the metal 3-blade prop that normally pulls the P-51. The propeller and governor will now undergo the testing required to complete FAA and EASA certification. “The development of this propeller for such a rare aircraft has been one of the most fun projects we have undertaken,” said Flight Resource’s Senior Partner John Nielson. “With this successful design, MT-Propeller has proven they are now able to supply new generation propellers for V-12 powered vintage aircraft.” MT-Propeller is no stranger to the design and manufacture of replica propellers, company officials said, noting several rare aircraft that perform in airshows and fly in races sport MT-Propellers.,

Photo courtesy Flight Resource

MT composite prop flight tested on Warbird

Cirrus gets FAA nod on new safety features Cirrus Aircraft has received FAA approval and has begun delivery of new aircraft equipped with its latest safety and pilot assistance features: Perspective Electronic Stability and Protection (Perspective ESP) and Hypoxia Recognition and Automatic Descent Mode. “Just as the Cirrus Airframe Parachute System brought the equivalent benefit of automotive airbags to general aviation, Perspective ESP now provides the protection in personal

aircraft that traction and stability control offers in nearly all cars today,” said Jon Dauplaise, vice president of domestic sales. “Similarly, a Cirrus can now safely fly itself unassisted to lower altitudes in the rare case that the pilot is non-responsive for a period of time at altitudes where oxygen is required. Key components of the Perspective ESP system are: • Operates when the Garmin GFC 700 autopilot has been disengaged,

when hand flying the aircraft; • Activates automatically whenever the airplane exceeds one or more flight parameters; • Uses autopilot servos and sensors, yet operates even when the autopilot is turned off; • Recognizes and helps correct excessive pitch attitude, roll attitude, or airspeed; • Augments pilot vigilance Assists, but does not take control;

• Can be overridden by the pilot at any time; and • Operates unobtrusively and simulates aircraft’s natural flight stability. Both Perspective ESP and Hypoxia Recognition are available immediately on Cirrus aircraft equipped with the Cirrus Perspective by Garmin avionics suite and the all-digital Garmin GFC 700 autopilot.


General Aviation News —  800.426.8538

January 7, 2011

How long can fuel be safely stored? Ben Visser Visser’s Voice Asking about the storage life of 100LL and auto gas is like asking a doctor, “How old will I live to be?� For example, a person’s life expectancy is affected by his or her genes. Likewise, a fuel’s storage life is dependent on how it is made and whether or not it is bottomed like 100LL. Our life expectancy is dependent on what we eat. A fuel’s storage life is dependent on what is put into it, such as detergents, additives, etc. A fuel’s life can also be affected by the type of container (a lined drum or the tank of an airplane stored outside), the temperature and temperature variation under which it is stored, the humidity of the air, and on and on.

And then there is alcohol. Ethanol in airplane fuel is a bit like alcohol in a pilot. It may not stop the engine immediately, but it certainly increases the risk factor. But what limits the life of a fuel? One problem is evaporation of light ends in the fuel. This is a concern with small engines, especially 2-strokes, and may make it almost impossible to start. I have a 2-cycle dirt bike, and if it sits for a month or two, I have to put fresh gasoline in and drain the carb to get it to start.

But the major concern with aging fuels is gum formation. Over time, heavy ends and additives can start to form gums, which can plug up or, dare I say, “gum-up� a carburetor or fuel system. This can lead to bad fuel distribution or even an engine stall. The point I am trying to make is that the storage life of fuels is just a guide. For 100LL, under normal conditions, it should be safe to use for at least a year. For Mogas, a normal life is about six months. But both of these can be shortened or lengthened by many factors. For the storage life of fuel with ethanol, there is no good answer. Under ideal conditions, it should last six months. But if there is any moisture, six months may be too long. For automotive use, you can try a fuel stabilizer to help extend storage life. I use an additive marketed by Briggs & Stratton for my old tractors and it works well. But remember, these additives are not approved for aviation use.

Ethanol in airplane fuel is a bit like alcohol in a pilot.

Which brings up another question I get, which is why can you legally add alcohol as a fuel system anti-freeze, but ethanol is such a concern? It is true that the engine manufacturers do allow the addition of a certain percentage of Isopropyl Alcohol or IPA (usually from 1% to 3%). They do not allow any ethanol or methanol, so never use an automotive antifreeze. Not all alcohols are created equal and they each have different characteristics. For example, ethanol and methanol can drop out when they become saturated with water. This leaves a non-combustible mixture in your carburetor. Always check the appropriate service instructions for your engine and use only the type and level recommended by your engine manufacturer. 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

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Aviation-themed inn opens in Texas If you have traveled to AirVenture by way of Iowa City, you’ve probably seen the Alexis Park Inn and Suites located at Iowa City Airport (IOW). Until recently, the inn was owned and operated by Jay and Mary Honeck. Last year the Honecks bought another inn, this one located in the warmer climate of the Texas coast. “Having lived in Wisconsin and Iowa all our lives we were totally sick of winter,” Jay Honeck explained. “After the financial collapse in 2008 and 2009, market conditions became favorable for purchasing something, so we did in April.” The new facility, known as the Harbor Inn, is located in Port Aransas, Texas. The 23room inn is two miles from Mustang Beach Airport (RAS) and, according to Jay Honeck, is also in a prime location for guests who arrive by road rather than runway. The Honeck’s entry into the hospitality industry began around 2001 with a pre-buy inspection of a Piper Pathfinder. Their mechanic at Iowa City Airport shared a hangar with Harry Hinckley, who at the time owned the Alexis Park Inn. “You spend a lot of time with your mechanic when you’re field overhauling an engine, and Harry kept popping over to see how things were going,” Jay explained. “We struck up a friendship and soon discovered that he owned the old motel next to the airport. We immediately started giving him a hard time for missing the opportunity of making it into an aviation-themed motel that would appeal to fly-in pilots, given its excellent location. I think he ultimately got sick of us badgering him, and offered to sell the business to us. We had no intention of getting into the hotel business, but after considering it for a few days and staying at the inn, we decided that this was something we could have fun with, so we bought it from Harry in 2002.” The purchase led to what Honeck describes as “an absolute spending orgy” at AirVenture

Photos courtesy Jay and Mary Honeck


Jay and Mary Honeck show off some of the memorabilia they have collected over the last decade to decorate their new aviation-themed inn in Port Aransas, Texas, near Mustang Beach Airport (RAS). to buy artwork and memorabilia to decorate the new business. The first suites to be done were the Wright Brothers, Memphis Belle and the Red Baron. “We also bought stained glass windows for the lobby, and a bazillion other things —

everything from propellers to wing ribs,” he said. “We opened Aug. 19, 2002, but it took us seven-plus years to finish all 20 aviation theme suites. The last one, the Barnstormers Suite, was finished in 2009.” Over the years, the inn proved a popular

stop for aviators to and from AirVenture. “July, Oshkosh month, was always our best month, with many pilots stopping in for our pre-Oshkosh fly-in pool party,” he recalled. “As far as I know, for eight consecutive years we hosted the only fly-in pool party.” In the fall, the inn was full of football fans who came to see the Iowa Hawkeyes play. “The stadium is within walking distance of the inn,” he continued. “Those weekends often sell out years in advance.” In addition to providing out of town guests a place to stay, the inn also became a focal point of aviation advocacy. Ideas for aviation events, restoration projects, youth activities and the like were discussed beneath its roof, including the creation of the Take Flight exhibit at the Iowa’s Children’s Museum and the American Barnstormer’s Tour in 2008. The inn also hosted aviation-themed movies on Tuesday nights and had a Kiwi Flight Simulator that was popular with guests and the locals. By 2009 the Honecks were looking for ways to expand their operation into a warmer climate, but they soon realized that it was near impossible to run a hotel from 1,200 miles away, so they put the Iowa facility up for sale. The Honecks will be the owners and operators of the Alexis Park Inn until the end of February. The new owners were not interested in keeping the aviation theme, so the décor, ranging from a pitot tube from a SR-71 Blackbird to signed aviation artwork, was packed up and trucked to Texas. “All’s well that ends well,” said Jay. “I regret that we were unable to find a pilot who was passionate about owning and operating what amounted to a museum/bed & breakfast/hotel, but I am very happy that I have been able to retain all of the stuff we spent eight years acquiring.” Honeck added that once the Mustang Island facility is finished, it will be rebranded as “Amelia’s Landing” — “as in you know who,” he said.


General Aviation News —  800.426.8538

January 7, 2011

Three’s the charm By MEG GODLEWSKI

Photo by Meg Godlewski

The aviation gene is particularly strong in some families. The Boyd family from Washington state is a prime example. On Dec. 16, 2010, Jason Boyd, 19, (far left) passed his private pilot check ride. He’s the second member of his family to earn his wings through the professional pilot program at Clover Park Technical College in Lakewood, Wash., south of Seattle, and the third Boyd to be enrolled at Clover Park. Dean Boyd (far right), Jason’s grandfather, has been flying since he was a teenager. After retiring from the Air Force he entered the maintenance program at Clover Park and earned his A&P certificate. He went on to teach at the college and maintain the school’s fleet of aircraft for about 10 years. His son John (middle), Jason’s father, earned both his A&P and professional pilot tickets from Clover Park. Today he is a captain with Alaska Airlines.

Jason’s grandfather and father were on hand when Jason received his ticket. The older Boyd men noted that it was a bit like homecoming as they caught up with former students-turned-instructors and saw the airplanes that they had flown and maintained way back when. Clover Park’s vocational programs began in 1942 training civilians for technical jobs needed by the military. After the war the school expanded its offerings to include aircraft mechanic and pilot training. In 1954 the aviation program evolved into a college-level program, operating out of a hangar on an old Navy supply depot in Lakewood. In 2002 the aviation programs relocated to Pierce County Airport/Thun Field (PLU) some 12 miles east of McChord AFB. The building that houses the program today was specially designed for the needs of CPTC.

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Ponder for a moment how much coffee the aviation industry consumes. Now imagine if every time anyone in aviation drank a cup of coffee, a contribution was made to an aviation scholarship program, says Rob Riggen, a CFI and owner of Flying High Coffee. That’s the idea behind the new aviationthemed coffee company, which delivers coffee beans to homes, hangars and offices across the United States. The company will contribute at least 15% of all profits to fund youth scholarships and general aviation programs, according to Riggen. Riggen says he has always been passionate about introducing others to aviation. His New Year’s resolution involves giving back to aviation — and providing a simple way for others to participate, too.

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“Certified” Brand New Oil Coolers Don’t Repair - Replace at a Fraction of OEM cost No Core required! Used, metal contaminated, fatigued/cracked oil coolers are a lot like old cylinders. Both belong in the scrap heap! You can’t make old new again!


Photo courtesy Rob Riggen

For most Lycomings Includes body, shaft and impellers complies with AD96-09-10

“We hear so much about an aging and dwindling pilot population and high student pilot drop out rates,” laments Riggen, noting that if pilots pull together it can make a “significant positive impact on the future of general aviation.” “On average individuals will spend about $200 per year on coffee,” says Riggen. “Multiply that by the million or so aviation people who consume coffee on a daily basis and it adds up.” The coffee Riggen sells is roasted fresh as the orders are placed on his website and shipped right away. This means the coffee arrives as fresh as it can be, which sets it apart from other coffee options, according to Riggen. “Freshness is the absolute key to the best flavor in your coffee. Larger coffee companies can’t get it to the customers this fresh. Small batch roasting will produce a superior cup of coffee every time,” he observes.

“The very existence of aviation is proof that man, given the will, has the capacity to accomplish deeds that seem impossible.” — Eddie Rickenbacker, Rickenbacker: An Autobiography, 1967.

January 7, 2011 •


A Call Air made to share One of the first rules of a fly-in is don’t touch the aircraft. Seeing an airplane on display with a PLEASE TOUCH sign on it makes you wonder if you’ve fallen through the Looking Glass and are about to have tea with the Mad Hatter and the Cheshire Cat. But that’s what David Denton of Siloam, Arkansas, wants people to do with his 1951 Call Air A-2. Denton is one of those people who believes that owning an aircraft is transitory — you are part of its existence — and, as such, says he is compelled to share “his” aircraft with as many people as he can. “It’s all right, you can go inside,” he said to a little boy who paused hesitantly by the stepstool that was placed by the open door to the cockpit at last year’s Sun ’n Fun. The annual Spring fly-in was a perfect venue for sharing, said Denton, adding that this was the first time he’d flown the airplane some 977 miles for the event. “Top ground speed was 81 miles per hour,” he said. “We had a bit of a headwind.” Denton has been flying for 10 years. While we were visiting him in the vintage parking area he paused to answer a few questions from visitors. The first one was often “What is this?” “It’s a Call Air A-2, I’ve owned it about four years,” he explained. “I bought it off eBay. It is one of seven Call Air A-2s still flying in the world. “It was a corporate airplane back in the day,” continued Denton, pointing to the logo for the Wyoming Aeronautics Commission emblazoned on the side of the red and white lowwing. “It was designed for ranchers and farmers who would be taking off and landing in the sage brush at high field elevations.”

Photos by Meg Godlewski


Denton’s Call Air was built for the Wyoming Aeronautics Commission, making it one of the first corporate airplanes. On the tail is the image of a cowboy on a bronco, but that’s not the only art on the airplane, says Denton. “I wanted nose art, but I didn’t think my wife would appreciate it on the airplane, so I did this,” he said, unlatching the forward baggage door to show a picture of a Varga cowgirl, circa 1951. The baggage-door art isn’t the only interior surprise. Inside the cockpit the bench seat is natural cowhide. If you didn’t know better you’d swear the cow was sitting curled up on the floor. Denton was eager to get people to sit inside the airplane to see the details, such as the leather interior and the tube running down the fuselage where fishing poles can be safely transported. The tube is formed with wood and looks a lot like a fish trap. “I’ve tried to keep it as original as I can,” said

Denton. “It has the original Lycoming O-290-C engine.” The propeller is a McCauley, and a bit misleading to look at. It looks like it is made of wood, but when you tap on it, there is the unmistakable ring of metal. “I had an artist wood grain it,” said Denton. Although it was his first trip to Sun ’n Fun, Denton already had the showmanship aspect of the vintage area down pat. Next to the airplane were a pair of wooden skis and a poster of the January 1950 cover of “Flying” magazine, which featured a Call Air on skis.

The bench seat is cowhide. “The airplane on the cover is November 2915 Victor. Ours is one farther down the road, it is one six Victor,” Denton explained. “The skis were made by the Call Air factory. They are different from most snow skis in that the tires and wheels of the airplane do not have to come off. They sit down in the skis. You just put the airplane on the skis and you are ready to go.” Two years ago, the A-2 brought back an award from the antique aircraft show in Blakesburg, Iowa, in the Corporate Aviation category. From Sun ’n Fun he brought home an Honorable Mention in the Classic category, 1945 to 1955.

Denton wants people to touch and step inside his airplane, so he put up an instruction sign and step stool to facilitate the process.

Denton wanted nose art on his airplane, but didn’t want to offend anyone, so he opted for a picture of a Varga-esq girl in the baggage compartment.

Denton found a copy of Flying Magazine circa 1950, with a Call Air on skis on the cover, and added it to the display at Sun ’n Fun.


