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$2.95 • JANUARY 12, 2017 69TH YEAR. NO. 1


Hard at work

Beacons guide Montana pilots P. 12 Zen and the art of navigation P.20 Shark flies in American skies P. 6 Air racing: What’s next? P. 24


Aircraft Specialties Services

General Aviation News —  800.426.8538

January 12, 2017

January 12, 2017

Briefing —


Wanfeng Aviation has acquired a 60% interest in Diamond Aircraft Canada. The investment from the Chinese company will support expanded production, sales and service activities globally, with a strengthened focus on the U.S. market, according to Diamond officials. Diamond Aircraft Industries GmbH, based in Austria, remains independent, officials noted. As part of the deal, Diamond Canada has acquired all rights to the DA62 (pictured) and DA40 from Diamond Austria. Production of these aircraft will transition to Canada by the end of 2017. Diamond Austria will continue to produce DA42s and future models currently under development, in Austria. Hillsboro Aviation in Oregon has been selected as an Authorized Service Center (ASC) for Cirrus Aircraft., Tempus Jets, an authorized Pilatus Sales and Service Center based in Denver, has been awarded a Part 145 Repair Station Certification by the FAA. The first Red Bull Air Race in 2017, slated for Feb. 10-11, will be a celebration of milestones: The 10th season of competition, the 10th consecutive opener in Abu Dhabi, and the 75th race for the title. Quest Aircraft CEO Sam Hill has announced his retirement. A search for a successor is underway. Hill will remain as an advisor to the

The association now has 17 regional or state-level ambassadors, a high school scholarship program, and a college internship program. This year will feature the further roll-out of the internship program into colleges across the country, as well as performances at more airshows around the country.

company and a member of the board of directors. Hill joined Quest, which manufactures the Kodiak, in late 2012, following his retirement from Honda Aircraft Company earlier that year. FlightServ, a new independent FBO on Trenton Mercer Field (KTTN) in New Jersey, opened its doors Jan. 1, 2017. The FBO was founded by a team from the FBO’s sister company, Aviation Charters. Continental Motors Group is relocating its Southern Avionics and Interiors subsidiary to the H.L. Sonny Callahan Airport (KCQF) in Fairhope, Alabama, from its current location at the Mobile Downtown Airport (KBFM). Founded more than 30  years ago and acquired by Continental two years ago,

Southern Avionics and Interiors provides avionics installations and repairs, instrument panel fabrication and interior design and refurbishment. Continental’s KCQF facility includes three maintenance hangars and a 25,000-square-foot MRO facility. Infinity Aircraft Services, an FAA Part 145 Repair Station, is now an authorized dealer for Williams International and Nextant Aerospace. Infinity Aircraft Services will  perform manufacturer required tasks at its three locations in West Palm Beach (KPBI), Gary/Chicago (KGYY) and Atlanta (KPDK). The Flying Musicians Association reports that membership topped 500 in 2016, including 58 student members.

General Aviation News • 69th Year, No. 1 • January 12, 2017 • © 2017, Flyer Media, Inc. • All Rights Reserved. EDITORIAL Janice Wood, Editor

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The National Air Transportation Association (NATA) recently donated nearly $18,000 to veterans organizations raised through the 2016 NATA Flag Pins for Veterans Project. Since the project’s founding in 2014, more than $75,000 has been raised. Funds from this year’s project once again went to the Veterans Airlift Command and the Congressional Medal of Honor Foundation. The Aircraft Owners and Pilots Association  (AOPA) has awarded $5,000 flight training scholarships to 21 high school students through the association’s You Can Fly High School initiative. The scholarships, awarded to students age 15 to 18 who intend to earn an initial pilot certificate, were made possible by donations to the AOPA Foundation. The 13 young men and eight young women awarded scholarships were selected from a pool of more than 300 applicants. For the first time ever, Zenith Aircraft Company is bringing its two-day hands-on kit aircraft building workshop to the U.S. Sport Aviation Expo, slated BRIEFING | See Page 4

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General Aviation News —  800.426.8538

January 12, 2017

Breitling DC-3 world tour planned From March to September 2017, the Breitling DC-3 will do a grand world tour, as the legendary plane celebrates its 77th birthday. This DC-3 HB-IRJ was delivered to American Airlines in 1940 and first used by the American military between 1942 and 1944, before resuming service on behalf of various commercial airlines. Restored by a group of dedicated enthusiasts, it now flies under Breitling colors and participates in a variety of airshows. While more than 16,000 were built, today there are less than 150 DC-3s in flightworthy condition worldwide, including the Breitling DC-3. In 2017, Breitling will launch its DC-3 on an round-the-world tour in several stages that will encompass the Middle

East, India, Southeast Asia, North America, and Europe. The tour will begin and end in Switzerland, starting from Geneva in March and winding up in September at the Breitling Sion Airshow 2017. Breitling will mark the event by introducing a 500-piece limited edition of its Navitimer aviation chronograph. This steel Navitimer 01 will be distinguished by its caseback engraved with the Breitling DC-3 World Tour logo, according to company officials. Enthusiasts will have to wait until the fall of 2017 to get their hands on this model, since all 500 pieces will travel aboard the Breitling DC-3 around the planet. Each watch will be delivered with a certificate signed by the flight captain.

BRIEFING | From Page 3

Upwind provides scholarships that include flight and ground training for high school students to prepare them to obtain their private pilot certificates during the summer between their junior and senior year. The organization awarded eight scholarships to high school students between 2013 and 2015 and all have earned their private pilot certificates. In 2016, Upwind awarded scholarships to five high school students, including its first helicopter scholarship. For 2017, Upwind is seeking students to apply for either the airplane or helicopter scholarship. Winners will be selected in March and begin ground training in April, with flight training beginning in June. Deadline to apply is Feb. 17, 2017.

for Jan. 25-28 in Sebring, Florida. During the workshop, participants build a Zenith Aircraft rudder assembly from a standard kit. Cost for the rudder workshop is $375., Flirtey, a drone delivery service, reports it completed 77 drone deliveries in November to customers’ homes in the United States for 7-Eleven. Flirtey conducted weekend deliveries from a 7-Eleven store to a dozen customers who used an app to place their orders. The app also notified customers when their drone was loaded, when it departed the store, and when it was arriving at their doorstep. Officials report most deliveries were made within 10 minutes of placing the order. Flirtey and 7-Eleven are planning to expand their drone delivery operations in 2017., The Upwind Foundation, in its fifth year in San Carlos, California, is now accepting applications for its 2017 scholarships.

Stallion 51 founder Lee Lauderback was recently accepted as a member of the Society of Experimental Test Pilots, following recommendations from aviation icon Bob Hoover, who passed away in October, and astronaut and Reno Air Race winner Robert “Hoot” Gibson. Lauderback has been the chief flight in-

structor for Stallion 51 since he founded the flight operation three decades ago. In that time he has amassed over 21,000 flight hours in all types of aircraft, including over 9,000 hours in the P-51 Mustang. He is also an FAA Experimental Aircraft Examiner., A new website,, has launched, designed to encourage pilots to learn more about using Angle of Attack indictors (AoA). A new feature film that promises to tell the true story of the Women Airforce Service Pilots (WASP) is now in preproduction. Producers are Sheila Johnson, Bo Derek, Mark Sennet, and David Greenhill, with a screenplay by awardwinning writer B. Garida based on the book “Santiago Rhythm and Blues” by Lt. Col. Andra Higgs. The film follows aviation pioneers Jacqueline Cochran and Nancy Love as they formed the first group of women pilots who flew for the United States military during World War II.

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January 12, 2017 —


EAA Founder’s Innovation Prize returns OSHKOSH, Wisconsin — The doers, dreamers, and innovators who are ready to change the way people fly are again invited to submit their best ideas for the 2017 Founders’ Innovation Prize competition sponsored by the Experimental Aircraft Association (EAA). The second annual competition welcomes ideas to counter loss-of-control accidents in amateur-built aircraft. Entries are being accepted through June 15, 2017. The top five entries will be invited to showcase their innovations at a “Shark Tank”-style public presentation at EAA AirVenture Oshkosh at Oshkosh, Wisconsin, in July. The top innovation will be awarded $25,000, with additional cash prizes for second and third place. The inaugural competition in 2016 drew more than 140 entries from wellknown aviation designers to those who had never submitted ideas for a design contest previously. Ihab Awad of San Jose, California, earned the 2016 top prize with his entry named “Airball,” which continually synthesizes flight data so a pilot could quickly understand the current flight state of an airplane. “Just as EAA has drawn from the ideas

Last year’s winner, Ihab Awad, presents his idea for the “Airball” to the judges. and abilities of its members through its first 65 years, the Founders’ Innovation Prize allows a pathway for these creative ideas in flight safety,” said Sean Elliott, EAA’s vice president of advocacy and safety. “We no doubt will build on the originality, practicality, and imagination shown in the competition’s first year in 2016, and we encourage individuals,

groups and educational institutions to all get involved in our ultimate mission — improving flight safety by reducing loss-of-control accidents.” The FAA and National Transportation Safety Board have identified loss-of-control scenarios as one of the leading causes of general aviation accidents. As part of EAA’s efforts to improve

safety, the Founders’ Innovation Prize was created to encourage ideas from every source that could help reduce such accidents. Complete entry information and rules are available at That website also includes the finalists and champion from the 2016 Founders’ Innovation Prize competition.

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General Aviation News —  800.426.8538

January 12, 2017

Shark flies in American skies Dan Johnson Splog

When you look at this new-to-Americans aircraft, you might have a vague recollection of one or more aircraft that looked something like Shark. Are you fuzzy about that recollection? That’s understandable. It’s been a decade since FlyItalia’s MD3 Rider had U.S. representation. MD3 did earn Special LSA approval, taking its place on our SLSA List at number 15. While Spaceport Aviation still reports operating a Rider for students, the model has mostly disappeared from American skies. Another once-popular light aircraft sold in the USA — Skyboy — also sports the distinctive shark fin tail. These designs are substantially different expressions of a creative designer, but all share this common appearance. Dan Johnson, president of the Light Aircraft Manufacturers Association, is an expert on LSA. For more on Sport Pilot/LSA, go to


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Now Jonathan Baron — operator of Virginia-based PB Aero — reports that the aircraft designer’s most recent project, called Shark, has taken its first flight in the USA. Shark appears to be very different from MD3 Rider or Skyboy: Low wing versus high wing; tandem versus side-by-side seating; retractable versus fixed gear; basic versus full featured. However, sharp readers may have already noted the vertical stabilizer and ventral fin look almost identical. If you noticed that, give yourself a pat on the back. That is indeed a similarity and it is why the name of the new plane was chosen. Doesn’t it look like the tail of a shark? That design feature relates to principal creator, Jaroslav Dostál. He likes the look and finds it efficient to use the configuration. Continuing the theme, Jaro added shark-like cooling fins (gills?) in the aft portion of the engine compartment. I first met Jaro many years ago at the Aero Friedrichshafen show in the south of Germany. Jaro is a talented engineer and is smart enough to know that producing the aircraft is a job for people with those skills. He is a longtime expert in using composite and his design prowess is well regarded. Extensive use of carbon fiber helped keep the weight down for Europe’s ultralight weight limit of just 472.5 kilos (1,040 pounds, around 80% of the weight of LSA) when a parachute is mounted. A parachute is available for Shark. Created as a high-performance, allcomposite European ultralight, Jaro sought a fast-flying cross-country aircraft. Tandem seating and the related slim shape

The Shark recently had its first flight in the U.S.

are essential to the goal. A flight exceeding 300 kilometers per hour (188 mph) proved Shark can zoom along quickly on its Rotax 912 engine. The popular engine and sleek aircraft also allowed Jonathan to take a friend and

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enjoy a $20 hamburger (I’ll call it), with only $9 of that expended on an hour-long flight to and from an airport restaurant. The zippy speed, however, pushes SPLOG | See Page 30

January 12, 2017 —


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General Aviation News —  800.426.8538

January 12, 2017

FAA issues final airworthiness rule WASHINGTON, D.C. — The FAA issued a final rule Dec. 16, 2016, that overhauls the airworthiness standards for general aviation airplanes. According to FAA officials, the new rule will reduce the time it takes to move safety-enhancing technologies for small airplanes into the marketplace and will also reduce costs for the aviation industry. “Aviation manufacturing is our nation’s top exports and general aviation alone contributes approximately $80 billion and 400,000 jobs to our economy,” said U.S. Transportation Secretary Anthony Foxx. “The FAA’s rule replaces prescriptive design requirements with performancebased standards, which will reduce costs and leverage innovation without sacrific-

ing safety.” Those “prescriptive” manufacturing methods have long hindered development of new designs and technologies, causJack Pelton ing aircraft certification costs to soar, according to officials with the Aircraft Owners and Pilots Association. That’s why the Part 23 reform  represents “perhaps the most significant and pivotal” reform for the future of general aviation aircraft, according to AOPA President Mark Baker.