General Aviation News —  800.426.8538

January 7, 2011

The flight planning battle FlightPrep enforces its patent; RunwayFinder prepares to fight By JANICE WOOD In the days before Christmas, the offices of FlightPrep at the Aurora State Airport in Oregon were inundated with calls — and not ones wishing happy holidays. Instead, the calls were from pilots angry that the company’s attempts to enforce its patent for online flight planning forced the closure of a popular website, FlightPrep officials weren’t surprised by the e-mails and calls and sprang into action to explain their side of the story. But some weren’t listening. “The upsetting thing was that we received a few absolutely terrible e-mail and phone call threats that had to be reported to authorities,� said Ross Neher, general manager. “I cannot believe that some of these people are pilots or claim to be. To me a good pilot typically weighs all options and gathers all information before making a decision. I hope the reasonable pilots out there that are interested in the story continue to do so.� The controversy began earlier this year when FlightPrep began contacting flight planning websites to start negotiations to enforce its patent, which was awarded in 2009. It managed to reach a licensing agreement with one,, but the problems began when RunwayFinder’s developer informed its users that because of a lawsuit filed by FlightPrep, the site had to be shut down. The site was started in 2005 by Dave Parsons, a software engineer, as a side project. As a one-man show, Parsons said he couldn’t afford to fight a lawsuit. How it got to this point depends on who you ask. FlightPrep officials say they had to file the lawsuit against Parsons because he wouldn’t respond to any of their e-mails or letters. “How else can you get someone’s attention?� asked Neher. Parsons tells a different story on his blog: “In August, I received a letter from FlightPrep. The only thing the letter asked for was to enter into a confidentiality agreement. I was advised that this was a tactic used by unfriendly companies to conduct a fishing expe-

dition under a cloak of confidentiality and that I should not respond. Despite that, I wrote an e-mail to Roger Stenbock, one of the owners of FlightPrep and a named plaintiff in the lawsuit. I responded to an e-mail he wrote earlier in the summer fishing for information about RunwayFinder’s revenues. I received no response. I received another letter a few weeks later in September that was almost exactly the same, no mention of infringement or lawsuit and inviting me to enter into a confidentiality agreement. Between September 2010 and the time the lawsuit was filed, I heard nothing. No phone calls. No e-mails. No letters.� In late December, FlightPrep offered RunwayFinder a free license during the negotiations process, but Parsons instead took the site offline. While he says his initial instinct was to just shut down the website and move on, he found that that didn’t make the lawsuit go away. “I got an indication from FlightPrep that that was not enough,� he said. He’s found an attorney and plans to fight the patent. “I think there is a clear path toward fighting the lawsuit and potentially a way to invalidate their patent,� he said in a blog post. He’s created a defense fund, with supporters able to donate through PayPal. He said he’s received “quite a few� donations, which is “rather surprising.� While initially he planned to create a trust for the donations, he found that this was too complicated and time-consuming.

“I’ve decided to keep the donation process simple for now,� he said in his blog. “I pledge to you that every penny will go toward patent research, attorneys fees, court fees, and other costs directly related to defending Runway-

Finder. I will forward any funds remaining to the next company that FlightPrep goes after. If the issue dies out, I will pass the money to another general aviation defense fund project.� The ideal outcome, according to Parsons, is that the lawsuit is dropped and everything goes back to how it was before. “I’d like to go back to spending my free time adding features to RunwayFinder rather than responding to this lawsuit,� he said. “If there’s one good thing that has come out of this, it’s the increased contact I’ve had with other flyingrelated websites. I’m hoping this gets resolved and that we can work together to bring even better tools online to make flying safer.� FlightPrep’s Neher couldn’t agree more. “Having to file a lawsuit is not something that I wanted my small business to have to do,� he said. “We want the suit to go away worse than anyone and a license agreement will do that.� Many have likened the court battle to David vs. Goliath. But Neher says that FlightPrep isn’t a giant — it’s just a small company “that had a big idea back in 2001.� “We have already shown that other online planning sites can work with us to license our technology and not shut down or change in battle | See Page 17


Airplane & Helicopter Piston Engine Overhauls R-22 & R-44 Helicopters



January 7, 2011 •


New flight planner debuts DTC DUAT and Seattle Avionics have unveiled DUAT Voyager, a 100% free flight planner. While it downloads weather and TFR information from the Internet, it is not an Internet-based flight planner, and is not subject to the FlightPrep patent, according to company officials. “The aviation community is on fire with news and rumors about FlightPrep’s patent on Internet-based flight planning,” said Steve Podradchik, CEO of Seattle Avionics. “Seattle Avionics has received many calls and e-mails asking if we’re subject to the patent. As we don’t make an Internet-based flight planner, we’re clearly not subject to it and have not received any letter from FlightPrep. But with so many pilots concerned, we wanted to offer all pilots a free flight planning alternative that is clear of all patent issues. By teaming with

battle | From Page 16 any big way at all,” he said. “We didn’t shut down any websites out there and are not trying to do so. We are currently having conversations with a few companies and sites regarding online planning and will continue to do so. We want pilots to continue to have access to online flight planning — it is a great tool.” In fact, Neher praised RunwayFinder and Parsons. “We want him to continue working on his beta site,” he said. “It’s a really neat site.” Neher said the two companies could reach a “viable agreement,” noting that doesn’t necessarily include Parsons paying to license the patented flight planning software. “We are agreeable to discussing ways to license our technology that won’t cost his business anything,” Neher said, noting it could be something along the lines of sponsorship or marketing. “There are other possiblities besides financial.” FlightPrep has also been taken to task for taking on the smaller sites and not the giants in the industry, such as Jeppesen and the Aircraft Owners and Pilots Association, which offers a Jeppesen-powered flight planner to its members. Both Jeppesen and AOPA officials have said in statements that the FlightPrep patent does not apply to their flight planner. “FlightPrep has been in contact with AOPA regarding our patent and online planner technology since 2007,” Neher said. “We will certainly look at their technology and make our own assessment in our own due time to determine whether or not we agree or disagree with their published statement.” FlightPrep officials conceded in a Dec. 14 new release that “some in the pilot community are of the opinion that patents are unfair and should not be granted for software. We doubt we can change their minds with this news release. However, the fact is many patents are issued for software inventions every year. Without them inventors would have little incentive to advance state-of-the-art technologies. Applying for patents and seeking royalties are normal and sound business practices and are done by virtually all successful technology businesses, large or small.” The company has posted a “myth-vs-fact” sheet at “to answer some of the questions and simply state the facts,” Neher said.

DTC DUAT, we can offer outstanding weather and flight planning services and an alternative to FlightPrep’s Golden Eagle.” FlightPrep’s Golden Eagle, which is also free, is used by more than 30,000 pilots, according to Ross Neher, FlightPrep’s general manager. “We add new features to the program all the time,” he said. The flight planner just introduced by Seattle Avionics and DTC DUAT “is not new,” he added. “It’s PC software that has been around for a few years — it’s just a new name. Our

Golden Eagle FlightPrep software already does and has been doing PC flight planning with information downloaded from the Internet for years.” In fact, DUAT Voyager is a streamlined version of the full Voyager Flight Software system, according to Seattle Avionics officials. It features Victor and GPS Direct autorouting, a profile view that shows your flight over terrain, automatic background weather downloads, weather overlays including NexRad radar and altitude-sensitive cloud tops (satellite

images), full DUAT briefings, automatic TFR download and overlay, kneeboard printouts, electronic flight plan filing, and more. Users can use Voyager’s WebSynch feature to transfer flight plans between multiple computers. Flight plans can be exported to Google Earth for 3D flight previews, company officials add. Pilots can download the flight planner free at,,

Together we can





General Aviation News —  800.426.8538

January 7, 2011

Sporty’s has issued a Trends Report for 2010, highlighting the top trends of the year. Topping the list: the iPad. Pilots were early adopters of the Internet, laptops and GPS so it makes sense that they feel totally comfortable with technology, Sporty’s President Michael Wolf notes. Lightweight and compact, the iPad was built for cockpit use and pilots have made this gadget their own in huge numbers, he said. With all that said, however, paper charts are still quite popular, he added, noting pilots like the security of a no-battery backup. Second on the list is tunes. In-flight music is almost an essential, at least for passengers. Accessory adapters, Bluetooth on headsets, and other gear that brings music to the cockpit are all very popular, Wolf said. Only the best: JC Penney had a bad third quarter. Tiffany & Co. had one of its best.

Same with headsets, according to Wolf. Despite troubled economic conditions, premiumpriced headsets, such as the Bose A20, are hotter than ever. In fact, Sporty’s founder Hal Shevers has said that the most surprising thing in his career has been that pilots would pay $1,000 for a headset, and now they are paying slightly more. Retrofit glass panels are the must-have upgrade for owners of older aircraft. Wolf reports that Sporty’s on-site avionics shop, Cincinnati Avionics, was kept busy last year with numerous Garmin G500 and Aspen Evolution installations. “Still, round gauges are not dead,” he said. “We estimate that the majority of our customers have yet to fly glass.” Consumers’ desire to personalize and customize many of their belongings now extends to flight bags, he said, noting a contributing factor is that electronic devices can be padded

and protected and not just thrown in a duffel bag. Even with GPSs everywhere, pilots still want and need a backup NAV/COM, and they want it to do more than ever, according to Wolf. Portable traffic systems are hot — not just as stand-alones, but as an add-on to a portable GPS. This combination creates a real portable MFD — navigation, charts, weather, traffic, terrain, he noted. Portable eBook readers became mainstream in 2010, and in many cases eBooks outsold their paper cousins. “eBooks are an ideal tool for pilots on the go — portable, buyable anywhere there’s Internet access and (pilots love this) less expensive than regular books,” Wolf said, noting Sporty’s introduced four eBooks in 2010, and its eBook offerings will continue to grow in 2011.

Photo courtesy Sporty’s

Sporty’s spots top trends for 2010

MICHAEL WOLF New student enrollment in the University of Cincinnati’s Professional Pilot Program, which Sporty’s manages, was up significantly last year, he reports. More and more young people are choosing aviation as a career path, and preparing now for an expected hiring boom, he said.

Demystify turbocharging The Cessna Pilots Association (CPA) will hold a one-day seminar on turbocharging at its headquarters in Santa Maria, California, Saturday, Feb. 26, 2011. CPA Executive Director John Frank says this seminar will educate the aircraft owner on the components and detailed workings of Teledyne Continental turbocharging systems, specifically those used on the Turbocharged 210 Centurion, the Pressurized P210 Centurion and the turbocharged TU206 Turbo Stationair

(manufactured from 1966 through 1986), the TP206 Turbo Super Skylane and the T207. “Most operators of turbocharged aircraft understand the basics of turbocharging, which is exhaust turns a compressor which forces more air into the induction system,” says Frank. CPA’s instructors will break the turbocharging system down into its basic components and their functions. From there, they will move on to system setup, rigging and adjustment. Operational Flight Test, Critical Altitude Check

and detailed troubleshooting will be highlighted. There will be a special emphasis on powerplant management, leaning and high altitude operations. The seminar will include a special hands-on demonstration presented by Phil Kirkham of Coastal Valley Aviation that includes details of proper leak checking of exhaust and induction systems. As a bonus, the seminar will include information on the physiology of high altitude

Lycoming Engines has been awarded the Shingo Prize for Operational Excellence. Dubbed the Nobel Prize for manufacturing, The Shingo Prize for Operational Excellence is awarded annually by the Jon M. Huntsman School of Business at Utah State University to companies that achieve worldclass operational excellence. The prize, established in 1988, is named in honor of Dr. Shigeo Shingo, the legendary engineer who created many of the Toyota Production System’s processes. “Since 2004, Lycoming has been transforming itself into a globally competitive manufacturer known for its products, innovation and customer service,” said Michael Kraft, Lycoming senior vice president and general manager. “It is a tribute to every member of our team that the Shingo Prize assessors took an extensive look at every aspect of our business — from manufacturing to customer service and all points in between — and found us deserving of the highest honor.” Businesses can challenge for The Shingo Prize only after they have shown measurable, sustained levels of operational excellence and exhibit a lean culture across all functions, according to officials. After submitting a report based on its achievements over a minimum of three years, the business then must undergo a rigorous multi-day onsite evaluation. Beginning in 2005, Lycoming committed to lean operational principles, according

Photo courtesy Lycoming

Lycoming wins Shingo Prize to officials at the engine manufacturer. In 2008, The Shingo Prize organization recognized Lycoming with its second highest honor, the Shingo Silver Medallion. “In one of the most challenging economic environments in our country’s history and in our industry, Lycoming Engines has not merely found a way to survive, we have relentlessly improved,” Kraft says. “Furthermore, we were able to keep up the pace even as the Shingo Prize was raising the bar on its own standards for Operational Excellence.”

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flight and oxygen system use, along with high altitude flight planning, climbs, cruise control, leaning and use of engine analyzers. There will be an additional section on the special considerations on intercooler equipped aircraft. The cost of the Continental-powered 200 Series Turbocharging Seminar is $250 for CPA members and $305 for non-members. Attendance is limited. 805-934-0493 or

January 7, 2011 •


Refining Remos Gretchen Jahn takes a top spot at the LSA company

change, and what improvements we should make to it,” she said. “What about our product would you like to see improvements to? We are all ears.” Fast-forward to late last year: Jahn and the rest of the Remos team are sifting through the information gleaned from the customer input. According to Jahn, much of the information indicates that Remos is on the right track. “Customers value the quality of the Remos GX fit and finish, the flight handling of the aircraft and its useful load,” she said. “Information gleaned from the survey is helping Remos improve and shape its product, sales and service strategies.” When Jahn joined Remos, the factory had the ability to produce 200 aircraft a year. “In terms of production it is a matter of just continuing to polish that diamond,” she said.

“I am thrilled in terms of the quality of the process and the approach to manufacturing. We can go from nothing to a fully flown, signedoff aircraft in just six weeks.” The airplanes are manufactured in Germany. They are test flown and registered, then packed into shipping crates for the trip to the United States. When they arrive here, they are unpacked and go through a full inspection before being turned over to dealers and customers. The customer base runs the gamut, said Jahn, from flight schools and entry level pilots to the more experienced pilot who wants a smaller, more economical airplane to fly for fun. Because the airplane is sold worldwide, the Remos is adapted to the culture of its customers. “Our U.S.-based customers want different

things than our European customers,” said Jahn. “In avionics, for example, we have a combination of certain manufacturers’ radios that are preferred in Europe and others for the U.S. market to cover the customers’ different interests and requirements.” According to Jahn, there is a difference between manufacturing in a fully regulated environment verses manufacturing in the LSA environment. “I am grateful to the individuals and companies that devoted their time to creating the ASTM standard for Light-Sport Aircraft,” she said. “They did a great job in developing consensus standards that help assure a safe and reliable product. Remos is becoming more heavily involved in this effort as we see it as a REMOS | See Page 30

Photos by Meg Godlewski

With new opportunities there are new possibilities and new challenges. Both appeal to Gretchen Jahn, former CEO of Mooney Aircraft, as well as former general manager of New Zealand’s Alpha Aviation. In July, Jahn became the Chief Operating Officer of Remos Aircraft. When General Aviation News caught up with Jahn at AirVenture, she had been in her new position less than a month, barely enough time to get business cards printed, but she was already elbow-deep in the world of Remos. “It’s great to be back at Oshkosh representing such a great airplane,” she said with a smile, noting that the Remos is one of the more popular Light-Sport Aircraft on the market. The Remos is a high-wing composite design with gull-wing doors. The airplane, made in Germany, was one of the first to gain a foothold in the American LSA movement. “Initially it was designed to fit into the European ultralight category,” Jahn explained. “Then as light-sport aircraft developed and evolved in the United States, the airplane evolved along with it.” The early Remos had a basic VFR cockpit and the interiors were little more than tube cages with fiberglass shells. The airplane seemed more ultralight than airplane to some people. That has changed, said Jahn. “Our customers have things that they want to see in the airplane that are in addition to what ultralight customers want,” she said. “For example, we have leather seats and a leather interior which is absolutely lovely.” Jahn’s reputation in the industry is that of a person who helps businesses become more efficient and customer friendly. The process at Remos began with an online customer survey. “We want people to go to our website and tell us what about the airplane do you think is absolutely wonderful, what we should not

Photo courtesy Remos


Jahn welcomes people to the company’s exhibit at last summer’s AirVenture.

Jahn shows off the LSA’s interior, which she claims is “absolutely lovely.”