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“We acknowledge the FAA’s achievements with Part 23 reform and anticipate a much improved certification process for new aircraft with new innovations, Mark Baker exciting designs and technologies incorporated, but we must also focus on ways to modernize the existing fleet,” he said. “General aviation is at a critical point in its history,” he added. “AOPA strongly believes that the final rule, once fully implemented, has the potential to create marked improvements in both the safety and affordability of the fleet — new and existing.” The rewrite replaces some of the FAA’s rigid manufacturing standards with current industry standards, a concept pioneered by the light-sport rule more than a decade ago, officials with the Experimental Aircraft Association noted. EAA officials said they have long supported the Part 23 rewrite to promote common sense changes, foster innovation, and improve safety for GA aircraft. The stated goal of the rewrite was to deliver “twice the safety at half the cost” in new aircraft by making newer designs easier to certify and safety-enhancing equipment easier to install. “We are very pleased to see this final rule see the light of day, especially as EAA and other GA organizations worked very hard on the FAA’s advisory rulemaking committee to offer suggestions to boost the GA industry in the nation,” said Jack Pelton, EAA CEO and chairman. “The changes in Part 23 will allow new technology and better efficiency in designing, producing, maintaining, and operating today’s airplanes and create future GA designs. It ensures a favorable regulatory environment for GA in the future.” The General Aviation Manufacturers Association led the GA group work on this Part 23 rewrite, with EAA, AOPA, and other groups closely allied with GAMA’s effort. In May, the GA groups urged the FAA to release a final rule by the end of the year. While the Part 23 rewrite greatly helps in the certification of new aircraft, certain aspects of it also help retrofit and maintenance of existing aircraft. EAA is leading the way in finding newer, more affordable ways to install safety-enhancing equipment in the legacy fleet, association officials noted. This initiative had its first major breakthrough last year with the grant of EAA’s STC for the Dynon­D10/D100 series as a replacement attitude indicator in certain aircraft, and work continues to certify TruTrak and Dynon autopilots for standard-category

aircraft. “While the rulemaking’s primary focus is a proactive shift to proportional and objective-based rules within the Part 23 framework that Michael Huerta will have a significant effect on the next generation of general aviation aircraft, the retrofit industry has already benefited from this longawaited shift to proportional rulemaking,” added Aircraft ElectronPaula Derks ics Association President Paula Derks. “There are many elements to this decade-long rulemaking effort that deserve comment, but one of the most important is the concept and application of a safety continuum,” she said. “In particular, the application of the safety continuum in certification of retrofit products that are bringing safety-enhancing technology into the light general aviation cockpit at a price that is appropriate for these older aircraft.” Examples of this include the recent application of this philosophy with products manufactured by Garmin and the retrofit STC by the EAA for attitude indicator replacements, she noted. “Without the fundamental change in philosophy brought about by the Part 23 rulemaking effort, these products would not have been possible,” she said.

What the rule does

FAA’s new Part 23 rule establishes performance-based standards for airplanes that weigh less than 19,000 pounds with 19 or fewer seats and recognizes consensus-based compliance methods for specific designs and technologies. It also adds new certification standards to address general aviation loss of control accidents and in-flight icing conditions. “The rule is a model of what we can accomplish for American competitiveness when government and industry work together and demonstrates that we can simultaneously enhance safety and reduce burdens on industry,” said FAA Administrator Michael Huerta. The rule responds to the FAA Modernization and Reform Act of 2012 and the Small Airplane Revitalization Act of 2013, which directed the FAA to streamline the approval of safety advancements for small general aviation aircraft. It also addresses recommendations FAA | See Page 9

January 12, 2017 —


Technology helps mitigate drone risks A new report claims that — due to “human variation” — technology is critical to making drone flight beyond visual line of sight safe. PrecisionHawk released a report Dec. 15, 2016, of its Phase 2 Pathfinder Results. Pathfinder is an FAA-led initiative to facilitate the introduction of lowaltitude operations for small, unmanned aircraft systems (UAS) into the National Airspace System. The report identifies the operational risk associated with visual detection of an incoming aircraft and the ability to make a safety decision while operating a drone beyond visual line of sight (BVLOS). The report concludes that due to human variation, technology is critical to safe BVLOS flight. “While we believed that technology would be useful for flying BVLOS, we needed a quantitative answer as to whether it would simply make the user’s life easier or it actually impacted the safety of the operation,” said Dr. Allison Ferguson, director of airspace research. Phase 2 testing took place in North Carolina and Kansas with a large group of both FAA-certified pilots and non-pilots who were asked to make decisions while flying a drone beyond line of sight. When a manned aircraft was introduced into the airspace, participants were asked to detect it and choose from a series of actions to avoid a potential collision. The research measured a wide variety of environmental and human factors that could impact both the detection and decision-making process, including light, weather, visual obstructions, participant hearing and visual acuity. Participants were also asked a series of questions before, during and after the test to evaluate qualitative factors such as stress, boredom and fatigue. Analysis of the collected data shows that pilots were generally able to detect an intruding aircraft from further away than a non-pilot. In contrast, the decision

making process of both groups, as measured by their reaction times and collision avoidance choices, was nearly the same. In the majority of cases, the participants made a choice to lower the aircraft to loiter at its existing location as opposed to returning the drone home. “A key takeaway of Phase 2 is that there is always going to be variation when we rely exclusively on unassisted human ability to mitigate risk,” said Ferguson. “Situational awareness technology can help make that operation more consistent over more of the population, which in turn makes any risk prediction easier and more realistic.” “It’s not about taking humans out of the loop. It’s about letting technology do what it is designed to do, freeing up hu-

technologies that can be used to enhance safety, is set to begin this month.

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FAA | From Page 8 from the FAA’s 2013 Part 23 Reorganization Aviation Rulemaking Committee, which recommended a more streamlined approval process for safety equipment on small general aviation aircraft. The new rule also promotes regulatory harmonization among the FAA’s foreign partners, including the European Aviation Safety Agency (EASA), Transport Canada Civil Aviation (TCCA), and Brazil’s Civil Aviation Authority (ANAC). This may help minimize costs for airplane and engine manufacturers who seek certification to sell products globally, FAA officials noted. The rule will be effective eight months from publication in the Federal Register.

mans to do what humans are good at, like flexible decision-making.” Phase 3 testing, which will evaluate

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January 12, 2017

What’s your story? Ben Sclair Touch & Go

Stories are all around us. All we have to do is look. Sometimes it is as simple as opening an envelope. You remember what an envelope is, don’t you? I open all the mail General Aviation News receives. Makes sense, since I’m the only one who picks up the mail. On the back of a recent subscription renewal was a hand-written note from Sanford Orenstein in Florida. His story is worth sharing. Enjoy. “In 1956 a friend of mine got his Private Pilots License. At that time he had a chance to buy a 1946 Taylorcraft BC12-D, in great condition, with low hours, for a real low price. As he only had half the money, he asked if I would go partners. He said we would keep it for a year or so and would sell it, for a profit. So I bought in. “Several months later, he had some real financial problems. He asked me to buy him out. In the interim I was taking out a girl by the name of Martha. Telling her the story, she said she had money saved up, and would buy him out and be my partBen Sclair is Publisher. He can be reached at

ner, also, why don’t I take some lessons, and work toward a private license. I met a great CFI by the name of Barry Hughes. After two hours, I was hooked. “Martha helped me with the written, studying about four nights a week. I soloed after twelve hours and a few minutes. After obtaining my private license, the next year I obtained a water rating. Martha and I had some wonderful times flying on floats in the summer and sometimes on skis in the winter. “Incidentally, Martha and I will be married for 59 years in December. We flew for over 30 years. “I appreciate you taking the time to read my letter. If you would print it, please use all, or any part. Boy, my grandkids would be impressed. Thank you again.” That’s an amazing collection of memories, Sanford. Thank you for sharing them with me. Now it’s your turn. Care to share your story? Go to General­ or grab a pen and paper and mail it to General Aviation News, PO Box 39099, Lakewood, Wash., 98496.


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Send comments to or fax 858-712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less.


Thanks for the article in the Dec. 22, 2016, edition, “Getting up to speed on ADS-B.” I’ve been giving presentations on ADSB for the FAA and people tell me the FAA graphic you included in the article is misleading in that it makes it look like ADS-B required airspace is more extensive than it really is for general aviation aircraft that operate below 10,000 feet MSL. They find this graphic (at left) to be illuminating. It depicts where ADS-B will be required below 10,000 feet MSL. If you don’t live near or plan to fly to major metropolitan areas, you may not need ADS-B. The magenta areas are Class B and the turquoise areas are Class C. RICH MARTINDELL King Schools


Re: “Stabilized approach study launches,” in the Dec. 8, 2016 issue: I downloaded the article about the race track

pattern and made several copies to hand out to fellow pilots. To my amazement I found that my buddy pilots were relieved and confessed that they have been doing racetrack patterns for years. As they explained, what they did sounded exactly like my STABILIZED ILS approach. Several said they did only two flap settings: 15% to 20% on the 45 to downwind and full flaps opposite the numbers (and then it was a determined rpm setting) downwind to base to final and over the numbers. They said it was a whole lot easier to glide the three segments to the numbers. I agree. Yes I fly a low wing now, but flew the Cessna 172 for 43 years. Stabilization is a must, keep up the good work and do change the pattern to a racetrack configuration. Even in a high wing, a half circle is a one minute coordinated turn and we all LETTERS | See Page 11

January 12, 2017 —


Fit for flight Jamie Beckett Politics for Pilots

As I write this column I am just a bit uncomfortable. I have a strip of flexible blue tape wrapped around my left elbow, holding a small gauze pad in place, which in turn covers a hole in my skin where blood was drained out, about an hour ago. I go through this three times a year, because my general practitioner, whom I hold in very high regard, asks me to. I’ve made a conscious decision to do my best to remain fit for flight. As I get older, that’s more of an effort than it was when I started in this business. Who knew? One of the things I’ve learned over the years is this: Being fit for flight is not simply about keeping my blood pressure down, my cholesterol within established limits, and avoiding cardiac issues by watching my diet and getting some exercise. Those are all important factors, but I’ve come to realize that a big part of my fitness for flight has to do with my attitude. My willingness to commit to learnJamie Beckett is the AOPA Ambassador in Florida. A dedicated aviation advocate, you can reach him at:

LETTERS | From Page 10 have practiced them. For the high wing plane, a 180° roll out would be better fitted. I am all for the change! RON STERBA Salem, Oregon


The best T-shirt I ever saw at Oshkosh: “Teach your kids to love aviation. They will never have enough money for drugs.” JIM KLICK via


Re: “Chinese company takes majority ownership of Diamond Aircraft,” in the Briefings in this issue and also online at I am curious as to what prompted the sale of Diamond Aircraft to a Chinese company. I had been interested in purchasing a DA 62 (having recently sold my DA 42) but am concerned about this latest development. In fact, when I first purchased my DA 42 in 2007, we were faced with the Thielert bankruptcy the following spring. The

ing new things, consider alternate points of view, and take instruction from others — sometimes from people who are considerably younger than I am. Those conscious decisions make up a big part of my personal airworthiness. While at lunch with a group of CFIs last week, this question came up. How can I work effectively with a client who won’t listen to me? Hmmm, that’s a tough one. Here’s the scenario. The CFI is in the right seat, the client is in the left. They’re working toward earning the client a commercial pilot certificate. While doing pattern work, the CFI tells the client to turn base. The client balks, insisting that he has 400  hours of flight time and doesn’t need anybody telling him when or where to make his turns. Things go downhill from there. In my humble opinion, this guy is not fit for flight. Certainly he’s not commercial pilot material. Why? He refuses to work as a crew with the other pilot in the cockpit. He’s chosen to argue rather than work collaboratively. He misunderstands the relationship he has with the CFI he’s chosen and paid to be in the cockpit with him. engines were no longer warrantied; fortunately, my plane had the 2.0 engines that were not affected by the bankruptcy. Needless to say, I am going to stick with good ol’ Cessnas from now on for my next purchase. The Denali sure is nice looking. RICHARD CASO via


Re: “Pilot crashes after six unsuccessful approaches,” which appeared online at Dec. 20, 2016: A good rule of thumb is to not keep doing the same thing over and over again expecting it will work the next time. This applies to many things other than flying. But my rule is, if I fly an instrument approach well and miss because of the weather conditions, doing the same approach one time again is my limit. Looking straight down from minimums and seeing the runway isn’t the same as seeing the runway ahead of the airplane at straight in MDA. Going to an airport with an ILS or diverting to VMC makes sense. But if a controller is terminating approaches because the pilot is unable to

He believes he knows all he needs to know and has hired a CFI to do nothing more than sign off on his 8710 Form so that he can take a practical test. Wrong. Way, way wrong. To his credit, the CFI is trying. He’s looking for ways to communicate with his client to help him make progress. Even when the customer is difficult, uncooperative, and disinterested in taking instruction, the CFI is still committed to finding a way to help his charge get where he’s going. That’s a truly professional CFI. He recognizes that, left to his own devices, the customer will not become a commercial pilot. He’s showing classic signs of the anti-authority hazardous attitude all pilots are warned to beware of. Yet he’s embraced that mindset and will suffer as a result…unless the CFI can get through to him. Let’s face it, we are all susceptible to a certain amount of personal insecurity. That’s a basic human trait. It’s unavoidable. Yet we can overcome that limitation if we are open to the possibility. In this case, the customer is trying to protect his ego and bolster his self-esteem, yet he is, in reality, limiting his ability to learn and make real progress. At the very least he’s making his quest for a commercial pilot certificate much more expensive by wasting time in the cockpit pretending that he’s infallible. Each of us has a challenge or two that we have to overcome to be truly fit to fly. For some of us that challenge is physical and may require us to take medication,

lose weight, undergo a medical procedure, or visit a gym on a regular basis. For others, we may find our challenge is not so much physiological as it is psychological. We have to remain open to input from others to be safe and competent to fly. That’s true when we’re dealing with ATC, another pilot in the cockpit, another pilot in the pattern with us, and even when our CFI tells us they’d like to see one more flight before they sign us off for our flight review, because we were a little shaky and unsure of ourselves on a maneuver or procedure. Cooperation and collaboration are critical to our safety in the long run. I’ll tell you the truth, I’m not the best pilot in the world, but I’m working on it. I have been putting in my best effort since my first hour in the cockpit. A few decades later I’m still trying to do my best to make each flight as safe, as enjoyable, and as predictable as possible. To achieve that goal, I do my best to stay healthy, stay alert, and commit myself to flight training on a fairly regular basis. I do have one trick that’s worked well for me, which you might consider. It’s cheap, it’s easy, and it’s effective. Whenever I fly with a CFI, in anything, for any reason, at the conclusion of the flight, after we’ve cleaned off the dead bugs and put the aircraft away, I ask the same question every single time. The question is this: “What could I do better?” I’m going to do my best to remain fit for flight for as long as I possibly can. I hope you will too, and we’ll all get better in the process.

establish the final approach course, there may be little that can be done to save the plane and pilot. Was the airplane equipped with an autopilot and did the pilot know how to use it? No gyro-vectors might have worked if the pilot was willing to try. But PIC assumes the pilot is still capable of rational thought. The pilot is still the most common reason that accidents happen. JIM MACKLIN via


Good points. What’s frequently forgotten is what is usually told to new instrument pilots, particularly ones that finished their rating without ever seeing a cloud — for the first IFR flight go in visual conditions, and gradually work into more challenging weather conditions for subsequent flights. When a pilot does not fly frequently enough, he works himself back to the same status as the newly rated instrument pilot and then some. He will lose precision and physical endurance and considering that is critical for every go/ no-go decision. WARREN WEBB JR. via

An accident does not occur until landing touchdown or rollout. An engine failure, fuel mismanagement, or control loss of any kind can require immediate landing, but the accident is the result of the flight control during the following approach and touchdown. An emergency landing that did not cause damage or injury is not an accident. What does not seem to be considered in emergency landings is did the pilot land at the chosen area. Most emergency off-field landings touchdown midpoint or beyond on the chosen site. One-half of the fatalities of these accidents result from overrunning the landing area. The unintended consequence of the change several years ago from idle-power approaches to longer approaches is there has been no requirement for GA proficiency in those type landings, which happen to be the same for engine out approaches. Most new instructors are not proficient in landings at a designated spot. The majority of flight training is at long paved runways. Just touchdown wherever! ROBERT RESER via


General Aviation News —  800.426.8538

January 12, 2017

Beacons bring pilots safely home By LINDE HOFF In 2011, an experienced pilot was attempting to land in a mountainous area in the dark. Unfortunately, he had a problem with his equipment, so his GPS was scrambled and useless to him — a pilot’s worst nightmare in these modern days. He was relying solely on what he could see out the window of the cockpit, as well as guidance from air traffic controllers, to help him land safely at the closest airstrip. Since it was all happening quickly and at night with no electronic equipment to guide the pilot, the tower crew was woefully unsuccessful in assisting him, and he ended up crashing his airplane into the side of a mountain. Fortunately, he survived the accident — only the second person in history to make it out alive out of 100 who had ever crashed on that particular mountain pass. What is perhaps most interesting about this story is that had that pilot been in Montana, he would most likely not have had that accident, because of the lighted beacons still in existence today on the state’s mountain passes. About 90% of airplanes today have GPS units in them, but there are still pilots who fly at night and use the beacons, as well. You often hear pilots call it, endearingly, “flying the beacons.”

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The pinkish-colored line from a GPS, which leads a pilot from one destination to another, doesn’t take into account there could be a mountain in the way. In order to get that detail, the pilot has to be looking at a separate map. So, if a pilot isn’t paying very close attention while flying in the dark, he could easily fly into a mountain without the ever-critical beacons in the sky in the state of Montana. In today’s digital world, some might argue these beacons are no longer useful,


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like the lighthouses peppering the coastlines of the world and now, sadly, falling into decay. However, stop any pilot and talk with them about the lighted guideposts in the Montana skies, and you’ll hear they are anything but quaint and irrelevant. Instead, you will get a sense of pride that the state continues to maintain a fully operational network of these historical, yet important, aviation flares through the mountains, north from Monida Pass to

Great Falls and east from the Idaho panhandle to Bozeman. So how did this network originate? In 1925 Congress passed the Air Mail Service Act to provide, for the first time, federal funding to develop service for mail delivery via airplane at night. Working in tandem with the Bureau of Lighthouses, the U.S. Commerce Department developed a strategy to build an 18,000mile system of lighted airway beacons. Beacon towers were erected “every 10 miles across flat terrain and every 15 miles in more rugged areas,” according to the Axline/Hampton report, written in 2014 for the National Register of Historic Places. In 1926 the work was initiated, and the first airway was finished in Montana in 1927, running north-south, connecting Great Falls to Salt Lake City. “The last beacon erected on the route was the beacon on MacDonald Pass,” Axline Chapman wrote. “On Nov. 22, 1927, an estimated 4,000 people braved frigid weather to attend an event at Helena Municipal Airport to celebrate the completion of the beacon system.” That same day in November 1927 in Helena, Montana, Northwest Airlines (only just auditioning in the commercial BEACONS | See Page 14

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How reliable is my magneto? Paul McBride Ask Paul


I just read an article about the reliability of the mag in my TR182 and would like to know if there are any recent SBs or ADs on it. Royal Adderson


Any information regarding the Bendix Dual Magneto should be available at any FAA approved repair station where you have your aircraft and engine maintained. These facilities usually have a quick reference check list by aircraft model they use when performing 100 hour or annual inspections. In addition, they should also have all of the FAA AD Notes and Airframe and Engine manufacturers approved data in order to maintain your aircraft properly. I’d be surprised if your maintenance facility couldn’t tell you if there are any outstanding AD Notes on your engine’s Bendix Dual Magneto after checking your engine logbook. Royal, the Bendix Dual Magneto has not always received the best reputation over the years, but here’s something I learned about it many years back. When it was introduced, like anything else new in the marketplace, it was looked at with skepticism and suffered from some bad mouthing in the industry. However, what I quickly learned was those facilities maintaining engines with dual magnetos were not, in many situations, complying with the manufacturer’s recommendations with regard to routine maintenance and inspections. A large Piper Chieftain aircraft operator told me that if the magneto was maintained in accordance with the manufacturer’s recommendations, it was very reliable. This comment was made after I inquired whether his company was going to exchange their engines, which had dual magnetos installed, for factory engines that utilized two individual magnetos. Lycoming had begun offering this change in configuration for an up-charge, which many operators took advantage of. For this particular operator, he would be exchanging the TIO-540-J2BD engines for TIO-540-J2B engines. The point Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to:

he was making here was if you maintain a product as it’s recommended by the original manufacturer, you should expect to get good service and he had proven that in his operation. Hearing this from this operator, who happens to operate in a very hostile environment, was enough to make me a believer and for me to share his comments with anyone who questioned me from there on regarding the reliability of the Bendix Dual Magneto. I hope you and others who may have questions regarding the reliability of the Bendix Dual Magneto think seriously about this subject and share this information with your maintenance facility so they understand what correct and proper maintenance does for a product.

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Will the exhaust system for a Lycoming O-320 wide deck fit a O-320 narrow deck engine on an experimental? Vern Darley Peachtree City, Georgia


Vern it sounds like you’re getting ready for a fun project, so hopefully this information will give you a positive start. The answer to your question is YES. The same dimensions apply to either a wide deck or narrow deck cylinder on the Lycoming O-320 series engines.