General Aviation News —  800.426.8538

Leon Whelchel’s 1942 Tiger Moth

January 7, 2011

Low-time, high fun Most airplanes are fun to fly, but there are some that are just more fun than others. Leon Whelchel of Vinton, Iowa, believes he’s on the high-side of the fun scale when he flies his 1942 de Havilland DH 82A Tiger Moth. The open-cockpit biplane was a trainer during World War II. When Whelchel taxied into the vintage parking area at last summer’s AirVenture decked out in a tan flight suit, leather jacket and helmet, he looked like a page from history come to life. The attire is de rigueur for open cockpit flying, he noted, as he carefully parked the airplane in the grass. You can tell that Whelchel cares for the Tiger Moth. In many ways it looks as though it just rolled out of the factory, when actually it was delivered to the Royal Air Force in 1942. “I’ve owned it for 37 years,” he said. “De Havilland built 8,000 of them during the war. There was also a factory in England and when the war started they had factories in Canada, Australia and New Zealand. This particular one was built in Australia.”

Photos by Meg Godlewski


Leon Whelchel gets his 1942 Tiger Moth in place to show it off to the airshow crowd. The cockpit (right) is “very British,” sporting a huge magnetic compass. The plane, which Whelchel has owned for 37 years, has just 2,900 total time. According to Whelchel, the Tiger Moth is sort of the British version of the Stearman, as it was the primary trainer for air corps. “My airplane was part of No. 6 Elementary Flying Training School in Tamworth, New South Wales,” he said, adding that part of the fun of having a vintage airplane is learning about its history. For that, he had to take a trip to England. “I went to the Royal Air Force Museum in London and found a picture of the squadron. I painted it like the airplanes in the picture,” he said. “Those are authentic markings and the

authentic serial number that the Australian Air Force gave it.” The markings include a red kangaroo on the side of the fuselage, the red, white and blue roundel, and the striped tail. Most of the cockpit instruments also came from England. “De Havilland built so many of them during the war that parts are still pretty easy to come by,” he said. The first thing that people notice when they peek inside the cockpit is the magnetic compass. It’s huge by American standards and looks more like something that you would find on a ship. “That’s what they used. It’s very British,” he said. “The airplane also has a standard inclinometer, which is basically a triangular tube with fluid in it. The angle gives you the rate of climb. It also has a turn and bank indicator. The bottom tells you the rate of turn and the top tells you if you are slipping or not.” The magnetos are activated with blip switches. The plane is powered by a 140-hp de Havilland Gypsy Major inline 4-cylinder inverted engine. Since the airplane was designed to be a basic trainer, it’s not exactly a speed machine. “Cruise is 90 knots on a good day,” Whelchel chuckled. “Landing is done at 52 or 53 knots.” Whelchel has made a few changes to the airplane to make it more user friendly. For starters, it has a modern radio and, instead of a tail

skid, he has a tailwheel. “During the war the airplanes had tail skids on them because back then there were wonderful grass fields to land on,” he said. “Today if you have a tail skid, landing on an asphalt or cement runway will grind it down, so I put on a tailwheel.” The fuselage frame is tube steel with plywood decking and Dacron covering. The wings are wood. “Those are the original wings,” said Whelchel. “I recovered the airplane about 10 years after I got it and we found the wings were just about perfect — all they needed was varnish.” The airplane holds 234 gallons of fuel. The fuel level indicator is a float. Considering its age, Whelchel’s airplane is relatively low time. “It has about 2,900 total time now,” said Whelchel. “I put about 2,000 of that on it. The reason that it is so low time is that it was the squadron commander’s airplane and all he did was give instructor flight checks in it. It was never a student airplane.” Over the years Whelchel’s Tiger Moth has won awards at several air shows and fly-ins, but still hasn’t taken home an award from AirVenture. Maybe next year?

January 7, 2011 •


This Stinson sports a ‘Snot Box’ Radial engines make a wonderful noise, but they also can make an awful mess when they are parked because gravity brings the oil into the bottom cylinders and from there it drips down the exhaust pipes and onto the ground. Dean Del Bene, the owner of a 1937 Stinson SR-9C, had some special containers fashioned to catch the oil. It kept the oil off the ground, but there was still an issue. “The oil couldn’t be recycled, it had to be thrown away,” he explained. “And that gets expensive.” Del Bene, who has owned the Stinson since 1973, threw away a lot of oil until about 2000, when he heard about a device that was supposed to keep the oil from draining out. “I paid about $400 for it,” said Del Bene. “I got the thing in the mail. It was a gallon paint can and a neoprene hose and I thought, ‘Oh gosh, I’ve been snookered! I’ve been had!’, but it also had this little machine part that attaches to the lower part of the engine, and I thought ‘why not try it? He’s already got my money’.” The device, which attaches to the oil sump when the aircraft is

Photos by Meg Godlewski


parked, is supposed to keep the oil from going down into the cylinders. Del Bene was skeptical, but to his surprise and delight, the contraption works like a


charm. “It works slicker than snake snot! Which is how it got its name: The Snot Box!” he said proudly. Unfortunately Del Bene isn’t sure if the product is still for sale and we weren’t able to find it either, so he may have a one-of-a-kind contraption for his Stinson.

It’s not just the Snot Box that makes the Del Bene Stinson special. The airplane was used by American Airlines in the 1930s as a training airplane. Back then pilots were required to be familiar with all the airports within 50 miles of the airline’s regular routes. Del Bene said his airplane was used for instrument training and route qualification.

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General Aviation News —  800.426.8538

January 7, 2011

The best of both worlds Eagle Neck Airpark offers residents flying and boating It’s not unusual for Bunny and Jeff Anderson to begin their Saturday mornings with a boat ride on the tidal creek a short distance from their runway home at Eagle Neck Airpark in coastal Georgia. The Andersons are a flying family but being near the water was one of the key attractions that brought them to this aviation community developed amid one of the most pristine salt marshes on the East Coast. Eagle Neck Airpark, 1GAO, sits a few feet above the tidal flow of the Atlantic behind St. Catherines Island 45 miles south of Savannah, Ga. About 30 families live on the airpark and there are approximately 50 additional building sites within the heavily wooded development. The Anderson home is among those along the 3,475-foot runway, while other houses are grouped on the opposite side of the airpark beside the marsh. There is a community dock and some of the homes have private docks. There is also a swimming pool, tennis court, playground, public fishing and dock area, and other group amenities within the gated community. The Eagle Neck taxiways, which double as the airpark road network, wind through groves of stately live oaks and stands of pines. Every

Photos by Bill Walker


Retired police officer Ray Snyder named the RV-8 he built “Sweet Lorraine” after his wife. few hundred feet a home and hangar are visible from openings in the trees and thick coastal undergrowth. The live oaks, the state tree of Georgia, create great areas of cooling shadow throughout the airpark. “We were looking near the coast here,” Jeff said. “There is actually another subdivision down the street called Belvedere and as we

were driving back from there we saw this big he loves to build aircraft and work with just strip that looked like a runway.” about anything mechanical. His RV-9, with “After that, Belvedere lost all chance of havtwin glass panels, autopilot and a long list ing the Andersons as residents,” Bunny said. of electronic extras, would make most steam “It was pretty much a done deal once we found gauge pilots green with envy. It is his second Eagle Neck. I fish and Jeff flies and three of homebuilt. our four sons are pilots, so it’s perfect.” The two couples agree that Eagle Neck is “I came down thinking I was going to build a great place to live. “Oh, so relaxing,” Buna Velocity,” Jeff said. “But since there’s six or ny Anderson said. “It’s quiet like a church. seven RVs in the neighThe sky at night is just borhood and everybody unimaginable. It’s so has tools and knows what bright. We’ve never seen they’re doing, I figured anything like it. The air I’d start where I had a lot is terrific. We get out of help.” here on the dock and One of those RV owncatch our own shrimp ers is Wayne Owens, a and crab.” retiree whose front porch McIntosh County, looks out on the marsh where Eagle Neck is and the community dock located, is rural, noted where the Andersons tie Owens. “It’s a very laid — Eagle Neck resident Ray Snyder back style around here,” up their boat. Owens and his wife he said. “There is not Marian moved to Eagle Neck eight years ago a stop light in the county — just a four-way from inland Georgia. They owned a lot on an flashing caution light in Darien, a town about airpark in Arizona, but Marian wanted to be 20 minutes away by car.” close to her family in Savannah. “You can’t “It is so far away from shopping,” Bunny get a Georgia girl out of Georgia,” said OwAnderson said, noting it’s about 45 minutes by ens. Rather than build a home, they purchased car to Savannah. “But I don’t care about that. one that came on the market. That’s not something that bothers me.” Owens, a retired elevator mechanic, said The airpark, which has been around some

“Everybody who comes to visit says, ‘you’ve died and gone to heaven.’”

Wayne and Marian Owens bought a home on the marsh near the community dock at Eagle Neck Airpark.

The gated entrance to Eagle Neck Airpark.

January 7, 2011 •


Eagle Neck resident Wayne Owens shows off the glass panels of his RV-9. Bunny and Jeff Anderson motor up to the community dock after a Saturday morning ride on the tidal creek at Eagle Neck Airpark.

Michael Mock loves to boat and to fly his Cessna 340. He says he can do both with ease at Eagle Neck Air Park. 25 years, has “a pretty good cross section of people living here,” according to Owens. “We’ve got a retired policeman, retired doctors, still-working doctors, retired people from Gulfstream and people still working at Gulfstream.” Ray Snyder and his wife Lorraine have been residents of Eagle Neck for 18 years. When they moved in the airfield was still turf. It was later paved. Snyder, a retired police officer from Bethlehem, Pa., said he and Lorraine conducted an extensive search of the popular airparks in Florida before deciding on Eagle Neck. “We liked the trees here,” he said. “The access to the water was nice. It was the best of both worlds, so we settled here.” He said the weather was a surprise. “We thought we’d have a change in seasons,” he explained. “But here you have hot and less

hot,” Lorraine said with a laugh. Ray, a U.S. Navy veteran, painted his RV-8 with Navy insignia and named it “Sweet Lorraine.” He built the aircraft over a period of six years while working in Georgia after retiring as a police officer. Snyder said he enjoys working on aircraft and once rebuilt a Stearman. Early on in his aviation repair work, he also rebuilt a couple of Aeroncas and a Ryan PT-19. He flew a Cessna 120 while building the RV. “A neighbor had an RV-4,” he said. “But that wasn’t enough room for me. I’m 300 pounds, 6-foot3. Van’s brought out the RV-8 and I bought the kit. The neighbor down the street bought one right after that and we built them together.” Ray finished his plane in 2004. “At Eagle Neck we rely on one another just like any small community,” he said. “If some-

The 3,475- by 41-foot runway at Eagle Neck is built between tall pines.

thing happens, everyone wants to help out. Everybody who comes to visit says, ‘you’ve died and gone to heaven.’” There’s a Saturday morning pilots’ breakfast group that meets at the local McDonald’s down the road from the airpark. “We sit there for two hours drinking one cup of coffee,” Snyder said. “They treat us well despite that,” Owens added. Michael Mock also lives in Eagle Neck. He works at Gulfstream Aerospace in Savannah as manager of avionics and electrical systems and has had a home in the airpark since July 2008. He flies a Cessna 340. “I decided to live here because of the affordable hangar space, the ease in working on my plane, which makes airplane ownership more affordable, and for free you get a dream workshop,” Mock said. “One thing that is really slick: Some people like boats and some people like airplanes. I like both. My boat is down at the dock and has been for weeks. We can go down to the dock and boat and go out here and fly.” One of the biggest attractions along this section of the coast is the nearby Harris Neck National Wildlife Refuge. The refuge includes the 1,200-acre site of an old World War II pilot training base and the 2.7-mile hike around the old airfield perimeter is one of the best nature trails within the 2,762-acre refuge.

The airpark website,, offers information on homes and lots for sale. Recently, four marshfront homes ranging in price from $480,000 to $794,000 were listed. Lots were offered ranging from $49,000 for a 1.1 acre runway lot to $199,000 for a 1-acre marshfront lot. Eagle Neck does not offer fuel on the field but the homeowners’ association spokesman said work was being done to open a commercial pump once used at the field. For those landing on invitation, “Watch for two towers 1,200 and 1,024 feet above ground level approximately two to three miles south and southwest of the airport,” a website advisory notes. Also the 100-foot pines flanking the runway can cause swirling air currents as you descend below them in crosswind conditions. The common traffic frequency is 123.0. Position announcements on approach and in the pattern are necessary because the tall pines restrict the view from the ground. The runways are 1-19 with standard traffic. Airfield coordinates are 31.38.2N 81.19.5W. Contact the Eagle Neck Homeowners Association for permission prior to landing at 912-832-6778 or 912-832-6718.

Bunny and Jeff Anderson wanted to live close to water and a runway. They found both at Eagle Neck Airpark in Georgia.


General Aviation News —  800.426.8538

January 7, 2011

Dennis Parks Flight & Flyers After the end of World War I, surplus warplanes were dumped on the market at a fraction of their original cost, leaving manufacturers with little demand for new aircraft. Without a doubt this availability of cheap aircraft hindered the development of new aircraft in the U.S., as surplus aircraft, many still in shipping crates, were sold for as little as a couple of hundred dollars. In fact, the post-war market looked so good that Curtiss bought back more than 1,600 JN-4 Jennies and 4,608 OX-5 engines. The vast popularity of the war-surplus Jenny led to its being the second most registered aircraft design in the United States before 1940. However, the corollary to the story is that the stocks of war surplus Curtiss OX-5 engines powered the growth in general aviation for a decade. The V-8, 90-hp OX-5 was the first mass-produced aircraft engine in the United States. When Jennies began to fall apart in the late 1920s, a new generation of aircraft were specifically designed to take advantage of the huge supply of nearly free, brand new engines. Dozens of designs, including Swallows, Travel Airs, Wacos, Curtiss Robins, and many others, would never have happened so easily if the engines hadn’t been so readily available at the beginning. The OX-5 engine powered an amazing amount of aircraft into the U.S. market. Of all of the aircraft produced in 1927, 69% mounted OX-5s. U.S. aircraft registrations for 1929 showed 58% OX-5 powered. And of all the aircraft registered before 1940, 18% had OX-5s. SWALLOW In 1927 the Swallow Airplane Manufacturing Co. of Wichita published an ad claiming to be the “oldest manufacturer of commercial airplanes in America.” This could be true, as from 1924 through 1929 the company was one of the country’s leading builders of general aviation airplanes. Swallow was, in fact, the pioneer builder of the post-World War I generation of private aircraft and introduced many new features that soon became industry standards. Swallow had its beginning when E. M. “Matty” Laird was brought to Wichita from Chicago to produce his aircraft designs there. His post-war model was named the Laird Swallow. It was a good airplane — better than the contemporary Curtiss Jennies and the similar Standards, outperforming them with the same 90-hp Curtiss OX-5 engine. In 1924 Laird moved back to Chicago and the company was taken over by Jake Mollendick, one of the financial backers, who reformed the business as the Swallow Airplane Manufacturing Co. with Lloyd Stearman as engineer. The first Swallow airplane, designed by

Stearman and advertised as the New Swallow, was introduced in the spring of 1924. Except for the use of the war-surplus OX-5 engine and a wood-and-wire fuselage, this was an entirely new airplane from nose to tail. The OX-5 engine was enclosed in a neat cowling that was to become virtually standard for all subsequent designs using this powerplant. The use of only one bay of wing struts in place of two, as on the Jenny and the Laird Swallow, coupled with the neat nose design, gave the New Swallow a very new look. Most important, however, was the fact that the timing of the new model was right — the war surplus models were beginning to wear out by 1924, and the greater cost of a new production model was not the sales handicap that it had been. The Swallow airplane became the first really successful commercial aircraft built in America, with nearly 600 produced. TRAVEL AIR Another successful manufacturer based in Wichita was the Travel Air Manufacturing Co., formed in the fall of 1924 by a number of former Swallow employees, including Lloyd Stearman, Walter Beech and Clyde Cessna. The Travel Air design took a great step forward with the use of steel tubing instead of wire-braced wood for the fuselage and tail. The refusal of officials at the Swallow Co. to adapt has been given as the reason for the split of Stearman and others from that company. Another significant advantage of the Travel Air was the provision for the mounting of various powerplants, from the cheap, surplus 90hp Curtiss OX-5 to the new 200-hp Wright J-4 radial. The first Travel Air was completed in March 1925. Walter Beech was soon entering the new plane in races and long-distance competitions, earning prize money and praise for the design. By the middle of 1925 Travel Air had 15 orders. Eventually, more than 800 of the OX-5-powered Model 2000s would be produced. This was a production number for OX-5-powered aircraft only surpassed by the Waco Aircraft Co. WACO The Waco name was extremely well represented in the U.S. between the wars, with more Wacos produced than any other aircraft. The company’s roots go back to 1919 when Charles “Buck” Weaver formed the Weaver Aircraft Co. with the company’s aircraft known as Wacos. In 1923 the company was reorganized as the Advanced Aircraft Co. Among the new principals in the company were Clayton Burckner and Sam Junkin, former Curtiss employees. Initial products were rebuilt and modified Curtiss Jennies. Their first successful design was the Waco 9 OX-5-powered three-seat biplane. It became popular very quickly with 47

Photos courtesy Museum of Flight

The OX-5 era

A Laird Swallow advertisement from 1921.

A Waco 9 advertisement from 1926.

A Travel Air Model 2000 ad from Western Flying, September 1928. produced in 1925. More than 300 of the Model 9s were produced before it was supplanted by the improved Model 10, which was advertised as quicker to takeoff and faster to climb than its predecessor. The Waco 10 would be the most popular of the OX-5 biplanes produced in the United States, with more than 1,000 registered. In fact, Waco was the most successful of the civil aircraft manufacturers prior to 1940. The company’s success was very dependent on the OX-5 engine, with more than onethird of its production powered by them.

CURTISS ROBIN Introduced in early 1928, the three-place Curtiss Robin cabin monoplane was an important aircraft in that it bridged the gap between the biplane and monoplane eras in the development of general aviation. It was also the only successful OX-5-powered cabin monoplane. The Robin was also the first effort by one of the major aircraft manufacturers to bring out a low-cost modern cabin monoplane for private FLIGHT & FLYERS | See Page 28

January 7, 2011 •


Accident Reports These January 2009 accident reports are provided by the National Transportation Safety Board. Published as an educational tool, they are intended to help pilots learn from the misfortunes of others. Aircraft: Siai-Marchetti SF-260C. Injuries: 2 Fatal. Location: Santa Monica, Calif. Aircraft damage: Destroyed. What reportedly happened: The main wing tanks had been topped off about a week before the accident by another pilot. The accident pilot had about 20 hours in the same make and model airplane. The flight manual indicated that the selector valve should be positioned on the left wing tank for starting. Both the manual and the placards on the instrument panel stated that the use of “Tip Tank” and “Both Tips” is limited to level flight only. The pilot reported that he taxied the airplane from the hangar with the fuel selector valve in the right tip fuel tank position per standard operating procedures for the airplane. He said a small amount of fuel was in the tip tank, however, the exact quantity was not determined. Witnesses said the airplane appeared to climb normally until reaching an altitude between 200 to 400 feet AGL when the engine stopped. The airplane turned right, entered a spin, then hit the runway. Examination of the wreckage revealed that the fuel tank selector valve handle appeared to be in the right tip fuel tank position. Investigators determined that the fuel tank selector was probably moved out of the selector detent as a result of the crushing forces and structural deformation around the selector handle when the plane hit the ground. Probable cause: The failure to select the proper fuel tank for takeoff, which resulted in a loss of engine power. Aircraft: Lancair 360. Injuries: 2 Fatal. Location: Joliet, Ill. Aircraft damage: Destroyed. What reportedly happened: The 3,425hour pilot, who held a commercial certificate with an instrument rating, was at the end of a four-and-a-half-hour flight on New Year’s Day. The airplane landed with approximately four gallons of fuel on board. After landing, he made numerous attempts to locate fuel in order to continue the flight so that his passenger could be at work in the morning, but discovered that fuel services were not available at the airport because it was a holiday. The pilot siphoned fuel from another airplane parked at the airport, leaving a note and money for the fuel he took. With the help of the Internet and a friend on the telephone, the pilot attempted to find fuel at nearby airports. By the time the plane took off again it was dark. There were no witnesses to the accident, but based on the impact marks investigators determined that the plane stalled during takeoff. The left wing hit the ground and the airplane flipped over and caught fire. The post-accident investigation revealed that at the time of the accident the airplane was slightly over the maximum gross takeoff

weight and the center of gravity was slightly aft of the aft limit. Another pilot, who took off around the time of the accident, reported that he had to wipe frost off his wings and tail with a towel prior to takeoff. Investigators could not determine whether the slight frost, slight over-gross condition, or slight aft CG contributed to the aerodynamic stall. Probable cause: The failure to maintain adequate flying speed during the night takeoff for undetermined reasons, which resulted in an inadvertent aerodynamic stall and subsequent loss of control Aircraft: Cessna 172. Injuries: None. Location: Lancaster, N.Y. Aircraft damage: Substantial. What reportedly happened: The student pilot was soloing for the first time. The first two landings went well. As the airplane accelerated for the third takeoff, it veered to the left. The student applied right rudder but it was not enough to keep the airplane from going off the left side of the runway and into a snowbank, where it nosed over. Probable cause: Failure to maintain directional control during takeoff. Aircraft: Nanching CJ-6. Injuries: 2 Fatal. Location: Justin, Texas. Aircraft damage: Destroyed. What reportedly happened: The 2,500hour pilot was leading a three-ship formation. While in pattern to land, the plane made a very steep right turn that immediately turned to a near vertical nose-down descent. The plane crashed and burst into flames. At the time of the accident, the winds were from 40° from runway heading at 10 knots gusting to 19 knots. The investigation could not determine if the wind conditions contributed to the pilot’s decision to use a steeper-thannormal bank angle. FAA Advisory Circular 61-67C informs pilots that accelerated stalls can occur at higher-than-normal airspeed if there are abrupt and/or excessive control inputs such as during steep turns. Probable cause: The failure to maintain adequate airspeed while maneuvering on approach, which resulted in an accelerated stall and subsequent loss of control. Aircraft: Piper Cherokee. Injuries: 1 Fatal, 2 Serious. Location: Indiana, Pa. Aircraft damage: Destroyed. What reportedly happened: The 113-hour pilot called the airport earlier in the day to inquire about the weather. After being told the weather “wasn’t too bad,” he requested the plane be fueled, then drove to the airport with the two passengers. They observed the poor weather conditions on their way to the field, which led to a discussion about postponing the flight for another day. They arrived at the airport with the intent to simply pay for the fuel and leave. One of the passengers asked if “a go in the pattern was possible.” The pilot agreed,

although he stated that it was against his better judgment. The pilot was not instrument rated and the airplane was not equipped for instrument flight. He told investigators that the weather wasn’t too bad at takeoff but, by the time darkness fell, the runway was obscured by fog and instrument conditions prevailed. When they returned to the airport for landing, he couldn’t see the runway because of the fog. He radioed the FBO and repeatedly asked whether the line services personnel could see the airplane, and if it was over the runway. A line service employee stated that he was in radio contact with the pilot during at least five attempted approaches to runway 28. The line service person advised the pilot to climb, declare an emergency, and contact ATC for assistance. The pilot did not heed this advice. After the fifth approach the pilot stated that he could see the lights on the runway and noted that most of the runway was now behind the airplane. He elected to make one more attempt to land and initiated a goaround. The airplane crashed into trees alongside the runway during the attempt. Probable cause: The pilot’s decision to attempt VFR flight in IMC conditions, resulting in a collision with trees during a go-around. Aircraft: Sport Cruiser. Injuries: None. Location: Casa Grande, Ariz. Aircraft damage: Substantial. What reportedly happened: The pilot followed the manufacturer’s before-takeoff checklist, but failed to ensure that the canopy, which is hinged in the front of the cockpit, was latched. The airplane was about 500 feet above ground when the canopy opened. The pilot tried to keep the canopy closed with his hand but it continued to rise, so he turned back toward the airport but ended up making an offfield landing. Inspection of the canopy latch mechanism revealed no mechanical problems. The manufacturer does not provide a “canopy unlatched” warning device, and the Pilot Operating Handbook does not include a checklist step to check that the canopy is latched, instead, step four of the checklist states “Cockpit canopy – closed.” The emergency procedures section of the POH does not include a procedure to follow if the canopy becomes unlatched during flight. In addition, there is no discussion in the POH about the airplane’s flight characteristics with an unlatched canopy. Probable cause: The failure to ensure that the canopy was latched prior to takeoff. Contributing to the accident was the inadequate guidance in the Pilot Operating Handbook regarding canopy procedures. Aircraft: Ryan Navion. Injuries: None. Location: Three Forks, Mont. Aircraft damage: Substantial. What reportedly happened: Prior to departure the pilot noted that both wing tip tanks were full of fuel and that the main tank was at least 2/3 full. He determined that he had adequate fuel for the flight. After takeoff, he re-

positioned the fuel selector to draw fuel from the right tip tank, and later, while en route, switched the fuel selector to the left tip tank. As the plane approached the airport, the pilot became distracted while talking with a passenger. He did not follow the pre-landing checklist and failed to reposition the fuel selector to the main tank. When the airplane was about 2.5 miles from the airport, the engine lost all power. The pilot repositioned the fuel selector to draw fuel from the main tank in an effort to restart the engine, but was unsuccessful. He made an off-airport landing in rough terrain. Probable cause: A total loss of engine power due to fuel starvation as a result of the pilot’s inadequate fuel system management. Aircraft: Grumman Tiger. Injuries: None. Location: Milford, Ind. Aircraft damage: Substantial. What reportedly happened: The airplane was in cruise flight when the pilot heard a loud bang, followed by a violent vibration from the engine. The pilot shut down the engine and performed a forced landing in an open field. The post-accident examination revealed that the propeller had lost 20-inches of blade due to fatigue initiating from an area of corrosion. Corrosion pitting was found over the entire cambered surface of the blade. The propeller had accumulated 2,326 hours total time in service. The most recent annual inspection was completed approximately two months before the accident. FAA publications and the manufacturer’s documentation recommend a detailed visual inspection of the propeller for corrosion during the annual inspection. An Airworthiness Directive required factory inspection and reconditioning for propellers with 500 hours or more of flight time. Propellers inspected and/or reworked were to be identified with the suffix letter K after the serial number. The accident propeller included a K suffix after the serial number consistent with compliance to the AD. At the time of the accident, the propeller had accumulated eight hours since the annual inspection. Probable cause: A loss of engine thrust due to the separation of a section of one of the propeller blades as a result of fatigue failure of the propeller because of corrosion. Contributing to the accident was the failure of the mechanic to detect and address the propeller corrosion during the annual inspection.

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General Aviation News —  800.426.8538

January 7, 2011

Calendar of Events Eastern United States

Jan. 8, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Jan 20-23, 2011, Sebring, FL. US Sport Aviation Expo 863-655-6444. Jan 23, 2011, Lantana,FL. Annual Pancake Breakfast (LNA) 561-239-7068. Jan 29-30, 2011, Punta Gorda, FL. 2nd Annual Warbird Weekend 941-639-6187. Feb. 5, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Feb. 5, 2011, Key West, FL. Southernmost Open House & Aviation Review (EYW) 305-8799306. Feb. 19, 2011, Valkaria, FL. Valkaria Air Fest (X59) 321-952-4590. Feb. 23-25, 2011, Orlando, FL. Aviation & Aerospace Mfg Summit 828-773-0612. March 5, 21011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. March 11-13, 2011, Titusville, FL. Valiant Air Command’s Tico Warbird Airshow 321-2681942. March 19-20, 2011, Columbus, GA. Thunder In The Valley Air Show (CSG) 706-393-3000. March 20-31, 2011, Fort Lauderdale, FL. Caribbean Air Challenge 2011 (FXE) 450-969-2247. March 29-April 3, 2011, Lakeland, FL. Sun ’n Fun Fly-In (LAL) 863-644-2431. April 2, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. April 30-May 1, 2011, Suffolk, VA. Virginia Regional Festival of Flight (SFQ) 804-358-4333. May 7, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. May 14, 2011, South Boston, VA. 4th Annual Eagle Wing Fly-In (W78) 434-585-2728. May 23-26, 2011. St. Simons Island, GA. AYA 2011 Annual Convention (SSI) 727-644-8361. June 4, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. June 13-15, 2011, Sarasota, FL. 65th Florida Aviation Trade Assn Conf 321-383-9662. June 17-19, 2011, Milford, NJ. 100th Anniversary Festival Historic Aircraft Fly-over 908-3286515. July 2, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Aug. 6, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Sep. 3, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Sept. 11, 2011, Blountstown, FL. 2nd Annual Calhoun County Fly-In (F95) 850-674-6952. Sept. 22-24, 2011, Hartford, CT. AOPA Aviation Summit 2011 800-872-2672. Oct. 11, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Oct. 28-30, 2011, Lumberton, NC. Mid-Atlantic Fly-In & Sport Aviation Conv 910-740-6751. Nov. 5, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. March 27-April 1, 2012, Lakeland, FL. Sun ’n Fun Fly-In (LAL) 863-644-2431.

North Central United States

Jan 29, 2011, Stevens Point, WI. Airspace, Airports and Airmanship (STE) 715-252-3326. Jan. 29, 2011, Greenfield, IA. 14th Annual Chili Fly-In (GFZ) 641-343-7184. Jan. 29, 2011, Minneapolis, MN. Cirrus Aircraft Open House & Safety Seminar 763-780-4375. Feb. 4-6, 2011, Fish Creek, WI. Fish Creek Ski Plane Fly-In (3D2) 920-421-1894. Apr. 20-21, 2011, Des Moines, IA. Iowa Aviation Conference. 515-727-0667. Apr. 23, 2011, Lafayette, IN. Purdue University Fly-In 765-618-3723. May 5, 2011, St. Charles, IL. CABAA Safety Stand-Down (DPA) 847-249-8557. June 5, 2011, Audubon, IA. Flight Breakfast (free to flyins) 712-563-3780. June 12, 2011, Joliet, IL. Joliet Airport Festival (JOT) 815-741-7267. June 19, 2011, Eagle River, WI. Father’s Day Fly-in & Airport Expo (EGV) 715-479-7442.

July 25-31, 2011, Oshkosh, WI. EAA AirVenture Oshkosh, Wittman Regional Airport (OSH) 920426-4800. Sept. 3, 2011, Marion, IN. Fly-In/Cruise-In (MZZ) 765-664-2588. Sept. 23-25, 2011, Mt Vernon, IL. Midwest LSA Expo 618-242-7016. Sept. 23-25, 2011, Dayton, OH. World War I Dawn Patrol Rendezvous 937-255-7207. July 23-29, 2012, Oshkosh, WI. EAA AirVenture Oshkosh, Wittman Regional Airport (OSH) 920426-4800.

South Central United States

Mar. 8-9, 2011, Nashville, TN. 45th Annual Tennessee MidSouth Aviation Maint Conf (BNA) 931-484-5137. Apr. 29, 2011, Eureka Springs, AR. Aviation Cadet Reunion 479-253-5008. May 7, 2011, Brewton, AL. 2nd Annual Brewton Spring Fly-In 251-867-9997. May 7, 2011, Jennings, LA. Barnstormer’s Air Festival (3R7) 337-278-5144. June 2-5,2011, Junction City, KS. National Biplane Fly-In (3JC) 785 210-7500. Sept 21-25, 2011, Tulsa, OK. Aerostar Owners Assn 41st Annual Conv (RVS) 918-258-2346.