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General Aviation News —  800.426.8538

January 12, 2017

Sporty’s chronicles latest trends At the end of every year, Sporty’s releases a round-up of the latest trends in general aviation. For 2016, Sporty’s officials lead off reporting that flight training was strong. “Airlines are hiring rapidly, airline pilot salaries are going up, and more people are pursuing their dream of being a pilot,” they said. Non-certified avionics in certified airplanes: The Non Required Safety Enhancing Equipment (NORSEE) policy from the FAA came into force in 2016 and a variety of groups are working on STCs to allow replacement attitude indicators and autopilots to be installed for far less than before.

Youth aviation programs pass important milestones: Young Eagles flew its 2 millionth kid this year, while the Experimental Aircraft Association signed a memorandum of support with Aviation Exploring. New competition in the premium headset market: Bose and Lightspeed have been slugging it out for years (even defeating Sennheiser, which withdrew from the market this year). Now David Clark has joined the battle, with its ONEX. This new design is lighter and smaller than classic DC headsets, and has become a popular option, Sporty’s officials said. Cincinnati Avionics stays busy with ADS-B Out installations: You’ve read

about ADS-B Out for years, but with the Jan. 1, 2020, deadline now just three years away, it seems like pilots are finally getting serious about equipping. The FAA’s $500 rebate program also accelerated installations. Drone hype fades, but reality is still exciting: The FAA finally implemented its Part 107 rule for commercial UAS operations this year, and the first remote pilots were certified. It’s still uncertain how big this market will be and how it will impact GA, but what is clear is that drones are here to stay. When it comes to training, Sporty’s partnered with the Unmanned Safety Institute to offer training courses that share

some of the lessons from manned aviation with remote pilots. Sporty’s has also developed a Drone Study Buddy app for iOS devices. The iPad is still the most important avionics system for most pilots: The glass cockpit revolution is already here, but it looks like a tablet more than a PFD/ MFD. The iPad has been out now for over six years, but new iPad accessories keep coming, including SiriusXM’s Aviation Receiver for ForeFlight, XNaut’s innovative iPad mounting system with built-in fans, new kneeboards from Flight Outfitters, and much more. You can check out all the trends online.

BEACONS | From Page 12

Pass is listed on the National Register of Historic Places and is easily visible from U.S. Highway 12. More importantly it still guides pilots safely through and over the peaks during the darkened hours while the light shines and sends its important signal of warning. But today the beacons are becoming dark as the state is not fixing them as they break down. The Montana Pilots Association (MPA) has thwarted attacks on the beacons in the past, noting they are a safety net pilots have enjoyed for many years. MPA officials say the cost to maintain the system is roughly $1,000 per beacon per year. “So what is a pilot’s life worth in the state of Montana, not to mention those passengers who might be in the plane with him or her?” MPA officials ask. Technology is wonderful but not per-

fect, and it will oftentimes break down, so I just hope when I step onto my next flight — whether it be commercial or private — all systems are “go,” because there might not be a beacon to bring us home safely

over the mountains. If you want to help fight to keep the beacons shining, please email the governor at ShareOpinion or call 406-444-3111.

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The state’s side of the story By JANICE WOOD While state aeronautic officials understand pilots’ concerns about losing the beacons, things are not as simple as they have been portrayed, according to Debbie Alke, administrator of Montana’s Aeronautics Division. She notes that the $1,000 covers just the lease payments and utilities for each beacon. “That’s doesn’t include equipment to maintain the beacons, plus staff time,” she said. That’s why, as the beacons break down, the state has stopped maintaining them. She realizes this is a controversial decision. “Everybody thinks the beacons are cool — I think they are cool,” she said.

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“But we work for 4,000 pilots in the state.” She recalled that as the beacons began going dark in the last few years, there was little notice taken. “We didn’t hear much from anybody,” she reported. “Less than a handful of people use the beacons as intended.” Still, the state is committed to maintaining “at least” a string of three of the beacons, she said. “We will never get rid of the MacDonald Pass, Spokane and Strawberry beacons,” she said. And that makes Montana unique as it is the only state that still maintains any beacons. Aeronautics


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aviation arena), offered a night flight from Minneapolis to Seattle, with stops in both Helena and Butte, utilizing these illuminating beacons to safely get their passengers to their destinations. The groundwork for the modern federal airway system had been laid and anointed in Helena, Montana. By 1945 Montana had 39 beacons illuminated across the state, and the system flourished nationwide until the 1960s. By 1965, eight federally-operated beacons in Montana remained, all of which were located in mountain passes. Another 13 were transferred to state control and operated and maintained by the Montana Aeronautics Division of the State Department of Transportation. Today, the beacon atop MacDonald

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January 12, 2017

Lounging around Joseph (Jeb) Burnside Pilot Related

If you’ve read many of my columns for General Aviation News, it will not surprise you to learn I like hanging around FBOs and pilot lounges. My enjoyment of this pastime stems from working as a lineboy at my local airport one summer and from, well, hanging around FBOs. Each facility is different, of course, but there are certain similarities and “features” we’ve all come to expect at an FBO. A coffee pot is one, as is a seating area populated with magazines and other reading material, plus an area devoted to vending machines and food. Standard fare often includes candy bars Aviation writer/editor and Uncontrolled Airspace podcast co-founder Jeb Burnside is a 3,200-hour airline transport pilot. He owns a Beechcraft Debonair.

and peanut butter-filled cheese-flavored crackers, plus some way to dispense soft drinks. If you’re living right, the crackers have a sell-by date younger than your airplane, and the soda machine isn’t out of your favorite flavor. There’s also some kind of flight-planning room, perhaps with a large VFR planning chart covering one wall. If the FBO has been around for a while and primarily caters to flight training and the lighter end of general aviation, the chart will have a long string nailed into it at the airport’s location, often running to a pulley in the ceiling and terminated by a lead fishing weight hanging down to the floor from the pulley. That’s used to give pilots a rough magnetic course and distance to their next destination. (Pro tip: Don’t just let go of the string when you’re finished with it; gently ease it back to its resting state.) But the sanctum sanctorum at any FBO


is the pilot’s lounge. Ideally, it’s a separate room down the hall, near the water fountain and the bathrooms. It has a television tuned to the Weather Channel, a couple of worn recliners and a couch. There’s a sign on the door saying something like “Pilots Only.” This room is the heart and soul of the FBO. It’s the real reason the FBO exists, which is not to pump fuel, as many believe. It’s where all who enter are more or less equal, at least at first. It also is where you get to meet interesting people. From flight instructors, student pilots, corporate crews and transients, there’s always someone new and different in the lounge. Everyone has a tale to tell and a lesson to share. Based on decades of in-depth study and detailed observation, I’ve concluded there are three basic types of pilots who populate the pilot’s lounge.

The Student

It’s usually easy to tell the student pilot from others in the lounge. For one, his or her entry is tentative, as if the student is acutely aware the certificate in their pocket isn’t what everyone else has. They’re not even sure they’re supposed to be in this hallowed room, but no one is telling them to leave.




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The student can be hard to identify at first. Close inspection, however, reveals a nearly new, unscuffed flight bag with fresh charts, a plotter and an E6-B flight computer, and a high-end headset, also nearly new. The student typically finds a quiet seat in the corner and pulls out a FAR/AIM copy, an airplane flight manual/pilot’s operating handbook, or a chart, and begins to study. Occasionally he or she will look up and glance around the room, to see if anyone is eyeing them suspiciously and about to ask them to leave. No one does, since they have every right to be there.

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January 12, 2017 We’ve all been this person at one time or another.

Ace of The Base

Another type of person found in the typical pilot’s lounge is the Ace of The Base. He — they invariably are male — is easy to spot: He carries a flight bag, but his is larger than the student’s. If possible, it’s probably newer but much heavier, stuffed with all kinds of gear and gadgets; none of the bag’s contents is new, but all of it is relatively unused. Rather than tentative, his entry into the lounge is busy, officious. He’s wearing a high-end pair of sunglasses — even inside — and some kind of military-style jacket, festooned with decorations identifying him as a pilot. The decorations usually consist of patches celebrating aircraft types he’ll never fly, like an F-117 stealth fighter or an Airbus A380. — This pilot is stretched out on one of the recliners, with one eye closed and the other kinda/sorta watching the television. She’d like to get a quick nap before the next leg, but really is just thankful to be in something that isn’t moving at a bunch of knots. A vending-machine water bottle is in one hand while a cellphone occupies the other. He or she might be wearing something


approaching a uniform, perhaps a shirt featuring epaulets but lacking stripes. Comfortable shoes and loose-fitting pants are the norm, with a cheap pair of sunglasses perched on the head. When he looks around the room, the crow’s feet around the eyes evidence more than a few late afternoons spent flying westbound. Be this person.

Come fly with me AOPA’s Fly-Ins have been a huge success—we’ve seen nearly 44,000 people and safely parked some 6,000 aircraft since they started three years ago—so we’re making them even bigger for 2017, adding events, fly-outs, and a whole extra day of in-depth learning opportunities designed to refine your skills or teach you new ones.

He has a couple of expensive writing instruments stuck into the jacket sleeve’s pencil holder and maybe a small airplaneshaped pin or two adorning the collar. (He also wears this jacket when at parties and bar-hopping, and always goes home alone.) The Ace probably has a VFR-only private ticket, with around 100 hours in his logbook, having passed his checkride the second time maybe five years earlier. He’d like to get his instrument rating, but he’s also prone to airsickness, which remains a closely held secret. He has no plans to fly today, and is just hanging out before he has to show up for his fast-food job. Don’t be this guy.

Just Another Pilot

This guy or gal might be carrying a kneeboard or an iPad, but isn’t really interested in it. He or she nods at the students when they walk in, perhaps with a slight, knowing smile. What’s the buzz? “Every flying machine has its own unique characteristics, some good, some not so good. Pilots naturally fly the craft in such a manner as to take advantage of its good characteristics and avoid the areas where it is not so good.” — Neil Armstrong, quoted in Popular Mechanics, June 2009

This year we’ll host four fly-ins around the country, landing in Camarillo, California, April 28 and 29; Norman, Oklahoma, Sept. 8 and 9; Groton, Connecticut, October 6 and 7; and Tampa, Florida, October 27 and 28. Unlike past years, each event will last two days, with in-depth full-day seminars on topics like aircraft maintenance, mountain flying, or overwater flying beginning at 9 a.m. on Friday. The exhibit hall and aircraft displays will also open earlier, giving you the chance to browse the latest industry offerings beginning on Friday afternoon. That evening, relax and enjoy food and entertainment at the ever popular Barnstormers party before retiring to a hotel or, better yet, camping under the wing. Saturday will be similar to past AOPA Fly-Ins, starting with a pancake breakfast and continuing with seminars, exhibits, aircraft displays, entertainment, food, and an association update from President and CEO Mark Baker. If you’ve been out of flying for a while, be sure to take part in the free Rusty Pilots seminar on Saturday morning. The three-hour interactive seminar counts toward the ground portion of the flight review and includes the latest information about third-class medical reforms. Rusty Pilots is designed to make it easy to return to flying after any length of break, from a few months to many years. Since we launched the seminars in 2014 as part of AOPA’s You Can Fly program, they’ve helped more than 2,500 pilots return to active flying status. The fly-ins will conclude at 3 p.m. on Saturday, leaving time for an organized fly-out where pilots can enjoy nearby attractions or put the skills they’ve learned to work. I hope you’ll plan to join us for one or more of our expanded fly-ins in 2017. Airplanes, pilots, and fun—I can’t think of a better way to spend a weekend!

Mark R. Baker President & CEO, AOPA

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January 12, 2017

Photo by Thomas Hoff

Childhood dreams do come true… By TOM SNOW As an airplane-crazy kid, Pat Napolitano had a picture of a Beechcraft Staggerwing on his bedroom wall. Today he flies one of the distinctive biplanes for Mid-Continent Instruments and Avionics. With his trademark Fedora hat and leather jacket reminiscent of Howard Hughes, Napolitano and his unique corporate plane stand out on the ramp wherever he lands, especially after announcing his arrival with the distinctive “oooga” sound of a 1930s Klaxon horn. “I’m the luckiest person in the world,” says Napolitano, 51, who has been a pilot since age 20. As probably the most active Staggerwing pilot currently flying, he travels 20 to 30 weeks a year, during which he puts around 300 hours on the 75-year-old plane, which is based at the Fresno/Chandler Airport (KFCH) in California. Napolitano’s job as Mid-Continent’s Western Regional Service Representative involves visiting customers and displaying the plane at various aviation events. However, he’s not limited to traveling

January 12, 2017 —


Mid-Continent President Todd Winter and Pat Napolitano. just the western U.S. and Napolitano flies east each year to Oshkosh and the “Beech Party” fly-in at the Beechcraft Heritage Museum in Tullahoma, Tennessee. Ever generous with rides, Napolitano’s goal is to be an ambassador for aviation and to inspire young people to get into aviation. “I owe it all to Todd,” says Pat, referring to Todd Winter, president and CEO of Mid-Continent, who decided in 2011 that he wanted a plane with “wow factor” to represent his 52-year-old company, which overhauls and manufactures instruments, avionics and advanced power solutions. After considering Beavers, Spartan Executives and Howards, Winter settled on a Staggerwing as the right plane for the mission and he quickly told Napolitano to “find me one.” Pat had only logged two hours in a Staggerwing prior to purchasing “Queenie,” as she is affectionately known. In addition to logging 2,000 hours in T-6s and 800 hours in various other tailwheel airplanes, he knew very little about the distinctive Beechcraft biplanes from the 1930s and 1940s except that he had liked them since childhood. An A&P and IA, Napolitano had the knowledge to search the market for a good one and, in March 2012, he found NC79091 in North Carolina. After completing the purchase, his first priority on the flight west was to stop in Wichita and introduce Queenie to Winter, her new owner. After a few days in Wichita, Pat continued his journey to Fresno, where he landed on April 16, 2012, his 48th birthday. Napolitano soon connected with Wade McNabb, then CEO and curator of the Beechcraft Heritage Museum, the repository of everything related to the history of Staggerwings, and McNabb provided valuable guidance regarding the care and feeding of his new purchase. Mid-Continent’s Staggerwing was originally certified as a GB-2 and sold to the U.S. Navy in September 1941. The biplane’s certification paperwork was signed by Lloyd Stearman and Winter and Napolitano were thrilled to have Stearman’s son, 94-year-old Dr. William Lloyd Stearman, sign the plane during AirVenture 2016. After its wartime service, the Staggerwing was re-certified as a standard D17S and sold on the civilian market in 1946 for $5,400, or about $67,000 today.

Mid-Continent’s Staggerwing takes a place of honor at the Beechcraft Museum during the annual Beech Party.

Pat Napolitano knows he’s lucky to have a one-of-a-kind job, flying a Beechcraft Staggerwing around the country. The plane has accumulated 4,800 hours over the past 75 years, with 900 of those flown by Napolitano, who personally installed a new R985 radial engine about 500 hours ago. After flying the Staggerwing for a couple of years, the decision was made to send it to Staggerwing expert Mike Stanko of Gemco Aviation at Elser Airport (4G4), near Youngstown, Ohio, where it underwent several months of a re-restoration. “We have one of the best maintained Staggerwings in the country,” says Na-

politano, who carries a large toolbox in the back of the plane, along with the lightweight collapsible aluminum tow bar he designed. At this year’s Beech Party, other Staggerwing owners were glad to have access to Pat’s tools to fix minor squawks. Although the Staggerwing is an antique airplane, its panel is up-to-date and features the latest Mid-Continent products and a Garmin GTN750. After flying VFR for most of his career, Napolitano earned his instrument rating this past March, but

he still does not fly “hard” IFR. Although the plane is equipped with a good autopilot, Napolitano prefers to hand-fly, except on long trips. Also, in the interest of safety, he limits himself to around five hours of flying per day. “I’m lucky to have a one-of-a-kind job that I love,” said Napolitano as he prepared to take another group of Beech Party attendees on their first ride in a Staggerwing. “Todd wants me to share the plane and I’m happy to do it.”


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January 12, 2017

Zen and the art of circumnavigation By JONI M. FISHER What does it take to fly around the world? Pilot Robert DeLaurentis recently took time to share what he learned during his historic 2015 solo circumnavigation of the world. His new book,  “Zen Pilot: Flight of Passion and the Journey Within,” details the historic 98-day, 26,000-mile ultimate cross-country.

It Takes Courage

Robert DeLaurentis forts to avoid landing at night.” But it takes more than raw courage to survive such a goal.

Flying around the planet is a daunting task. It represents that scary big goal most It Takes Planning pilots never seriously entertain. To prepare, he researched previous atThe list of men and women who have tempts and spoke with experienced ferry achieved solo circumnavigation by flight pilots, like Fred Sorenson, on the safest numbers about 50, not counting astroroutes and seasons to fly. nauts. “I got great advice from a ferry piThe first successful aerial circumlot: He said, ‘A lot of times it will be easnavigation involved four Douglas World ier to give up. Never give up.’” Cruisers in 1924 flown by pairs of piHe then executed a flight to Europe lots, navigators, and from the U.S. as a mechanics in the US practice run of sorts. Army Air Service. It From research and his took 175 days, engine experience, he deterchanges, wing chang- “He spoke of fear as if mined the supplies and es, and still only two it sat in the co-pilot’s survival gear to take. of the four planes com“I was counting out seat, as if it was just 90 vitamins pleted the course. and one another element to that I had was fish oil. Before 1924, attempts by the British factor into each leg.” In the Middle East, and French failed. In they might burst in the 1933, flying a singleheat, so I had to bring engine Lockheed Vega, along a plastic bag to Wiley Post completed separate them from the the first solo circumnavigation. others.” That desire to achieve a history-making He chuckled, then added, “I had to congoal is tempered by equally-historic fatalsider if I really needed the plastic bag. I ities. Wiley Post died trying to fly over the was that concerned about reducing the North Pole to Russia with humorist Will weight of supplies. In Wal-Mart, I was Rogers in 1935. considering which binder was the lightTwo years later, Amelia Earhart and est. I had to keep all my travel documents, Fred Noonan vanished in the Pacific flyVISAs and such in one place.” ing a twin-engine Lockheed Electra. He also flew a wide variety of singleThe year before Robert DeLaurentis’s engine and twin-engine aircraft, includcircumnavigation, Harris and Babar Suleing a Cessna 152, 182, and 210, a Cirrus man of Indiana crashed and died in their SR22, a Cirrus SR22 Turbo, a Diamond attempt. DA20, a Piper Archer, a Piper Aztec, and “I had no way to anticipate what sort a Beechcraft Duchess, to name just a few. of chances I was taking, and I honestly “I belong to a couple of different flying didn’t know if I would be coming home,” clubs and I just wanted to experience a lot DeLaurentis said. “At a minimum, I of different planes,” he said. “In the Plus would not return the same person as when One Flyers Club I got to fly a Malibu.” I left…in a way, I was saying goodbye to It was apparently love at first flight. myself as well.” Logging 400 hours in the Malibu, he “You have to figure out your greatselected a 1997 Piper Malibu Mirage est fear and go after it before the trip,” (N997MA) to make his great journey. he continued. “I never fully appreciated my fear of entering a non-towered field It Takes Money at night on an instrument approach with The plane, fuel, and time off from his mountains nearby. On an island. This situday job in real estate all added up. ation came up a few times, despite my efIn modifying his plane, he found a few sponsors. In his book, he lists modifications and innovations employed for the journey, like FlightShield’s Nanoceramic Joni M. Fisher is an 800-hour, instrumentCoating, and the DeLorme inReach Exrated private pilot, journalist, and author. plorer by Garmin. In all, 45 sponsors For more information see her website: helped make the trip possible.

Photo by George A. Kounis/

The Spirit of San Diego, a 1997 Piper Malibu Mirage, was used for the trip. At last he faced the first day of the journey. Named “The Spirit of San Diego,” the single-engine plane was adorned with small flags from many nations and the logos of sponsors. In San Diego, the fourthgrade classes at Lindbergh Schweitzer Elementary School monitored his trip, along with 200,000 social media followers. Departure was May 15, 2015, from San Diego. Wearing a neoprene survival suit, carrying VISAs and medical and evacuation insurance, equipped with 40 pounds of survival gear, armed with a degree in spiritual psychology and 1,300 hours of flight time, DeLaurentis began his solo flight around the world. Without fanfare, without a press conference, and without a cheering crowd to send him off, he simply squeezed cautiously around the extra 140-gallon fuel bladder, settled into the cockpit, and started up his aircraft.

It Takes a Zen Perspective

“The silence that happens when you are alone in the plane brings focus on the now,” he explained. “You can only concentrate on the leg you’re flying. Being focused on the flight that you’re on means the world doesn’t give you a pass. You have to be in the moment. I don’t think most people live in the moment. They are thinking about what comes next, or what someone said in the past.” He spoke of fear as if it sat in the copilot’s seat, as if it was just another element to factor into each leg. “You don’t have control over what is coming — the weather, conditions,” he noted. “There were times I had to surrender to what was happening. I had been in the Middle East during the Gulf War, so there were all kinds of thoughts going through my head while I was stuck on the tarmac in Oman, Jordan. When everything is cleared away, all distractions are gone, you are forced to pay attention to things you haven’t had time for before.”

Despite the dangers and frustrations on his journey, his love for flying continues. “Flying is entertainment in itself,” he said. “When you add in different destinations and friends, when you include all those things, layering them all together, flying is a magical experience. Everyone at some time has dreamed of flying. I wish more people could experience it.” DeLaurentis spoke of plans for his next goal, to “close escrow on a Turbo Commander 900 and fly it to South America, to the Canary Islands, and Madagascar to deliver medical supplies. We just did a test run to Cuba to deliver medical supplies.” The name of the new plane? “Citizen of the World.” Why? “We may have different skin colors, political affiliations, you name it — there are more things that connect us than separate us,” he explained. When asked how he wanted to be remembered, he replied, “That I went for it. That I overcame my fears to achieve the impossibly big dream that others warned couldn’t be done.”