Western United States

Jan. 1, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-7269672. Jan. 8-9, 2011, Upland, CA. 36th Annual Cable Airshow (CCB) 909-982-6021. Jan. 8-9, 2011, LaVerne, CA. Antique Aircraft & Car Display (POC) 626-576-8692. Jan. 14-16, 2011, Billings, MT. Surratt Memorial Winter Survival Clinic 406-444-2506. Jan. 15, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Jan. 22, 2011, Clarksburg, CA. 22nd Annual Clarksburg Airport Open House (CB13) 916-7471125. Jan. 15, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Feb 4, 2011, Blossom Trail, Reedley, CA. Blossom Trail Kickoff 559-859-0374. Feb. 5, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-7269672. Feb. 11-13, 2011, Billings, MT. Flight Instructor Refresher Course 406-444-2506. Feb. 19, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Feb. 19, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Feb 24-26, 2011, Reno, NV. 22nd Annual Intl Women in Aviation Conf 937-839-4647. Feb. 26-27, 2011, Puyallup, WA. Northwest Aviation Conf & Trade Show 360-427-5599. March 3-5, 2011, Helena, MT. Montana Aviation Conf 406-444-0580. March 5, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831726-9672. March 18, 2011, BIllings, MT. Rocky Mtn College Aviation Prog Open House 406-657-1060. March 19, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. March 19, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. March 22-25, 2011, Reno, NV. AEA Intl Conv & Trade Show 816-347-8400. March 26, 2011, Riverside, CA. 19th Annual Airshow 2011 (RAL) 651-682-1771. April 2, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-7269672. April 16, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. April 16, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. May 1, 2011, Half Moon Bay, CA. Pacific Coast Dream Machines Show 650-726-2328. May 7, 2011, Reedley, CA. Reedley Airport FlyIn and BBQ 559-859-0374. May 7, 2011, Hollister, CA. Frazier Lake Airpark

Antique Aircraft Display/Fly-In (1C9) 831-7269672. May 14-15,2011, Chino, CA. Planes of Fame Airshow 909-597-7576. May 21, 2011, Colorado Springs, CO. Intl Learn to Fly Day (COS) 719-573-4452. May 21, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. May 21, 2011, Santa Barbara, CA. 2nd Annual Learn to Fly Day (SBA) 805-455-3575. May 21, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. May 28-29, 2010, Hollister, CA. Hollister Airshow (CVH) 831-636-4365. June 4-5, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831726-9672. June 10-11, 2011, Marysville, CA. Golden West Fly-in (MYV) 530-852-0321. June 11, 2011, Merced/Atwater, CA. Castle Airport Open House & Military Appreciation Day (MER) 209-385-7686. June 18, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. June 18, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. June 25, 2010, Longmont, CO. Longmont Expo 2011 303-651-8431. July 2-3, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831726-9672. July 6-10, 2011, Arlington, WA. Arlington Fly-In 360-435-5857. July 16, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. July 16, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Aug.6-7, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831726-9672. Aug. 20, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Aug. 20, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Aug 26-28, 2011, Broomfield, CO. Rocky Mountain Fly-In (BJC) 303-596-6139. Aug. 27, 2011, South Lake Tahoe, CA. 22nd Annual Lake In The Sky Air Show (TVL) 530-5410480.

Sep. 3, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-7269672. Sep. 17, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Sept. 17, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Oct. 1, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-7269672. Oct. 10-11, 2011, Las Vegas, NV. 64th Annual NBAA Meeting & Conv 202-783-9000. Oct. 15, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Oct. 15, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Oct. 20-22, 2011, Casa Grande, AZ. Copperstate Fly-In (CGZ) 520-975-8442. Nov. 5, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-7269672. Nov. 19, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Nov. 19, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Dec. 3, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-7269672. Dec. 17, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Dec. 17, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. June 8-10, 2012, Marysville, CA. Golden West Fly-In (MYV) 530-852-0321.


Apr. 30-May 1, 2011, Anchorage, AK. Alaska State Aviation Trade Show & Conf 907-2451251.


March 14, 2011, Tunis, Tunisia. Aerospace Meetings Tunisia +33141864186. March 21, 2011, Dublin, Ireland. Maintenance Reserves Training School 441342324353. April 24-26, 2011, Kuala Lumpur, Malaysia. Aerospace Meetings Kuala Lumpur +33141864146.

Want to see your event in our calendar? Go to: Click on: SUBMIT AN EVENT It’s that simple!! Calendar of Events are published as a public service. Events are listed without charge on a space available basis.

January 7, 2011 •

New Products Plane Power introduces replacement alternator Plane Power Partners, Ltd. has introduced its latest FAA-PMA approved lightweight alternator kit, the AL24-FS60, which is approved for installation on most 360 and 540 series Lycoming engines on 28-volt Cessna 172 and 182 aircraft with multigroove belt/pulley drive systems. Since the kit is FAA PMA certified as a replacement part, no STC paperwork is needed for installation, company officials said. Price: $699. 877-934-5700 or iFly 700 upgraded Adventure Pilot LLC has released its Version 4 Software Update, which provides expanded capabilities on the iFly 700 Moving Map GPS.

The update is also available for existing users to download and is included in the standard $69 annual data update subscription, according to company officials. The iFly 700 now includes geo-referenced Terminal Area Charts in GPS Mode to compliment the existing Sectional Charts and Low Enroute Charts. Pilots are able to follow their current GPS position visually on actual FAA Terminal Area Charts for heavily congested airspaces. Additional features include Track-Up, Magnetic/True North functionality, Importable GPX Flight Plans, Variable Fading Buttons and more. Sporty’s Cockpit Video System premieres Making its debut is Sporty’s Cockpit Video System, which makes it easy to post a video of a flight to YouTube or Facebook or share it with friends. The video system is also useful for flight instructors and their students, company officials noted. The system records in full HD video. A custom headset interface allows you to record all of your communications, including intercom and radio. An enhanced system uses a built-in GPS receiver to log your exact location as it records

video. With the included software, you can play back your video alongside speed, altitude and even your position overlaid on a Google Earth map. The system is available for $399; $499 with GPS. 800-SPORTYS or Vertical Power debuts electric system configurator Vertical Power has introduced the VP-X Configurator, a Windows-based utility that allows builders to configure and control the electrical system on their experimental aircraft.

iATIS app released Now available is the iATIS app, which allows pilots to enter 14 different facts from the ATIS broadcast for a quick visual display of the current ATIS information, plus it automatically calculates the headwind and crosswind component from the wind and runway entries. Special introductory price for a limited time is $2.99 (regular price $9.99). Husky now available with cargo pod Aviat Aircraft offers Husky owners a new option: An Airglas Cargo Pod. The fiberglass pod, STC’d to retrofit all models of the Husky, weighs 25 pounds and can carry 170 pounds with no discernable loss of airspeed, according to Aviat officials.


tures standard capacities up to 22,000 lbs. (greater capacities are available upon request). 877-477-7823 or Bring your airplane into your home Custom tiles are finding their way into FBOs, hangars, and homes, thanks to artist Tess Barnett. After installing her tile art in hundreds of corporate offices, public buildings, and private homes, she is expanding her tempered-glass tile business to aviation, offering permanent renderings of your aircraft or logo.

Wild Tile’s image transfer process uses gasified inks that permeate the back surface of tempered glass, so the tiles can be used indoors or out; they go on the floor (even in high-traffic areas) or on the wall; or they can be fitted to a light box. “Only direct sunlight seems able to affect the images,” says Barnett.

The VP-X Configurator, when used with the VP-X Electronic Circuit Breaker system, allows builders to configure and test each power circuit on the aircraft, even before the instrument panel and EFIS are installed, run the trim and flap motors to calibrate the position sensors and linkage, and more. During normal flight and ground operations, the VP-X integrates with Advanced Flight Systems, GRT Avionics, and MGL Avionics EFIS products, which all display the status of each electrical circuit right on the EFIS screen. The VP-X Pro retails for $1,800, the VP-X Sport for $1,200. Flightline Aviation named Paradise distributor Flightline Aviation of Sebring, Florida, has been named the North American distributor of the Paradise Aircraft line of Light Sport Aircraft.

Flightline Aviation offers LSA sales, maintenance and training. The Paradise product line, which includes two models, the Paradise P-1 and the P-1 SP with hand controls for disabled pilots, is manufactured in Brazil and assembled in Sebring. 863-655-1944 or

Initial installation could take up to two hours; after that it can be installed or removed in about 10 minutes. Equipped with a side and back door, the pod will transport skis, camping equipment, components for oil rigs, or just about anything that will fit through the doors, according to company officials. Price: $3,500. 307-885-3151 or launches Version 4.0 has released Version 4.0 of its free online pilot logbook software. New customers will notice that the default logbook layout closely mimics that of oldstyle paper logbooks, making the transition to online record-keeping seamless, officials said, adding existing customers will see new flexibility in customizing and analyzing their records for flights, aircraft, maintenance, and PIC currency. Also enhanced is the student/instructor linking module, which gives flight instructors more flexibility in entering and viewing their students’ flights, currency, endorsements, and ground instruction. ZuluLog’s standard logbook service is free. The web-based software is compatible with PC, Mac, Linux, and smartphones. Wireless Weighing Kits at Aircraft Spruce Now available at Aircraft Spruce is the Aircraft Wireless Weighing Kit, a portable weighing device for small- to medium-sized aircraft. The kit obtains weight from three points under the aircraft to properly determine CG ratios. Wireless range is 50 feet. The kit fea-

Prices start around $65 for a 12-inch x 12inch tile or $35 for a 6x6; delivery is typically about four weeks. 818-214-0268 or

Wicks offers updated AvMap The AvMap EKP-IV is now available at Wicks Aircraft Supply. Following 15 years of refinements, the portable moving map/ GPS is now thinner, lighter, and has a larger sunlight viewable LCD display, Wicks officials said. The AvMap, which will display full or split HSI screens with colored moving maps, data fields or nav data, will store up to 15 flight plans with up to 100 legs for each plan and overlay the projected route between waypoints or for direct flights. The moving map is color coded to indicate terrain elevation. There are editable checklists that allow for customization to fit your aircraft. Price: $1,380. 800-221-9425 or

New Aircraft Marketplace - Special Advertising Section

January 7, 2011

Preheat and protect with Tanis Tanis Aircraft Products manufactures a complete line of aircraft and engine preheat systems. The company’s patented technologies are built for safe and secure aircraft operations, and most of Tanis’ products are FAA-PMA certified. Tanis preheaters are designed to give quicker starts and faster engine warm-up, saving time and fuel. Tanis has been developing weather protection systems for over 35 years, since designing the first internal engine preheater. Systems include Engine Preheaters, Battery and Cabin Preheaters, and Insulated Engine and Propeller Covers. Tanis developed the only preheater to provide heat directly to the cylinder head and oil sump, specifically for piston engines. Tanis has also developed preheat systems for turbine aircraft and helicopters. With a Tanis preheater, safety is greatly enhanced by applying heat exactly where needed, while traditional methods use flame or a glowing heat source. Connectivity is quick with a heavy-duty electrical harness and optional flush mount plug. Tanis’ patented battery preheater is designed to safely warm an aircraft battery and ensure its optimum cranking power. Cabin preheaters warm both cabin and cockpit, enabling critical operation of panel instruments. Tanis’ custom-fitted, insulated covers add up to four- to five-hour layovers without preheating. A Tanis preheat system is a must-have accessory for cold weather aircraft operations. First, cold weather starts can seriously damage an airplane’s engine and shorten its life. Second, when aircraft fly on demanding schedules, they cannot afford to be grounded due to the cold. Third, gyros and instruments with LED readouts have difficulty functioning in very cold temperatures. Tanis Aircraft Products manufactures customized preheater solutions for any aircraft application. Tanis is the most commonly prescribed solution for cold weather protection and dependable aircraft starting. Preheat and protect with Tanis. 320-634-4772, 800-443-2136 or FLIGHT & FLYERS | From Page 24 owners. It was, as well, Curtiss’ first significant private aircraft design since the Oriole of 1919. Most of the private-owner types in production in the Robin’s class at the time of its introduction were open-cockpit biplanes. High-wing, strut-braced monoplanes pointed the way to the future of aviation, but most of the alternatives to the Robin were light transports with higher power radial engines, such as the six-passenger Wright-powered Stinson Detroiter. In 1928 Curtiss advertised the Robin as “Today’s Biggest Value in Cabin Planes.” Production of the OX-5 Robin continued into 1930 when the supply of engines finally run out, with 41 built. The basic design would continue

Twice a month — all year long!

on with other engines, with more than 700 built. The new Wright and Pratt-Whitney radial engines were the harbingers of a new era and the end of the OX-5. The last new aircraft to offer the OX-5 was the Parks P-1 in July, 1929. The OX-5 would hold on a little longer with new Brunner-Winkel Birds still being offered with the engine in 1930. For a decade, the Curtiss OX-5, last made in 1918, powered a new generation of aircraft. Dennis Parks is Curator Emeritus of Seattle’s Museum of Flight. He can be reached at

GAN brings you the complete package, mailed to your home 24 times each year The Best of Aviation… since 1949 800.426.8538 G e n e r a l Av i a t i o n N e w s . c o m

Photo courtesy Museum of Flight


A Curtiss Robin advertisement from Aviation, Dec. 29, 1928.

January 7, 2011

General Aviation News —  Buyer’s Guide Marketplace


Book Reviews Heart of a Lion By MEG GODLEWSKI

From Props to Jets By MEG GODLEWSKI

The setting: It’s the Golden Age of aviation, and one man decides to explore it with his wife and two little girls. He envisions flying to all 48 states to promote aviation, then flying all over the world in a Sikorsky Amphibian. Accompanying the family is a pet lion cub. While it sounds like the plot of a Walt Disney movie, it really happened, and is chronicled in “Heart of a Lion: The Story of Janet Lee Hutchinson Simpson,” by Connie Donaldson. Simpson, now in her 80s, recalls fondly the days of flying around the world with her family and pet lion, Governor. In 1932 when the family crashed off the coast of Greenland, the world’s media covered the search and rescue as front page news because they were celebrities. “We were also radio stars,” Simpson recalled during a interview with Sun ’n Fun radio in April. “We worked with stars like Gary Cooper.” When she grew up, Simpson became a member of the Women Airforce Service Pilots (WASPs). She was 18 when she joined, making her the youngest woman to be a WASP. She was also the smallest, standing just 5 feet, 3.5 inches tall. After the termination of the WASP program, Simpson’s adventurous life did not slow down. She became a race horse trainer and a champion golfer. The story continues into Simpson’s later years and her successful battle with alcoholism. The paperback novel is 265 pages and includes photographs. “Heart of a Lion: The Courageous Story of Janet Lee Simpson” is published by High Pitched Hum Publishing and available at and online booksellers.