January 12, 2017 —


An Alaska logbook: Excursions By BILL WALKER Last summer, while on a flying trip to Alaska, I visited two popular tourist destinations in the backcountry. One of them, Chena Hot Springs, was half an hour by air from our home base at Chena Marina Airport (AK28) in Fairbanks. The other, 184 air miles south, was the historic town of Talkeetna, aerial gateway to Denali, North America’s highest peak. Chena Hot Springs was first. The weather on the July morning of our flight was questionable with light rain and fog. But our host, 20,000-hour bush pilot Will Johnson, assured us that conditions were more than adequate. And they were. We flew from AK28, the private gravel strip and water runway in the shadow of Fairbanks International Airport where Will keeps N73036, a Cessna 207A that is the primary aircraft for his company, Yute Air Taxi service. His wife Debbie and my co-pilot for the Alaska trip, retired U.S. Army aviator Albert Finocchiaro, joined us for the flight. On the ground, visibility was about three miles, or at least as far as we could see in the direction of the Tanana River beyond the end of the runway. We climbed briefly, perhaps to 500 feet, turned to starboard and watched Fairbanks International go by a half mile off our right wing. A couple of minutes later we passed Ladd Army Airfield on Fort Wainwright, then turned back to the northeast and flew up the narrow valley of the Chena River North Fork. Twenty minutes later Will announced our imminent arrival at AK13, Chena Hot Springs Airport. The pattern was Alaska unique: It consisted of overflying a ridge with perhaps 250 feet clearance, crossing a hilltop, turning away from the airport on an outbound heading, banking steeply back toward the runway and finally turning smartly onto short final with the runway 45° to our left.

Will solved the off-center problem with a deft half S maneuver, rolling out 31 minutes after departure onto a perfect short final for the 3,000-foot strip. A middle-aged man, of moderate height with a face mostly covered by a salt and pepper beard, walked briskly toward our plane in the parking area. “That’s Bernie Karl, owner of the place,” Will said. “I was going to give you hell for landing in this weather,” Karl called. “But then I saw it was Will. He knows exactly how to fly in here.” For the next two hours Karl escorted us around the Hot Springs complex, including the geothermal electrical energy plant, the heated greenhouses producing lettuce and tomatoes, and the outdoor vegetable gardens. Exhibits and newspaper stories framed on the walls showed the worldwide attention Karl had garnered for his energy and recycling projects since buying the Hot Springs Resort from the state of Alaska in 1998. At the power generation center, geothermal energy, warm water, is used to produce the electricity for the complex of 44 buildings. The most unusual tour stop was the Aurora Ice Museum, described in the Hot Springs brochure as the world’s largest year-round ice environment. Parkas were provided inside the modified ice A-frame chapel built of 1,000 tons of ice and snow. Inside, Bernie poured drinks at the appropriately named ice bar. The best part of the tour for most visitors is the swim. The air temperature was in the high 40s, but the water in the springs was over 100° Fahrenheit. The average springs temperature is about 106° while the indoor pool is kept at 90°. There are accommodations and amusements at the Chena Hot Springs, about 60 highway miles northeast of Fairbanks. It was almost nine in the evening but still daylight when we buckled in for the

Motor vehicle exhibits on the grounds at Chena Hot Springs Resort provide a glimpse into the transportation history and development of Alaska.

Photos by Bill Walker

Visitors to the Chena Hot Springs resort tour the Aurora Ice Museum.

The Hot Springs at Chena Resort is a major attraction for tourists.

The terrain warning display in a Cessna 207A on a flight to Chena Hot Springs shows the rising ground en route to the resort.

22 return flight. Will did a brisk back taxi followed by a Hot Springs flying tale on takeoff. “A veteran airline pilot,” he began as he advanced the throttle, “flew a pristine Cessna 180 into the strip and went around.” We were now airborne and climbing slowly with the view of a tree-covered mountainside filling most of our windshield. “On the way out, just like we are taking off,” Will continued, “the pilot was confronted with the mountain in front of us.” He pointed ahead with his right hand for emphasis. “He smashed the 180 into the mountain about there,” Will said, pointing directly ahead. “If we kept going straight we’d find the exact spot. You know, the pilot just walked away from the wreckage and left the plane. The parts of the plane that haven’t been salvaged are still there.” “What you have to do,” Will continued, “is bend your climb-out to avoid the mountain and the pilot did not.” And with that pronouncement he deftly turned the yoke to the right, the wing dipped and the mountain was now on our left. Visibility was still poor, but in a few minutes we were out of the valley and over the broad strands of the Tanana, which flows past Fairbanks. Five minutes later we were back on the ground at Chena Marina.


The following morning Albert and I hoped to fly to Talkeetna, about two hours south. My aircraft, N3245G, a 1956 Cessna 172, had experienced tailwheel problems on the flight from South Carolina, and Fairbanks A&P Todd Murray of the Brooks Sheet Metal Division was doing a rebuild. However, he told us that although parts had been secured, the plane wouldn’t be ready for the trip. Our hosts, the Johnsons, offered one of their HughesNet company service vans for the journey. Cooler weather was forecast, so we also got installer jackets with the company logo and Hughes caps. We had already plotted an air route for PATK, Talkeetna, 184 miles distant, but would now follow Alaska Highway 3, the George Parks Highway, connecting Fairbanks and Anchorage. The driving distance was 272 miles, almost six hours. Highway 3 is, for the most part, a twolane road with expanded sections for passing. The primary attraction en route is Denali, North America’s highest peak at 20,310 feet. Broad Pass, 152 miles from Fairbanks, is the highest point on the route at 2,300 feet. The Parks Highway parallels the boundary of Denali National Park and eventually passes through Denali State Park en route to Anchorage. The park entrance is 120 miles south of Fairbanks and the visit to the Denali Visitor Center is free. It is open from May 15 until mid-September. An Alaska Railroad stop and a commercial bus stop are located within walking distance of the Visitor Center. For

General Aviation News —  800.426.8538

January 12, 2017

A DeHavilland Beaver on approach to Talkeetna Airport after completing a flightseeing tour to Denali. non-commercial general aviation, the 3,000- by 68-foot McKinley National Park Airport (PAIN) is also within walking distance of the Visitor Center. The comments on the airport in ForeFlight’s information section warn of nearby downdrafts, plus wildlife and pedestrian traffic on the runway. There is an airfield camera view at and an automatic aviation weather reporting station (135.75). We arrived in Talkeetna, 90 miles from Anchorage, in late afternoon and got clear photos of the Denali Massif from a viewing point near the junction of the Tal­ keetna, Chulitna and Susitna Rivers at the north end of town. The Massif is so large it creates its own weather system, which means it is rare to get a view of the peak. But this was one of those days. The next order of business was lodging. The touristy places on Main Street were booked. That was understandable since the town is listed on the National Register of Historic Places and routinely crowded with out-of-state vehicles. We backtracked to the edge of town beyond the airport and found the Latitude 62 Motel/Restaurant/Lounge. The bartender/motel manager had two small rooms, $78 each. The bed looked larger than a single and there was a separate bathroom with sink, toilet and shower. The air conditioning control was a latch that allowed the window to be opened far enough to permit air to waft in from the side parking lot. We drove to Talkeetna Airport

A DeHavilland Beaver completes a flight at PATK, while a DeHavilland Otter in the background is heading out for Denali. (PATK), and watched the stream of planes ferrying sightseeing passengers up to Denali. In the span of 20 minutes two turbine Otters and a Beaver dropped off passengers, reloaded and departed. The aircraft were equipped with wheel skis that allowed hard surface landings at Talkeetna and also glacier landings. Several firms offered flight tours, all with optional glacier landings. Prices ranged from $210 to $450. Glacier landings were a specialty of legendary Talkeetna bush pilot Don Sheldon. He learned his craft from Alaska

mountain flying pioneer Bob Reeve who became his father-in-law. A good read on Alaska flying is James Greiner’s “Wager With The Wind,” which chronicles Sheldon’s flying exploits and pioneering glacier landings on Denali. We tried to visit the Sheldon Air Service at the airport, but it was closed for the day. It is run by Don Sheldon’s daughter Holly Sheldon Lee and her husband, veteran bush pilot David Lee. They also offer tours ranging from the Ruth Glacier flight with landing for $285 to the Denali Grand Tour, which circumnavigates the

January 12, 2017 —


Visitors rarely get an unobstructed view of Denali. This photo taken from the end of North Main Street in Talkeetna.

The Talkeetna Village Strip, once alive with bush plane traffic every day, now is home to only a few aircraft.

Damaged propellers tell part of the story on the hazards of flying in Alaska. mountain plus a glacier landing for $450. Locals told us Talkeetna was not an international tourist magnet in Sheldon’s time, more a climbing center. Sheldon, a decorated World War II air-

man, achieved fame by becoming one of the most skilled high altitude bush pilots to ever fly in Alaska. He died of cancer at 53 in 1975. In Sheldon’s time the grass and gravel Talkeetna Village Strip

(AK44) near main street was in use daily, but only a couple of taildraggers were still parked alongside the 1,600- by 30-foot strip when we visited. Denali is the star of Talkeetna and one of the financial rocks for the little town of 800-plus year-round residents. It is easy to imagine the dusty main street area as the inspiration for the fictional town of Cicely in the 1990-95 TV show, “Northern Exposure,” although the filming was actually done in Roslyn, Wash., in the Cascade Mountains. You can’t come to Alaska and not eat salmon and we did our duty that night, ordering the deluxe meal ($26) in the Lati-

tude 62 restaurant. It was superb, the fish, rich and sublimely salmony tasting, if that can be a descriptor. Talkeetna is well served by public transportation. The Alaska Railroad links Anchorage and Fairbanks with stops year round in town. There is regular bus service to Talkeetna and Denali National Park with packages offering the railroad one-way and return by bus. The best single publication for a trip through Canada to Alaska is The Milepost, a 720-page guide ($34.95) published since 1949. Check online at TheMilepost. com or call 800-726-4707.


General Aviation News —  800.426.8538

January 12, 2017

Air Racing from the Cockpit: What next? William E Dubois Plane Tales

Dispatch from SXU, Santa Rosa, New Mexico: I’m sitting outside my hangar in my “Air Racer” folding chair, race swag from the ninth annual Texoma 100 Race. I take a puff on my cigar and regard my trusty plane with a loving eye. From my low angle in the chair just outside the hangar door, her nose juts up into the air. Ready to fly. Ready to race. It’s 111 days until the next race season. Will I race again? Well, that’s a silly question. Now that I’ve tasted air racing — now that I have Sport Air Racing League (SARL) blood in my veins — I will always race. So really, the question is not will I race, but how much will I race? Will I just content myself with nearby races? Or the races I enjoyed the most? Or the ones with the best trophies? Or just go to new races, ones I’ve not yet flown? Or will I go for the gold again? That question has been weighing heavily on my mind from the moment I swept across the finish line above the water tower at Hutto southwest of Taylor, Texas, becoming the second-place National Champion. Another puff, and the options float around my consciousness like the pale grey smoke of the cigar wafting higher in the cool autumn air. I flew 17,748 miles this year just getting to and from races. I’ve added 222.6 hours to my logbook. And in one year of racing, I’ve spent more money than Race 53 cost to buy in the first place. Do I want to take on the time and expense to try to knock Team Ely of Race 55 off their pedestal? Plus, I have other plans. Last year I set a World Speed Record. In the Ercoupe. And now the giant wall planning chart in our home flight lounge has a red zigzaggy line inscribed across it, touching each state in the lower 48. It’s the first draft of a month-long father-son trip designed to touch down in every state and kiss the cardinal points of the compass — landing at the farthest West, North, East, and South airports in the continental United States. There isn’t time, energy, or money to do a trip like that and a full race season. I tilt my head back and watch the cigar William E. Dubois is an aviation writer, world speed record holder, and National Champion air racer. He teaches Rusty Pilot seminars for AOPA and blogs his personal flying adventures at

smoke rise, tumbling like water, high into the blue sky while I mull the possibilities.

Two letters

I had pretty much decided not to invest the energy in a second attempt for the gold. Then came the letters. Well, emails, actually. The first was the season wrap newsletter to the league members from our Chairman, Mike “The Chief” Thompson. In it he summed up the competition for the 2016 production gold trophy this way: “The year ended on a somewhat anticlimatic note since mechanical difficulties interrupted a hard-fought battle for the gold in the Production category. Race 53 and Race 55 have been in competition from the very first race this year and their point totals never did differ by more than

enough where had either missed a race, the other would leap into an insurmountable lead.” He then described the advantages and disadvantages we each had in our classes, and wrapped up with: “Still, it was a mechanical failure late in the season that sidelined Race 53 for a couple of races that proved to be his undoing, and Race 55 locked up their fifth Production Gold trophy. Race 53 took home Production Silver — no small feat flying an Ercoupe in his rookie year. Congratulations to both teams!” I thought it was a nice write-up. It was complementary to both teams and journalistically accurate. Apparently, however, Linda Ely disagreed. The very next day she sent a re-written version of the Chief’s newsletter to the membership under the title “The Real Season Wrap.” Her take on our mutually hard-fought battle was: “Reigning Champs Race 55 and Rookie Race 53 have been in competition from the very first race this  year and their point totals differed by an exciting amount for a large part of the season, but with Race 55 never falling behind. Eventually Team Ely raced ahead by more than enough into an insur-

mountable lead so that the last two races of the season could have been skipped. But they’ve been seven seasons in this league and love the league too much to have skipped these races, God Bless ‘em. Still, it was a mechanical failure late in the season that sidelined Race 53 for a couple of races that proved to be his final and more drastic undoing than had he not had those problems and Race 55 locked up their 5th Production Gold trophy. That’s why They are The Champs!” She also said that I didn’t know who I was “messing with.” Now that’s true. Before the season, I had carefully studied Team Ely’s stats for all the years they had raced in the league and made the mistake of thinking that they raced the number of races that they could. That was an incorrect assumption. They raced the number of races that they needed to race to stay on top — the team that loves the league too much to skip a race. Oh dear. Now I’m sounding like Linda. Please disregard that. Anyway, when I first read her re-write of the Chief’s newsletter, I was appalled. It was so disrespectful to rewrite what the man who created the league had written,

Photo by Lisa F. Bentson

The race season over, new National Champion racer William E. Dubois relaxes in front of his hangar with a cigar and contemplates next year’s season. The racer had decided to throw in the towel and be content with being first loser (note the #2 taped to the back of his chair) until his competitor did something that changed his mind.

January 12, 2017 —

Photo by William E. Dubois


Photo by Rio A. F. Dubois

It will be a year for heavy maintenance to try to prevent a repeat of the breakdown that sidelined the plane for several weeks at the end of the 2016 season. Racer William E. Dubois buttons up the cowl following a quick visual inspection. The real maintenance will be done by professionals at Skyland Aviation in Santa Fe, New Mexico. and to put words in his mouth. I had a hard time getting my head around that. Then I got insulted over the tone directed at me. What ever happened to good sportsmanship? Then I got mad. But only for about 10 seconds. After that an eerie calm descended over me and I knew what I had to do: I had to beat Linda Ely. As simple as that. I went into our flight-planning lounge and started drawing little checkered flags on our wall chart with a dry erase marker. One above each airport where I knew, or suspected, there would be a race in the 2017 season. This year’s race season barely over, it’s time to get to work on the next one. The game’s still on, Linda.

Battle plan

Photo by William E. Dubois

A blue count-down clock above the door to the family’s flight planning lounge counts down the days, hours, minutes, and seconds until the start of race season.

As the Chief pointed out, it was a “mechanical” that truly sidelined me. Had that not happened, would I have won? To be honest, probably not. After all, I never once pulled ahead of the Elys. We were tied for the first two races. She pulled ahead of me in both the third and fourth, and never looked back. I regained some ground in the fifth and sixth but never got ahead. And so it went. She’d gain a little. We’d tie for points at a race. I’d gain a little. But the gap in the point total widened as the season went on, and while it was never beyond possibility that I’d beat her, the odds looked worse and worse as the season advanced. Of course I worried about weather. They have an IFR airplane, and have arrived at races through weather that lessermotivated pilots would cower at. Race 53 is a VFR airplane, and more than once I left days early to make sure that I got to a race. They are a team of two licensed pilots. I have my two student pilot helpers and a great ground crew, but

I lived in fear of the common cold. And I worried about what undid me in the end: A mechanical failure in a 69-yearold airplane. We actually had a number of breakdowns over the course of the season, but our awesome mechanics always got us running again. In the end, however, we broke down away from home in the hands of strangers. They did their best, but could not get us back in the race. What’s to prevent that from happening next year? I’ve decided to take a page from another part of aviation. As private plane owners, we’re only required by regulations to undertake an extensive inspection of the plane once a year. The annual is thorough and it’s expensive, and things that need to be fixed are always found. In other parts of the aviation world, rented planes are required to have inspections just as thorough every 100-flight hours. I decided to do voluntary 100-hour inspections throughout the next race season in an effort to head off mechanical trouble at the pass.

This is war…for some

I had a lot of fun racing this year, and I actually ended up enjoying having a “nemesis.” I never had one before, and there’s a lot to be said for it — especially if both parties are having fun with it. For instance, when we arrived at our hangar to depart for the AirVenture Cup and discovered the tire on the nose gear flat as a pancake, we cheered ourselves up by joking that our nemesises had flown up from Houston in the dark of the night, picked the lock on the hangar door, and slashed the tire. Of course they didn’t. But the mental image was more amusing than the fact that I’d apparently run over a cactus on our dirt taxiway. But I don’t think that my nemesis enjoyed our relationship as much. Of course,


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January 12, 2017

Photo by William E. Dubois

Lisa Bentson makes adjustments to the Go-Pro camera’s safety line. I guess defending a title is more stressful than challenging a title. Not that I’ll ever know. If I win the gold next year, I’ll be satisfied to slow down, race less, and work on that 48-state flight. After that, who knows? Maybe I’ll fly around the world. In an Ercoupe. But back to competition. Ken Krebaum, Race 118, unseated long-term champ Jeff Barnes of 411 this season. But they still get along great. They talk, joke, laugh, and I think genuinely respect and like each other. On the ground. In the air, they want to kick each other’s asses. And that’s the way it should be. But Linda Ely won’t even look me in the eye on the ground. Not even when I shook her hand and congratulated her on holding onto her title. So while I would prefer a less frosty competition, we both have to be true to who we are. I don’t think she either likes or respects me. And in fairness, I have spoiled her easy run. But, hey, if you don’t want to risk losing, you should take up painting by numbers, not air racing. At dinner one night I read both emails to my family. My mother, a woman actually more competitive than Linda, exclaimed, “This is war!” I can’t repeat what my wife said. My son, who up to that point was adamantly against another year of racing — as he had decided all the omens we’d seen were bad ones and we’d lose a second time if we

William E. Dubois banks Race 53 on a practice course set up by his home to keep him sharp during the off season. tried again — was suddenly “on board.” So that’s it. The 48 states will still be there another year. Race 53 and I are going for the gold once again. I hope you’ll follow the rematch here in the pages of General Aviation News starting in March. Actually… I hope for more than that. I hope you’ll come race with me. My League Points: Zero. My League Standing: Not established until the first race of the 2017 season!

Photo by William E. Dubois

Photo by William E. Dubois

This year’s Race 53 challenge coin makes no bones about the racer’s goal.

There’s plenty of room on the left sleeve of racer William E. Dubois’ race shirt to add “SARL GOLD 2017” in shiny gold thread in little less than a year. Celeritas Cum Honore in the SARL logo is Latin for “Speed with Honor,” but Dubois jokes that it really translates into “More fun than a barrel of monkeys.” Civis Aerius Sum translates to Citizen of the Air.

January 12, 2017 —  Buyer’s Guide Marketplace —

Accident Reports These January 2015 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.

Cessna 185’s starting procedure goes awry

While preparing for the flight, the pilot initiated the Cessna 185’s engine starting procedure, which included steps to advance the throttle and engage the electric fuel pump to prime the fuel system. A subsequent step required that the throttle setting be reduced to idle before engaging the starter motor. The pilot stated that for this step, he unintentionally pulled the propeller control out instead of the throttle control, and when he engaged the starter, the engine started and immediately went to full rpm. The 185 then travelled across the ramp at the airport in Lewiston, Maine, and hit two parked airplanes, resulting in substantial damage to the 185’s left elevator. The plane then went through an opening in a snowbank and came to rest about 150 yards from where it initially started. The NTSB determined  the probable cause as the pilot’s failure to properly set the throttle prior to engine start, which resulted in a loss of control and collision with parked airplanes.

Check ride ends in crash

The designated pilot examiner (DPE) and student pilot were conducting a private pilot check ride. The DPE reported that, during climbout, he retarded the throttle to simulate an engine failure. The student attempted to recover the Cessna 172 by lowering its nose to maintain controlled flight. However, the airplane descended. The DPE terminated the simulated engine failure, took control of the airplane, and attempted to recover full engine power, but the engine remained at idle power, and the airplane descended into trees near Norfolk, Virginia. A post-accident examination of the airframe and engine revealed no mechanical malfunctions or failures, and the engine was test run with no anomalies noted. The reason for the engine’s failure to regain full power could not be determined. The NTSB determined  the probable cause as the engine’s failure to regain full power after a simulated engine failure for reasons that could not be determined.

Overrotation leads to prop strike on Cessna 195

The pilot said that, when the Cessna 195’s tailwheel lifted off the runway at the airport in Llano, Texas, the engine lost power, and he thought it had quit. The plane then pitched forward, and the

propeller struck the asphalt runway. The plane turned slightly right, went off the side of the runway, and nosed over. An examination of the runway found at least 15 propeller strikes in the pavement, which is indicative of the engine producing power and driving the propeller. Tire tracks and propeller strikes were observed going off the right side of the runway into the dirt and ending where the airplane nosed over. The pilot likely overrotated when he lifted the tail for takeoff, and the propeller then struck the runway, which resulted in a reduction of engine power and the subsequent loss of directional control. The NTSB determined the probable cause as the pilot’s overrotation of the airplane when lifting the tail during the takeoff roll, which allowed the propeller to come in contact with the runway and resulted in a reduction in engine power and the pilot’s subsequent loss of directional control.

Troubleshooting engine leads to loss of control

The pilot reported that, during cruise flight, the air traffic controller instructed him to descend from 9,000 to 4,000 feet. While performing the descent checklist, he switched fuel tanks on the Bonanza A36, and the engine lost power. He further reported that he was certain that the engine restarted and that the event put him “behind the airplane in performing…cockpit duties.” The next thing the pilot remembered was the controller informing him that he was flying in circles and losing altitude. He thought the airplane was in a spin and tried to regain control. After the airplane broke out of the clouds into poor visibility and snow, he chose to land in a cornfield near Parker City, Indiana. During the landing, the plane hit trees and terrain, resulting in serious injury to the pilot. A witness reported observing the plane at a low altitude traveling at a high rate of speed, then it pitched up to almost vertical flight, descended, and hit terrain. The NTSB determined  the probable cause as the pilot’s loss of control while troubleshooting an engine issue in instrument meteorological conditions, which resulted in hitting trees and terrain.