If you are enamored with the evolution of the airline industry, “From Props to Jets: Commercial Aviation’s Transition to the Jet Age 1952 to 1962” is a book for you. The 160-page book, written by Jon Proctor, Mike Machat, and Craig Kodera, details the growth of commercial air travel around the world. It covers all aspects of the industry, including technological developments, politics, and the changing culture of air travel from a luxury for the very rich to a tool for businessmen and, later, vacations for middle class families. All three authors have extensive backgrounds in aviation and the level of detail in the book demonstrates this. The authors take great care in explaining how aircraft were selected, modified and developed for the needs of each airline. It is a story of boom...and bust...and rebounding. When cross-country air travel began, the flights were done day-time only in DC-3s. At night the passengers stayed in hotels or traveled by train. The book documents how changes in technology, notably the switch from pistonpowered propellers to turbo jets, the development of pressurized aircraft, and the addition of VORs, helped propel the industry forward. Instrument flight was in its infancy, and the airlines needed all the help they could get to persuade the public that flying was safe no matter what the weather was. The ADF, lowtech by modern standards, was a necessary piece of equipment, as valuable as GPS is today for position awareness. The luxury and romance of early air travel may make you cry. What the propeller-driven aircraft lacked in speed and range they made up in comfort. The pictures show smiling,

well-dressed people dining on restaurantquality meals and reclining in what appear to be wide cabins. Think about this the next time you pay $5 for a bag of chips and are packed in coach like a sardine. The coffee table book is hard cover. Photos are both black and white and color. The book is available at and other online booksellers. The Wrong Stuff: Flying on the Edge of Disaster By J. Douglas Hinton It’s not often you can pick up an autobiography or biography and get right into the action. You usually have to suffer through two or three tedious chapters telling where the person was born, raised, went to school, what sports they played, who their friends were, on and on ad infinitum. Not with “The Wrong Stuff, Flying on the Edge of Disaster,” by Cdr. John Moore, USN Ret. The book opens with a young Naval Aviator sitting in his Panther jet on the aircraft carrier “Essex” during the Korean conflict.

A crippled Banshee fighter botches the trap, heads straight for and smashes into the Panther, exploding on impact and sending then-Lt. Moore, severely burned, over the side into the Pacific. But following his rescue and a long convalescence, he signed up for a second tour in Korea and went back into action. The book title may be a bit tongue-in-cheek, as few would imagine that fighter pilots and test pilots — which Moore later became — would be anything but blessed with the Right Stuff. But even with these superbly trained professionals, screw-ups are inevitable from pilot error, equipment or design failures. Moore became a Naval Aviator near the end of World War II, too late to see any combat. Anecdotal stories about his flight training are side-splitters. He then flew Bearcats (a widow-maker, in his opinion) off carriers, including a Mediterranean cruise, until Korea came along. That’s when he converted to jets and headed for action in the Pacific. Descriptions of his first combat mission and later sorties are graphically detailed, some grim, some hilarious. Interestingly, Moon-walker Neil ArmREVIEWS | See Page 30


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General Aviation News —  Buyer’s Guide Marketplace

major element in the future of aviation. We are also involved in the European aircraft manufacturing community, working with European Aviation Safety Agency on the European LSA rules. It has been quite a learning experience.” Remos is also in the process of expanding its network of aircraft dealers and pilot centers in the United States. “We have 20 Remos dealers and pilot centers around the United States and we want to add more dealers,” she said. “With our website we want it to be easier for people to find a flight school that is close to them so that they can see and fly the Remos.” Remos, like many other aircraft manufacturers, is concerned about the high drop-out rate among student pilots. “A recent study by AOPA indicated that the majority of new students want to fly for recreation,” said Jahn. “I can’t help but believe that putting more fun into flying would keep these students interested and motivated to complete their license. LSAs in general — and the Remos GX in particular — are a great

Photo by Meg Godlewski

REMOS | From Page 19

Gretchen Jahn, the new COO at Remo Aircraft, at last summer’s AirVenture.


January 7, 2011 way to put the fun into the learning process. The flight schools see this as a great addition to their fleets because it allows people to get into aviation in a less expensive manner, but also allows them to fulfill the requirements for both Sport Pilot and, if they want, the Private Pilot certificate.” Remos is well-aware of its popularity with flight schools, said Jahn, noting that the company made the decision to replace composite landing gear with spring steel to make the airplane more student-friendly. “The landing gear does take a beating at flight schools,” she said. “The original Remos had composite landing gear, which was fabulous for Europe because their runways are grass, while here in the U.S. our runways are paved. The landing gear is now made out of spring steel and can take lots of students taking off and landing day in and day out.” The change in the landing gear also makes the airplanes easier to maintain, she said, “because the composite gear had the fairings built into the wheel, which made it more difficult to check the tires. The new gear has removable fairings. We are still looking at what we can do to make the airplane more maintainable.” REVIEWS | From Page 29



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strong was in his squadron and had several crashes of his own. Following Korea, Moore was sent to the Navy test pilot school at Patuxent River, Maryland, where he was assigned to the Flexdeck Program, which included landing wheels up on a rubber deck. He also test flew and was nearly killed twice in the RA-5C Vigilante, but counts as an achievement his Mach 2 test run with famous pilot Jackie Cochrane on board. Leaving the Navy in 1957, he joined North American Aviation as a test pilot, then later was involved with the Apollo program as manager of test operations. He was present at the tragedy of the Apollo fire killing three astronauts. As Moore points out in the book, “I was attending too many funerals.” He left North American in 1970, went into private business and was elected mayor of Cocoa Beach, Florida, in 1975. He also had an unsuccessful run for Congress. This book is a definite page-turner. Well and tightly written, with plenty of great pictures, Moore’s accounts of combat and test flying are gripping, yet throughout he brings his own dry humor into narratives that had me laughing aloud. Any aviator, particularly ex-military, will consider this tome a keeper. Published by Specialty Press, the book sells for $19.95. It is available online and in brick and mortar stores.

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Look up a print ad at by entering the digits following AD# in the search box above. 1963 182-G with 280hp Texas-Skyway STC engi and 3Click Go to be taken to the ad detail page. 430, hangared. Excellent paint & interior. $53,750. Must see to appreciate! 208-455-9393. ad#1002

blade Hartzell Scimitar prop. TTAF-6297.5, TT eng & prop 457.6, TBO 2500. Fresh-annual. Same owner 32yrs. $75K. FOB Lompoc, CA. Data sheet & photos on reAVIAT HUSKIES 2005 thru 2008 used, SELLER new ‘08 amphib, quest. Bill 805-736-8116. HOW IT WORKS FEATURES BUYER FEATURES ad#1145 WELCOME: GUEST taking 2011 orders. Jim Taylor, McCreery Aviation, 956Cessna 300 Series - 2005 686-1774. AD#1404 Beech Sierra - 1525



1970 BEECHCRAFT Sierra 200hp, fresh annual, recent paint, interior & glass. Fresh annual, IFR. $37,750. West One Air. BEAUTIFUL RED & White 1975 Sierra. 2337TT, 352SMOH, Full-IFR, REDUCED/$43,000. Will trade for Real Estate/RV/or??? Hangar also available for buyer.360438-8811,cell-360-481-7171.Ad#1437 Beech Travel Air - 1614 1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, $67,500/Trade. West One Air 208-455-9393. AD#1141 Bellanca - 1650 1973 BELLANCA 1731A-Super Viking, only 2300-TT, 300-SMOH, King IFR+3axis autopilot. Beautiful paint, custom leather-interior, always hangared. Fresh-annual w/sale. Only $59,500/offer. MS/ 1947 BELLANCA Cruise Air Senior, 724 SMOH w/new top overhaul 1750-TT. Good P&I. Antique Classic. Fresh annual w/sale. $29,500/offer MS/ Cessna 150 - 1904 BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! AD#1183 Cessna 152 - 1905 C-152 Lease with maintenance guarantee within 100miles from Olympia. Two FBO’s and flying clubs. P&P Leasing. Earl Pearson 360-292-7220, Cessna 170/175/177 - 1906

1980 CESSNA-340A, Ram VII. VG’s. 7349AFTT. Both Engines & Props. 1278TT since Ram VII conversion 604. Always hangared. $159,000. 509-747-2017.Ad#831 Cessna - 2020 CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650. AD#180 Cessna Parts - 2030

CESSNA WINGS REBUILT ON JIGS BEECH/CESSNA Control surfaces reskinned on jigs Call for quotes. West Coast Wings 707-462-6822. Ad#181 FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts for 120-185.Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888433-5433, info 303-375-8882, FAX 1-800-457-7811, SELKIRK AVIATION Inc. has FAA approval on composite cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. or 208-664-9589.Ad#965 Champion Parts - 2055 FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Univair, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll-free 1-888-433-5433, info 303-3758882, FAX 1-800-457-7811, AD#305. Citabria - 2150 CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax 509765-1616, AD#859 Citabria Parts - 2155

1960 C-175A Skylark, Anacortes WA. TT1600, EngSFMO-565. Horton-STOL w/gap-seals. Cleveland brakes, alternator, Whelan-lights. KMA-24H+3-radios, MB. 4-intercom. Hangared by A&P/IA last 25yrs. $28,000. 360-588-0876. ad#1268 Cessna 172 - 1907

FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, DeHavilland - 2400

1980 C-172RG 9001-TT, 490-SMOH, Garmin-430, mode-S, recent interior, good paint. Many extras. $56,000. Contact Al Hunter at 509-886-0233. AD#1233 1973 C172M, 1968 SN engine, 3650 TT, King IFR, KLX135A GPS/COM. California plane. $29,950. CA/510783-2711. Ad#1415 1963 CESSNA 172D. See details and photos at Call 425-750-9480. 1977 C-172N, 2670-TTAF, 1420-TTE O-360 Lyc-180hp, all logs, flybuddy-GPS, DME, full-IFR, NDH. CSP, new annual, Hangared Bandon/OR, $59,000. 907-305-3056. ad#861

Cessna 180/185 - 1908

1973 C-180J on Aqua 3190’s. Wheel gear. 2590TT, 352 since total rebuild. Beautiful. $139,000. See at 907-254-2163. AD#320 1985 TURBONORMALIZED A185F, factory float-kit, 1800TT, 348SMOH, 209TT Hartzell 3-bl prop, dual Garmin-430 WAAS, Sandel-HSI, Stec-50 A/P, SportsmanSTOL, VG’s, Madras-tips, Flint tip-tanks, 8.50-mains, 10”-tail. $225,000. Mike, CA/

The sale of the FAA Type Certificate #A-804 will include all of the blue prints, drawings, engineering data, test data, conformity reports, inventory paperwork, all dies, tooling and jigs, as well as any and all inventory specific to the Luscombe 185-11E aircraft. This package will sell together and in it’s entirety for one bid.

1956 DEHAVILLAND BEAVER, 5-hours since stunning new paint and leather interior. SN-994. 12,100TTSN, 830since Covington Major. 20-hours on 3-bladed Hartzell Wipline 6000-Amphibs. $465,000w/free delivery in North America. (just more opportunity for me to fly it). Ron, TX/806-662-5823-cell; ad #188 1967 DEHAVILLAND AMPHIB Turbo Beaver. 182-since complete overhaul. New wiring/panel/paint & 9-place leather interior. 3050-SMOH-27, 8980TT. Beautiful airplane! $795,000. NV/775-720-5252.AD#1436 Diamond - 2410 04 DIAMOND DA-20 TTA&E-1625 hrs. Garmin-430 GPS, Garmin-327 xpdr, Garmin audio-panel, intercom, leather-interior, $83,000 w/fresh annual. Lease-back available. 360-754-5221,C-360-878-1666. ad#1107

Classifieds Work! Place your ad today!


January 25, 2011 - 10 AM, CST


15% B B.P.



General Aviation News —  Classified Pages LAKE AERO STYLING North American - 3680 YOUR ONE STOP MOONEY “MALL”

Ercoupe - 2550

January 7, 2011 Piper Lance - 3812 1979 PIPER Turbo Lance, 2825TT, 925SMOH, new -interior, good-paint, Garmin-430, 250XL, 496, GMA340, HSI, WX-500, Shadin, GEM-603. Freq.-flyer, corporate maintained, hangared in AZ, 1314lb. useful. $99,900. Photos, details: Skymachines, Piper J Series - 3818

Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure: Email: PARTS: 800-954-5619 or 707-263-0581 OFFICE 707-263-0412 FAX 707-263-0420 1948 ERCOUPE 415E N3460H, C-85, 194-SMOH, 4.5gal/hr Millennium-cyl, annual due/0211, auto-gas STC, no rudder-pedals, fabric-wings, King-radio, full-panel, 3gyros, hangared. $21,000 FREE UNIVAIR INVENTORY LISTING Thousands of type Certificated parts direct from our factory. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, Luscombe - 3300 LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. 480650-0883. Ad#194 Luscombe Parts - 3310 FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, Maule - 3400

LASAR PLANE Sales has many Mooneys on consignment. Call for info & free Mooney Buyers Guide, 707263-0452, Fax: 707-263-0472. See us on the internet:, email: MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax 210-979-0226.Ad#200

1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000. Will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823; ad#201 Piper Single - 3800

RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Toll Free 877-758-3232. Fax 541-9288356. Email Navion - 3600 1948 NAVION-A/L17B 4832-TT, Cont-E185-9, 205hp, 1033-SMOH, 411.1-STOH, 25hrs-prop, Aug-annual, full IFR, DME, GPS, updated-panel, PA-tail, always-hangared, many-military records, $49,500. 360-239-1291. ad#1250.

Next Classified Ad Deadline:

MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, Mooney - 3500 1983 MOONEY M20K “Mooney Rocket” 740 since conversion. Garmin radios, Century 21 A/P. Dean Castang, Dunlap, CA. 559-285-2232 ad#1370

Wed, Jan12 @ 5pm (PST) Wed, Jan 26 @ 5pm (PST) 800-426-8538

Online: ~ Phone: 800-890-5640


NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at Piper Cherokee Series - 3806

1943 PIPER J5C Cub TT-2440, 290-SMOH, Lyc-O-290D2, 135-hp, 290-hours since full restoration, new woodspars, Cleveland-brakes. Beautiful-condition, Stits, Sensinich-prop, Scott-3200 tailwheel, KY97A-radio, intercom, xpdr, ELT, Garmin-296, 36-gallons, burns 5.5gph, all logs, all AD’s, NDH. Modified as med-evac airplane for U.S. Navy in World War II. Solo from front-seat, roomy-cockpit, cruise at 115mph, a delight to fly. Sept2010 annual . $54,000/USD. John Geyman WA/360-3786264, ad#1164 Piper Super Cub - 3820 SMITH REPLICA Piper Super Cub. 85hr on O-360. 2010 Copperstate Fly-in award top custom built tube & fabric Grand Champion. $145,000. 928-706-0904.Ad1426 Piper Tri-Pacer - 3826 1958 PA22/20, 3374-TT, 1182-SFNEW O-360A1A, MK12D, KMD150 GPS, xpdr/enc. full-panel, 60gal-fuel, new struts/tires, Cleveland-brakes, Scott-TW, wide-gear. Very Sharp! $36,500. ND/701-520-1597ad#1403

1979 PA32-300 Cherokee-Six. $90K/obo, N8147J s/n32-7940286, TTAF&TTE: 1411.29, Hobbs: 1609.9, Engine IO-540-K1A5. Richard 702-275-7114 More details at ad#1414

HANDYMAN SPECIAL, 53 PA22-135 Tri-Pacer. Disassembled for recover, do it yourself and know what you have. $9500. TX/954-873-5848. ad#1366 Piper Warrior - 3838

64 CHEROKEE 140 About 1,000 hrs on bottom-end, about 800 on top-end with new Titan cylinders. $20,000. Bought Arrow. 760-364-3901.AD#1243 Piper Comanche - 3809

1976 WARRIOR 151, O SMOH, 7700 TT, new P&I, King IFR, DME, $34,950. CA/510-783-2711. ad#1416 Piper Twin Comanche - 3914

1960 PIPER Comanche 180, $41,000. 2050TTAF, 450 TTSMOH w/steel cylinders 5hrs, 0SPOH, IFR radios, new paint-03/08, new parts. 559-784-0767. ad#1412

1966 PA30-B Turbo Twin Comanche, 200hp, Robertson STOL, TT4300. New-annual, 300SMOH, 1300SPOH, tiptanks, 6-seats, hangared, good-P&I, NDH, GMA-340 audio-panel, dual-GNS-430 Garmin, STEC-50A auto-pilot, xpdr, S/S, $195,000. Will trade for PA-30. 479-754-7818, 214-384-0221/cell ad#1142

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January 7, 2011 Piper Parts - 3920 FREE UNIVAIR INVENTORY LISTING Thousands of FAA-PMA’d and original Piper parts for J-3 through PA22 and PA-25. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, LOTS TRI-PACER, Colt Airframe Parts. Rich Waldren 503-538-7575. AD#1422 Stinson - 4455 FREE UNIVAIR INVENTORY LISTING. Thousands of Type Certificated parts direct from our factory Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, Taylorcraft Parts - 4605 FREE UNIVAIR INVENTORY LISTING FAA-PMA’d approved parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303375-8882, FAX 1-800-457-7811, Antique - 5050

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Seaplane Ratings & Solo Rentals in central Florida and Minnesota PA12 & C172 available 612-868-4243 - 612-749-1337 Announcements - 6375

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Hexad II (6 cyl.) Tetra II (4 cyl.) PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487. Apparel & Equipment - 6385


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Cylinder Overhaul - 6605 CYLINDER FLOWMATCHINGl for more power and efficiency for Continental & Lycoming cylinders! Aircraft Cylinder Repair. 1-800-622-7101. ad#229 Employment - 6900 AIRJOBSDAILY.COM - Largest source of Aviation and Aerospace Jobs on the Internet! New Jobs Posted Daily. visit our website: ad#1410 Engines - 6950 CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation 888-893-3301.

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The AV-SUN’S are sunglasses with reading bifocals designed for Pilots who need reading glasses. Only $99.95 Titanium frames, 3 styles, same tint as the US fighters pilots, clear on bottom. Call toll free 1-866-365-0357 Appraisals - 6405 NAAA/USPAP APPRAISALS / CONSULTING. Northwest US and Western Canada. Call Russ, Bow Aviation, 360-766-7600. Avionics - 6500

SAO PAULO Seabird. The Petrel Sport-plane is a factory-built flying-boat. 2seats, open-cockpit bi-plane. TT AF&E/prop < 50hrs. $19,400. 509-747-2017. ad#835

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Floatplanes - 5400

RESTORATIONS, PARTIAL to ground up or owner assist. Wood, metal, electrical, fabric and paint all done in house. Large supply of spruce, plywood and hardware. Located in Oregon. Contact Jeff at 503-543-6330, EMIGH TROJAN A-2 Serial# 22, 1518TT, 170STOH, C85, airframe/engine perfect. Needs glass/seats/paint, last flown 4-01. Price reduced! $5,000.


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Builders Assistance - 6570

BUILDER ASSIST, conditional inspections, maint & mods. Over 20yrs experience in kit A/C. Specializing in Glasair, Glastar, Sportsman/RVâ&#x20AC;&#x2122;s, Velocity. Arlington WA(AWO), 360-403-0679 Business Opportunities - 6576 AIRCRAFT DETAILING/ PAINT REPAIRS/ ALUMINUM POLISHING/CORROSION TREATMENTS, join Wing Waxers, the nations leading Aircraft Detailing Services Company. We provide comprehensive hands-on training marketing programs, as well as all equipment. Join within the next 90-days and your first years insurance will be included. More information available at: 800-Wing-Wax/ 800-946-4929 or

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CITY OF ALBANY, OREGON REQUEST FOR PROPOSALS (RFP) FIXED BASE OPERATOR (FBO) SERVICES Proposals due by 4:00 p.m., February 3, 2011 City of Albany, Oregon, is requesting proposals for FBO services at the Albany Municipal Airport. Proposals must be submitted in accordance with the requirements set forth in the RFP available online at For additional information contact Chris Bailey, Airport Manager, at 541-917-7629. Charts & Maps - 6590

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Engines - 6950

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Hangars & Tie-Downs - 7300 RENTON WA 40â&#x20AC;&#x2122;x32â&#x20AC;&#x2122;x12â&#x20AC;&#x2122; Leasehold Condominium hangar for sale at Renton Municipal Airport. Renewable lease until 2028; $115,000. Offers/considered. 206-3211315, POWER METERS for hangars. Recover the cost of electricity used by tenants, Davidge Controls, 800-824-9696, TWO 45â&#x20AC;&#x2122;X50â&#x20AC;&#x2122;. hangars for sale or rent at Thun Field. Elec bi-fold doors, 45â&#x20AC;&#x2122;X12â&#x20AC;&#x2122;. opening, 100amp elec svc, gas heat, bathroom/shower, small office space. $140,000/ea, $270,000/both. Gene 206-300-1197. T-HANGARS FOR rent. $85.00 per month. Near Yelm, WA. Sliding doors. 3,000â&#x20AC;&#x2122; sod runway. Call Bill 360-8943453. ad#1335. CHINO, CALIFORNIA: NEW HANGARS FOR SALE OR RENT, 50x50 insulated, metal halide lighting, Schweiss bifold door. $199,000. Financing available. One 50X50 for rent $1150/month. 949-533-0298. or

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���������������� Maintenance - 7460 MAGNETO SERVICE. Quality Bendix magneto overhauls and repairs. Mansfield Magnetos, Inc. 318-8722026, QUALITY ANNUAL inspections, owner-assisted. Your hangar $350 up. Thorough pre-buys and appraisals. Repairs, build assist supervision. Engine overhaul expertise. Complex aircraft malfunctions. Corrosion level determinations. A&P-IA 42yrs. All work certified $43/hr, 425-754-7412.

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January 7, 2011

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A.C. Propeller Service, Inc.


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Eight modes of operation: X Both Circuits Off S Starboard (right) on only P Port (left) on only S+P Both circuits On A44 Alternate 44 PPM (STD) B44 Both Flash 44 PPM A88 Alternate 88 PPM A120 Alternate 120 PPM

Phone/Fax: (503) 628-6056 Pilot Supplies - 8360

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Call for Price and Availability on Models Quick Turnaround Maximum Quality and Service We Buy Governor Cores

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16701 103rd Ave. Ct. East Puyallup, Washington 98374 Mailing: P.O. Box 1533 â&#x20AC;˘ Graham, WA 98388

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Overhaul & Repair, Sales & Service McCauley, Hartzell, Sensenich, Hamilton Standard, MT, PZL Authorized McCauley Service Center Visit our website: NORTHWEST

Propeller Service, Inc.

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The Plane Tug is the answer to moving heavy aircraft in and out of tight spots. The Tug makes the retrieval of your plane from storage a safe and easy task. The Plane Tug is like having your own personal lineman any time you want to move your aircraft. The Plane Tug has a battery operated cordless electric drive motor. The Plane Tug is very easy to use.

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38 Real Estate/Airport Property - 9650 Arizona - 9650 AIRPORT PROPERTY. ARIZONA INDIAN HILLS AIRPARK(2AZ1) Home, 50X50 Hangar, paved, lighted runway. $239,000. Trades? Owner contract possible. 928859-4590. Ad#1419 PHOENIX AREA Pegasus Airpark (5AZ3) Drastic reduction in one-acre equestrian and aviation lots. 41X36’ Hangars available Dick Schmitt 877-371-2838.AD#1339

ARIZONA AT its best Priced to sell: $969,000. Five acres, hacienda, & hangar. Paved runway w/lights, paved taxiways. Will look at all offers and consider creative financing. 928-231-9500. ad#1325

YOUR AIRPLANE Belongs in Arizona, at least for the winter. $228,000. Western Sky Airpark, Salome, Arizona. 3B/2B, Pool. Great hangar, Paved Runway.....Martha Home. PRIVATE AIRPORT FOR SALE: 2-homes, 2-hangars, 2airstrips,on 38+acres. No-HOA. Complete. Beautiful. $450,000. (928)-210-9247, (928)669-9268. Pat Wall, Betty Hunter

GET OUT of the snow. Arizona is the place to be. Fantastic properties, amazing price reductions. Now is the time: Fly, drive, come see for yourself. 928-231-9500 ad#1324

Arkansas - 9650

ARKANSAS VALLEY A/P Cotter. Runway lot. $64,900. 2.44-acre taxiway-tract 200’ from White River $69,900. 4% mortgage avail. 870-430-5545, ad#164&165

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

General Aviation News —  Classified Pages California - 9650 76 ACRES 2,600’x1800’runways, 5,000sqftHangar, 975’Highway-frontage, adjacent to TwentyNine Palms, CA. Room for 30Hangar-Homes. Only-$595,000/Terms. Ron Henry/Realtor,310-550-5550. See pictures-at ad#1165 PINE MTN Lake, CA(E45). Taxi to your airpark home or live on the lake. Championship golf, tennis, stables in gated community near Yosemite. CaptLarryJobe. “UAL” retired. 209-962-5501 ad#167 NORTHERN CALIFORNIA. Reduced AGAIN! Access to private F25 Airport. Airstrip has been recently paved. Property features 3-hangars on 5 beautiful acres. Remodeled 3br, 2.5ba, 2100sf home+ separate guest/inlaw/caretaker studio w/bath & kitchenette. Close to 3 recreational lakes. Level & private land yet only 30 minutes to Oroville (driving time) or Marysville. Fabulous views. $349,000. 530-271-1669. ad#1016 Colorado - 9650 KELLY AIRPARK CO. Lot-#50. 4.4 AC site, survey, soils test and septic perc test done. $98,500. 719-3589437. ad#973 Florida - 9650

SPRUCE CREEK FLY-IN REALTY CELEBRATING 25 YEARS OF SERVING THE SPRUCE CREEK COMMUNITY America’s Premier Fly-In and Country Club Community, Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, condo’s from $139,000. Lots-available. Long and short term rentals available. SPRUCE CREEK FLYIN REALTY, Pat & Lenny Ohlsson, 800-932-4437. AD#350. SARASOTA FLORIDA Hidden River Airpark, 2640’ paved+ lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives 941-928-3009 AD#1287 ORLANDO AREA Aviation-properties, hangars, hangar rentals, including bank-owned. Chandelle Properties. Call Ron Henderson 407-712-4071 Keller Williams Advantage II Realty .ad#907

ONE ACRE and 2 1/2 acres alongside runway for sale. Adelanto Airpark, Southern California, near Victorville Call Broker Bill 760-792-8072.AD#1173 CALIFORNIA IDEAL climate, Pine Mountain lake. (E45) Taxiway homes or lots in the Sierra foothills near Yosemite Nat'l Park. Gated community with boating, golf, tennis and stables “Red” Rossio, The Flying Broker, Pine Mountain Lake Realty, 209-962-7156.AD#1045 CA, PALM Springs area (KUDD) 2700+sqft custom home. 3BD/2.5BA office, pool+spa. 45X43’ hangar. 5000’ rwy+svcs. 15min to PGA-west $499,000.

Texas - 9650

ALMOST NEW Beautiful Home. 3,000sqft, 4BD/2 1/2BA, w/hangar,1.3acres, Lake-privileges. Rural Airport only 45miles from NYC. Warwick(N72) $535K. 973-865-9240. ad#851

North Carolina - 9650 NO CAROLINA airpark 8NC2. Acreage lots starting at $24,500. Between Ashville & Charlotte NC. 1.5miles to Hwy 74 bypass. 2500’x90’ turf-runway, landing-lights, private lounge w/bath/hangar space. $125/mo, 864-8120482 ad#1064 AVIATION, INVESTMENT & residential properties. Licensed in both Carolina’s. Sell airpark & airstrip property That’s what we 877-279-9623 ad#368

Pennsylvania - 9650

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

CUSTOM HANGAR home near Dallas. Pilots dream come true! 2150 sqft w/ 5200 sqft hangar. McKinney, TX., 972-741-8626ad#1231 LUXURY HOME and hangar for sale or lease. Heritage Creek Airpark (58T) Rhome, TX. 20min N of Ft Worth. 972-465-8400ext4 682-225-3262. ad#1345 ONE ACRE on 3800’ lighted, grass runway. (10XS) Central Texas. $24,900. Trade for champ or Cub. 325-6463867, cell 325-642-6041. AD#1181

All lots 50% off now thru Dec 31. New airpark, Northeast Pennsylvania, 47-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! 866-924-7787 or South Carolina - 9650 NORTH OF Hurricanes, south of snow: 3300 turf. 10mi to Myrtle Beach. 1acre. $75,000.Low taxes/insurance, “free DVD”. 843-602-8220. #570

A MUST SEE IN CLARENDON COUNTY SC “WE’RE IN THE MIDDLE OF IT ALL” Gated airpark with underground utilities in place. Palmetto-POBox 777-Manning-SC 29102-803-473-2199 South Dakota - 9650

ENTIRE AIRPARK, (5TO), SW-Houston Texas. Includes 3100’x100’turf runway. (39)1-ac lots & brick-home w/4000sqft-hangar on 2acres, 979-387-2277, C- 281748-4776. AD#673 Utah - 9650 SW UTAH Grassy Meadows Sky Ranch Airpark, 4000+ sqft home, 3br/3baA w/7200sqft hangar, $1,549,000. 435-635-7793. Details: ad#1090 Washington - 9650 SCENIC, UNIQUE, Gentlemen’s farm in the Skagit Valley. 2600sqft rambler/barn/creek, 100’cedars & firs. 1700’airstrip. Just under 40-acres total. $775K. 360-5731000.AD#1197 BEAUTIFUL FRONTIER Airpark Estate on 5acres near Everett & Seattle. For complete info, text to:79564, msg:39980 or call Joe, 425-770-0888. $897, S PRAIRIE Buckley WA (02WA) Home Business Potential? Chris Greytak, Key Realty CF11 206-276-2651. $599,950. MLS#142484 ad#1363

FLORIDA’S CANNON Creek Airpark, paved & turf runways. 2409 SW Sisters Welcome Rd. Suite 101, Lake City, FL 32025. Hangars and homes for rent when available. 0 interest, $280/mo. financing. 800-766-0406. ad #656 Idaho - 9650

SE SOUTH DAKOTA, Bixler Ridge Airpark. Valley view Sites. 3-acres - $60K. 2550X80’grass. 2SD8. 605-5632765, 605-660-0960 cell, AD#729

SHARE OF Timber Basin Airpark near Sandpoint, ID. Includes Super Stinson 108-3, Jeep Cherokee. 13&p=14#p14 520-909-4999. ad#1442 Missouri - 9650

BIG SOUTH Fork. Beautiful 2story bungalow w/lots of windows, 2beautiful fireplaces, 2covered porches, 2car detached garage. ‘T’-hangar. $499,000. 423-286-2727. Ad#1420.

SAN JUAN AVIATION ESTATES BLAKELY ISLAND, WA. Premier Recreational Airpark. Paved lighted runway. Exceptional marina. Owner access to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. Airpark homes from $375,000 to $995,000.

PILOT’S DREAM: DISTRESS SALE! Only home on 3500’paved runway in Tennessee-mountains. 6.18acres. 4800sqft 5br/4ba, lodge. $350K. W/trade for late model Piper-6X.

DECATUR ISLAND, WA: Taxi to 4bdrm, 3bath sunset bathed octagonal home w/hangar: $900K. Adjacent lot w/hangar, garden & fruit trees: $400K. Judy, Flying Island Realty, 360-375-6302

FREDERICKTOWN, MO. 4cd remodeled home. 2400 sqft hangar w/one piece Hydro door and office/media room. 3.61 acres lot. Lots of wildlife. 80' x 2000' grass runway. Homeowners association contract, restrictions being drafted and available. Pictures on request. Scott Frisella Montana - 9650 FOR SALE: 2.77 residential/commercial acres on private airport in Montana. $115K. 406-854-9399 or AD#1336

FLY ALL YEAR ROUND. Air-conditioned hangar and home on paved/lighted runway, gated-community, RVparking. Northern/CA. Only! $399,000. 530-347-3164, 541-848-0298. ad#978 PARADISE LAKES ESTATES and AIRPARK, gated community. Beautiful-lot on two-private water-ski lakes and a fully-permitted runway. $250,000. 818-891-8813. ad#343

New York - 9650

January 7, 2011

Tennessee - 9650

Washington - 9650

SEQUIM WA 2BD/2BA, 1250SQFT Home with hangar. Taxi right to Diamond Point Airport. Private Beach w/boat launch $183,000 425-346-5180. ad#1400


Toledo, Washington, 1.33 acres - 125 ft. wide x 466 ft. deep. TDO 5,000 ft. x 150 ft. - Vasi Systems - Lights & Strobes, both ends. All asphalt taxiways. $115,000.00, $2,500 down, owner finance @ 5% interest.

Call 360-864-6370 or 360-269-4907

SAN CANYON AIRPORT(1S9) in Chewelah WA.40 miles North of Spokane. Out your back-door to your 3600’municipal runway. Out your front-door to your own 27hole-PGA golf-course. 56X41-home, 50wX40X12 hangar. $375,000.509-936-1171.Ad#1196 MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. One-acre or larger, on the Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground-utilities installed. paved-streets, taxiway to 37S public airport. Call Lanny Hanson at 406-526-3535 or 263-1154. Visit our website: Don’t miss the opportunity to Live in a beautiful hunting and fishing recreational paradise! LOTS NOW SELLING $60,000. New Mexico - 9650 20 ACRES COMPLETE with airstrip and 2400sqft hangar. Property is located close to interstate-10 and Gila National Forest. $149,000.

PRICE REDUCTION TOLEDO WA. Gorgeous Airpark Home. 5000’runway. 3BD/2.5ba. Very-custom. 2-pantries, 3034sqft. EXTRA-large 1000’-3-car garage. Owner financing-100%. $475,000. 360-864-6370,

FOR SALE OR LEASE WITH OPTION TO BUY Airpark Home at Toledo, Washington. Beautiful 5,000 ft. runway, 150 ft. wide, Vasie Systems, both ends. Gorgeous new 3 bedroom, 2.5 bath, all Granite counter tops, Hardwood flooring and tile formal dining room. Very custom home. Four different vaulted ceilings, 2 pantries, a women’s dream kitchen. 3,034 sq. ft. living. EXTRA large, 1,000 sq. ft. 3 car garage. Our photo package available. $495,000.00, will sell or lease with option to buy. 100% of lease to apply to down payment. Owner to finance at 5% interest. Lease payments $1,600.00.

Call 360-864-6370 or 360-864-6271

January 7, 2011 •


Bright skies ahead Dan Johnson Breath a sigh of relief — 2010 has ended and nearly everyone in the business of aviation is offering prayers for a better 2011. As everyone on the planet knows, it has been an exceedingly tough couple of years. Any upward movement would be welcome and positive signs are easily unearthed in conversations with experts. Nonetheless, despite some hope stemming from the November elections, caution reigns supreme. As with flying airplanes, business caution may be prudent but it can stifle the risk-taking essential to growth. Results tallied from the LSA community via new aircraft registrations shows business was down a tiny amount in 2010, with about 4% less registrations than 2009, a year that was off 42% from 2008. All wish for a return to the halcyon days of 2006 and 2007, but the 2009 and 2010 results were better than those sustained by members of the General Aviation Manufacturers Association...if that is any consolation. Truly, the pain is felt throughout the aviation spectrum. While stormy clouds slowly subside, the optimistic nature of pilots is heard loud and clear. After all, pilots do take risk. Educators have taught us that risk is about management, not elimination. To fly we must accept some elements of risk. To succeed in the business of aircraft manufacturing, risk is also required. Managing that risk with good quality programs and appropriate certification standards powered by modest prices and global appeal, the LSA community appears poised to succeed swiftly when economic conditions improve. Clear and obvious statements to that effect recently heard from the very top leaders in aviation suggests bright skies ahead. STRONG SURVIVE, EVEN THRIVE IN ANOTHER SLOW YEAR With 83% of the year (10 months) accounted for, Piper’s legacy brand is convincingly leading the market. At 43 airplanes registered in 2010 (24% of all registrations), the Vero Beach, Florida-based company is rising rapidly. (Note as always that these figures do not match actual sales activity at companies.) Following Piper, CubCrafters is enjoying a strong year, said Jim Richmond, as his company added 37 LSA registrations (20% of all 2010 LSA). The company also has a Part 23 line and does service work on Cub-types, so the enterprise is surviving well in this downturn, he noted. No one should be surprised that Cessna

added 29 Skycatchers (16%) to FAA’s registry (the source of all figures for this report). Other reports suggest Cessna should ship about 150 LSA for 2011, which will sharpen an alreadyclose battle for second place. Industry stalwarts Flight Design and Tecnam are having OK years at 17 (9%) and 14 (8%) registered in the first 10 months of the year. Next up is newer arrival, the Lightning, with nine (5%) new registrations, followed by American Legend at six, and Paradise at five registered. Honorable mentions go to TL/ SportairUSA for adding four new Sirius; Aerotrek with four new A-series LSA; Skykits with four Savannah; FPNA with three A-20 series models; and 3Xtrim with a pair of Navigator 600s. Projecting to a full year, I estimate 218 new registrations in 2010, down 4% from a dreadfully slow 2009. After two years of waiting for greater certainty in the economy, several industry veterans believe buyers could unleash some pent-up demand in 2011. FIRST INTERNATIONAL SPORT PILOT FLY-IN “Too much fun!” was a common exclamation of my Alaska ultralight friend Mike Jacober. His signature phrase ran through my head as 18 airplanes, mostly LSA, arrived at the Freeport, Bahamas, airport for the first International Sport Pilot Fly-in over Dec. 10-12. For many this was their first flight over the ocean (including yours truly). It isn’t far — 85 nautical miles, less than one hour — and it isn’t hard (unless you go for a swim en route... none of us did, thank goodness!). But flying out of sight of land, even for a short time, is rather attention-getting. A number of us gathered at Banyan Air Service at the Fort Lauderdale Executive Airport, getting first-class treatment and fuel discounts from this “gateway FBO” to the Bahamas. Bahamas Tourism/Aviation Director (and fellow pilot) Greg Rolle gave a thorough presentation of the requirements to fly internationally. Each pilot had to complete lots of government forms but they weren’t too difficult and the great help made it go quickly. Then, we all gathered our resolve, fired up our engines, and took off across the Big Drink. Of course, this is nothing for those few LSAers who have crossed the Atlantic and Pacific, but it had me on my toes and I suspect most of us felt similarly. An hour later, we landed one after another

Photo by Meg Godlewski


at Freeport to a warm reception by Bahamian authorities. We breezed through Customs and waiting taxicabs took us to a deluxe resort where we could all revel in our satisfaction of making the ocean-crossing voyage. Thanks for this great experience go to Randy Hansen and David Oord of EAA, who worked with the Bahamas Tourism team to make the Sport Pilot certificate accepted at all airports throughout the islands. Continuing Bahamas Fly-ins and other LSA activities are planned and, if you get the chance, be sure to take the opportunity. Special thanks to Breezer Aircraft USA boss, Mike Zidziunas, who loaned me a Breezer, and who very competently helped me prepare for the flight. Mike’s enterprise plans regular Bahamas fly-outs and you should contact him for advice. He’s a wealth of knowledge, having lived on and sailed throughout the islands for five winters. BREEZING THROUGH THE BAHAMAS When my former home state of Minnesota grappled with enough snowfall to collapse the Metrodome’s inflated roof, I was still hanging out in the Bahamas (yeah, I know, tough job...). After the fly-in concluded, all but a couple Breezers flew home. Our group of four, lead by Mike, took a pair of Breezer LSAs south to an island called Staniel Cay (pronounced “key” unless you want to be easily identified as a tourist). The experience was spectacular in many ways. The trusty Rotax 912s ran smoothly and confidently for, as one of the fly-in pilots put it, “Your engine doesn’t know it’s over water.” On the trip home, we wended our way through some visually stimulating inter-island flying at low altitude. Mike installed a video camera on the tail of one Breezer and, flying in close formation, we captured the twin LSAs in some footage for the Bahamas tourism office. My overall experience suggests that LSA can easily negotiate and navigate flights from mainland USA and our modest fuel usage was remarkable news to others we’ve seen here in the Exumas (a southern chain of islands in the Bahamas). We burned just six gallons over the Atlantic en route to Freeport from Fort Lauderdale, another six flying from Freeport to Nassau, and about four more to reach Staniel Cay. Averaging better than 20 mpg at 120 mph makes for quite economical travel. Breezers carry 21 gallons of fuel and, with good plan-

ning, this proves to be plenty to reach these tropical destinations. Large FBOs catering to the jet crowd — such as Odyssey in Nassau — offered polite and excellent service even though we bought a mere $30 worth of fuel. I admit flying over large stretches of water sharpens your focus on fuel management and demands good maintenance but I’ve also flown aircraft over large forests in the U.S. and frankly, I think I’d rather take my chances with a water landing. ETHANOL IN MOGAS GAN’s GAFuels blogger Kent Misegades writes, “For the past several years my colleagues and I have been waging a campaign to ban the use of ethanol in premium gasoline, thus preserving a safe, affordable, unleaded fuel for sport aviation as well as the millions of Americans who need ‘E0’ for their boats, snowmobiles, power tools, classic cars and bikes, among others. “Thanks to vintage BMW owner Sam Hokin, his list helps us find the fuel. We recently posted a petition that will be sent to the EPA administrator, Lisa Jackson, urging action on the issue. The petition has been getting widespread attention among sport aviators, who have left comments such as these: ‘The industry of Light-Sport Aircraft has been severely impacted by ethanol fuel. It dissolves our gas tanks, fuel lines, and gaskets, causing in-flight engine failures, aircraft mishaps, and even death. We desperately need a local source of ethanol-free gasoline;’ ‘I object to being forced to use gasoline blended with ethanol. I am also not comfortable with using a food source as fuel when the free market dictates that gasoline is cheaper.” “With the future of 100LL uncertain (other than that its replacement will likely not be cheaper), sport aviators need a reliable, affordable fuel for the future,” Kent continued “Premium (91 octane AKI) unleaded, ethanolfree Mogas is that fuel for 70%-80% of all airplanes, and for nearly all of LSA. We urge you to sign the petition and pass word of it on to all who need this fuel.”,,

For more on Sport Pilot and LSA:

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WE TAKE TRADES! NEW LOWER PRICES! Aera 500 Americas (Pacic and Atlantic also available) P/N 11-08044 ........................... $799.00 Aera 510 Americas P/N 11-08045 ........................ $1,299.00 Aera 550 Americas (Pacic and Atlantic also available) P/N 11-08046 ........................ $1,499.00 Aera 560 Americas P/N 11-08047 ........................ $1,999.00

G6381E .$1,164.00

CB-25 ...................$174.95 RG-25 ...................$168.95 CB-35A .................$261.95 RG-35A.................$209.95 CB24-11 ...............$390.95 RG24-11 ...............$379.95 CB24-11M ............$405.95 RG24-11M ............$388.95 RG24-15 ...............$399.95 RG380E/44** ......$2,228.00 RG24-15M ............$413.95 RG-35AXC............$224.95 RG-12LSA ............$207.95 Free UPS Ground* Shipping in 48 States No UPS Hazardous Charge ~ Pay Price of Battery - That’s It! FULL MFG. WARRANTY - SHIPPED SAME DAY ORDERED All batteries listed are with acid unless otherwise noted. Call for pricing for batteries without acid. *Batteries up to 50 lbs. **This battery weighs 112 lbs.-does not ship free.

Spark Plugs

Lowest Prices Guaranteed!

NOW AVAILABLE in 12 packs

Six Packs AA48103...........P/N 08-04969 AA48104...........P/N 08-04970 AA48108...........P/N 08-04971 AA48109...........P/N 08-04972 AA48110...........P/N 08-04973 AA48111...........P/N 08-04974

$16.75 ea.


Model RT A600 - Halon 1211-1301 Blend Typical use: Cockpit/ Cabin - All the RT A400 features, with 0.3 lbs additional repower. It's light weight and low maintenance makes this a very popular general aviation re extinguisher, and it is standard equipment on many light aircraft. 12 year shelf life P/N 13-07655 ............ $156.95


1-877-4-SPRUCE 7

Electronics International

Electronics International UBG-16 - The new Ultimate Bar Graph Engine Analyzer (Model UBG-16) is a sophisticated instrument with unique features designed to provide pilots with a unique tool for detecting engine problems in their earliest stages and assisting you in operation your engine safely and economically. UBG-16 (Instrument Only).......P/N 10-25335 ........ $1,195.00 UBG-16 w/8 Probes ................P/N 10-00593 ........ $1,638.00 UBG-16 w/12 Probes ..............P/N 10-00594 ........ $2,098.00 Electronics International Fuel Flow-Pressure Instruments - Two primary features of the FP-5 are a pilot programmable low fuel alert, and a pilot programmable low time to empty alert. These alerts catch your attention by blinking the low fuel LED, which will turn off when acknowledged, by pushing any button or switch. These alerts can be viewed at any time from the front panel of the FP-5. FP-5 w/Flow & Pressure ........................................... $662.00 FP-5L w/Flow/Pressure/GPS .................................... $819.00




All Prices Subject To Change Without Notice.

The Kannad 406 AF-compact is the lightest, smallest, and least expensive on the market. Longer transmission duration, six year battery, no aircraft power required, Internal alarm buzzer, Nav interface compatible. Complete Kit comes with remote switch, install manual, mount hardware and all connectors. Rod or whip antenna sold separately. Compact ELT ................ P/N 11-05786 ..........$785.00 Compact ELT Int.. ......... P/N 11-06314 ..........$835.00

ARTEX & Ameri-King ELTs

Ameri-King ELT AK-450 .................................P/N 11-02790...........$149.00 Ameri-King ELT AK-450-1 Helicopter ...........P/N 11-01249........... $599.95 Ameri-King AK-451 ELT Whip USA ...............P/N 11-06677........... $739.00 Artex ME406 ELT w/ whip antenna. USA ......P/N 11-03492........... $935.00 Artex ME406 ELT w/ rod antenna. USA ........P/N 11-03493........ $1,495.00 Artex ME406 HM ELT w/ rod antenna ...........P/N 11-04966........ $1,949.00 Please call or visit our website for additional models, or for international versions.


H3R Fire Extinguisher


Fuel Scan 450 from JPI Instruments provides continuous display of fuel burned in gal/hour (liter and lbs. available on special order). Fuel Scan 450 also provides total fuel used, fuel remaining, endurance in hours and minutes, fuel required to next waypoint, fuel reserve at next waypoint, and nautical miles/gal. P/N 10-00135 ...............$658.75


CH48103-1 ...........$239.00 CH48110-1 ...........$248.00 CH48104 ..............$248.00 CH48111-1 ...........$240.95 CH48108 ..............$248.00 CH48109-1 ...........$248.00

AA48103 .......... P/N 08-01266 AA48104 .......... P/N 08-01267 AA48108 .......... P/N 08-01268 AA48109 .......... P/N 08-01269 AA48110 .......... P/N 08-01270 AA48111 .......... P/N 08-01271

EDM-700 Digital/Analog EGT/CHT - All pilots know that running their engines at peak performance means maximum efficiency! Max. efficiency means substantial savings in fuel burned and engine maintenance. EDM 700 assures pilots of Peak Precision Engine Performance Simply and Economically. EDM-700-4C................. $1,400.75 EDM-700-8C................. $2,375.75 EDM 700-6C................. $1,856.75 EDM-700-9C................. $2,630.75 EDM 700-7C................. $2,035.75


One piece hand-laminate with a molded Naugahyde texture, designed to tuck under the windshield from the front totally covering the top of the instrument panel. Call or see our website for pricing.

3 Locations!

Corona, CA - (951) 372-9555 Peachtree City, GA - (770) 487-2310 Brantford, ON Canada - (519) 759-5017


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General Aviation News