Introductory flight ends in forced landing

The flight instructor was performing an introductory flight lesson for a student with her parents on board as passengers. Rather than fly in the normal practice area, the CFI and student decided to fly across a channel toward an adjacent island to avoid unfavorable weather conditions. The student flew the majority of the

flight following the shoreline until the CFI took the flight controls and turned the airplane inland to return to the airport. As he flew the airplane over mountainous terrain, the engine lost partial power, and the plane began to descend. He subsequently performed a forced landing into densely forested terrain in Ualapue, Hawaii, resulting in one serious injury and three minor injuries. The plane was not recovered from the accident site, and it could not be examined on site due to the inhospitable and remote terrain, so the reason for the partial loss of engine power could not be determined. The NTSB determined the probable cause as a partial loss of engine power during cruise flight for reasons that could not be determined.


port, form 6120.1/2, the pilot stated that the accident could have been prevented if he had more experience flying this type and model of an airplane. The NTSB determined the probable cause as the pilot’s inadequate flare, which resulted in a hard landing.

RV-7 crashes into lake

The pilot was taking off in a southerly direction from a narrow, tree-lined airstrip in Newburg, Oregon. During the takeoff roll, sunlight restricted his visibility. The Alaskan Bushmaster drifted left and subsequently came into contact with numerous juvenile fir trees along the side of the runway. The contact with the trees resulted in substantial leading edge damage to both wings and the fuselage. The NTSB  determined the probable cause as the failure to maintain directional control during the takeoff roll into sunlight, which restricted visibility.

A witness located near the accident site in Seabeck, Washington, reported observing an airplane “spinning out of control” as it descended toward the water and breaking apart as it descended out of sight behind a stand of trees. Some wreckage debris consistent with the RV-7  was found floating on the water’s surface, however, the majority of the wreckage was not located. The pilot died in the crash. Review of recorded radar data showed the airplane departing and then climbing to cruise altitude. The data then showed the airplane descend and climb twice. The last recorded radar target was located at 7,000 feet about one mile southwest of the recovered debris. The reason for the loss of control could not be determined because of the limited amount of wreckage that was recovered. The NTSB  determined the probable cause as a loss of control for reasons that could not be determined because the airplane impacted water, and the majority of the wreckage was not recovered.

Fuel exhaustion downs 310

Flight over lake fatal

Sunlight blinds pilot

The pilot reported the Cessna 310 was at 8,000 feet mean sea level when it ran out of fuel. He executed a forced landing to a field near Rothville, Missouri, which resulted in substantial damage to the airplane. The NTSB  determined the probable cause as the pilot’s inadequate preflight planning and fuel management, which resulted in fuel exhaustion.

Inadequate flare leads to hard landing

The pilot was on a straight-in approach for landing at the airport in Hanford, California. During touchdown the Flight Design CTLS landed hard and bounced. The pilot attempted to land a second time, however the airplane’s nose dropped, resulting in a second bounce. He made a decision to go around and added power. During the takeoff, the plane bounced again and then lifted off. The second landing attempt resulted in another hard landing. The pilot initiated another go-around and landed the airplane without further incident. The airplane sustained substantial damage to the firewall. In the section titled “RECOMMENDATION” in the NTSB Pilot/Operator Re-

The student pilot contacted a friend who was in a fishing boat and told him he was going to fly over the lake in Kingston, Oklahoma. The friend then saw the RV-9A circle over his fishing boat, which was a prearranged signal by the student pilot to notify the friend to drive his fishing boat towards a better fishing spot. The plane was flying in a descending left turn and hit the water and sank. The plane was located the following day and was recovered to the shore. The pilot was killed in the crash. Although damage was sustained during the recovery phase, an examination of the airframe did not find any preimpact anomalies. The circumstances of the accident are consistent with an accelerated stall while maneuvering at low altitude. An examination of the engine found that continuity to the engine controls was established with the exception of the carburetor heat gate cable. An examination of the cable did not find any deformation consistent with the set screw being installed properly at the time of the impact. A family member reported the pilot previously had the carburetor heat repaired, but no logbook entry could be found to tell when and by whom the carburetor


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Accident Reports heat was repaired. A review of the carburetor icing probability chart found that, at the time of the accident, the airplane operated in an area with the potential for serious icing at glide power. During the circling maneuver, it is likely the pilot was operating at a reduced power setting, which resulted in the formation of carburetor icing and led to a loss of engine power. However, once power was lost, he continued in a bank turn, which resulted in the accelerated stall, rather than maintaining level flight. The NTSB determined the probable cause as the pilot’s continuation of a banked turn following the loss of engine power, which resulted in his failure to maintain adequate airspeed and the airplane exceeding its critical angle of attack and entering an accelerated stall at low altitude. Contributing to the accident was the loss of engine power due to carburetor icing as a result of the airplane’s degraded carburetor heat system.

Ice brings down Diamond

The student pilot reported he was practicing solo ground reference maneuvers about 1,600 feet above ground level when the Diamond DA-20’s engine began operating erratically. He added the plane might have entered an aerodynamic stall. He advanced the throttle to full forward, but the engine did not respond and subsequently experienced a total loss of power. He attempted to restart the engine by completing the emergency procedures that he remembered. The engine “turned over” but did not restart. He then prepared for a forced landing to a nearby field. During the base-to-final turn, he lost control of the plane, and it descended to the ground near Shipshewana, Indiana. It hit a field and continued into a propane tank and then a house, where it came to rest. A post-accident examination revealed that most of the induction air filter was obstructed by ice. The engine was test run with and without the ice in the air filter, and the engine produced full power under both conditions. The alternate air lever, which selects a second induction air intake in case the primary air intake (air filter) becomes restricted, was found in the “off” position. The aircraft flight manual states that, in the event of an in-flight engine failure, the alternate air control should be opened (or “on”). An FAA advisory circular warns pilots of induction system icing known as “impact ice,” which can build up on components like the air filter when moistureladen air is near freezing.

Based on the near-freezing outside air temperature and clouds in the area in which the flight was operating and the lack of any apparent engine malfunctions, it is likely that the primary air induction system became obstructed with impact ice during the flight. When asked about the airplane’s alternate air lever, the student pilot indicated that he was unfamiliar with the lever and did not know its intended use. If the student pilot had opened the alternate air control during the initial power loss, it is likely that engine power would have been restored. The NTSB determined the probable cause as the total loss of engine power due to impact ice obstructing the primary air induction system, which resulted from the student pilot’s failure to operate the alternate air control. Contributing to the accident was the student pilot’s lack of knowledge about using the alternate air control during an engine power loss.

Cirrus pilot ditches in ocean

During the transpacific flight, the Cirrus SR22 pilot was unable to transfer fuel from the aft auxiliary fuel tank to the main fuel tanks. Despite multiple attempts to troubleshoot the fuel system issue, he was unable to correct the situation. After transferring fuel from the forward auxiliary fuel tank to both main fuel tanks, he estimated there was only enough fuel in the main tanks to reach within about 200 miles of land, so he decided to divert to a nearby cruise ship. Once the plane was in the immediate vicinity of the cruise ship, he activated the parachute system, the parachute deployed, and the plane descended under the canopy into the ocean near Maui, Hawaii. He immediately exited the airplane and inflated an emergency life raft; he was recovered from the water a short time later. The plane sunk in the water and was not recovered. The reason for the pilot’s inability to transfer fuel from the aft auxiliary fuel tank to the main fuel tanks could not be determined. The NTSB  determined the probable cause as the pilot’s inability to transfer fuel from the aft auxiliary fuel tank to the main fuel tanks for reasons that could not be determined because the airplane was ditched and not recovered.

Low altitude maneuvers fatal for Aventura pilot

Several witnesses observed the Aventura II during engine start at the airport in Sebring, Florida, and reported that, when the engine started, it tipped forward onto its nose and then fell back and its tail struck the ground.

The pilot exited the airplane, walked to the back, returned to the cockpit, and then taxied out. No witnesses reported seeing the pilot examine the underside of the tail or the elevators after the tail strike. A video recording made by one of the witnesses after the tail strike showed that the airplane departed, climbed to about 300 feet above ground level, made a 180° left turn, and performed a pass down the runway in the opposite direction of the takeoff. A few seconds later, after executing another 180° turn, the plane performed another low pass down the runway, this time in the direction of the takeoff. The plane then entered a left turn, the bank angle increased until the wings were almost perpendicular to the ground, the nose dropped, and the airplane descended in a nose-down attitude to ground impact, killing both souls on board. The airplane came to rest on its nose with the fuselage nearly perpendicular to the ground. Post-accident examination revealed that the elevator trim cable was separated from the trim tab. Although it is possible the trim cable disconnected when the tail struck the ground during engine start (and would have been noticeable to the pilot if he had looked), the investigation could not conclusively determine when the trim cable separated or whether the separation contributed to the pilot’s loss of airplane control. It is likely that, during the low altitude flyby, the pilot inadvertently entered an aerodynamic stall while maneuvering and did not have sufficient altitude to recover. The NTSB determined the probable cause as the pilot’s failure to maintain control while maneuvering at low altitude, which led to the airplane exceeding its critical angle-of-attack and experiencing an aerodynamic stall.

Ice brings down RV-6

The pilot had purchased the RV-6A the day before, and was returning to his home airport when he elected to stop at an intermediate airport in Pikeville, Kentucky, for fuel. After crossing the runway threshold, he reduced engine power and entered the landing flare. He felt the airplane “balloon up slightly, then stall and drop around 15 feet” onto the runway. The airplane hit the runway, the nose landing gear collapsed, and it subsequently ran off the side of the runway, where it came to rest inverted, resulting in substantial damage to the rudder and minor injuries to the pilot. Photographs of the airplane taken by the airport manager following the accident depicted the presence of rime ice

January 12, 2017

along the leading edges of the wings, horizontal stabilizer, and vertical stabilizer. The pilot reported he had not obtained a weather briefing, but had conducted a cursory review of enroute weather via an online vendor prior to the flight, and was not aware of icing conditions along his intended route of flight. The NTSB determined the probable cause as the pilot’s failure to maintain airspeed during landing, which resulted in an aerodynamic stall. Contributing to the accident was the pilot’s failure to obtain a preflight weather briefing, and his subsequent flight into icing conditions, which resulted in the accumulation of ice on the airframe.

First solo goes awry

The student pilot was attempting to land at the airport in Tulsa, Oklahoma, after his first solo flight. He thought his airspeed was high. The Cessna 152 landed hard and bounced three times, which resulted in the collapse of the nose landing gear. The nose of the airplane and the left wing hit the runway. A post-accident examination revealed that the left wing spar, firewall and engine mount sustained substantial damage. The NTSB  determined the probable cause as the pilot’s improper landing technique, which resulted in a hard landing and subsequent nose landing gear collapse.

Pilot commits suicide by plane

Witnesses reported observing the pilot taxi the airplane from inside his hangar and depart. For several minutes, the Piper PA 28 maneuvered at a low altitude and high airspeed. Witnesses then observed the airplane make a steep bank turn, descend, and hit terrain about five miles east of the airport in Brighton, Colo. The pilot’s wife had reported to local law enforcement that she believed he had committed suicide. The pilot’s wife reported she had recently informed him that she wanted a divorce and was purchasing another home. She added that, about five years earlier, the pilot had told her that if she ever left him, he would fly his airplane into the ground and kill himself. Although the wreckage was significantly fragmented, no evidence of any preimpact mechanical malfunctions or failures of the airframe or engine were noted that would have precluded normal operation. The medical examiner determined that the pilot’s manner of death was “suicide.” The National Transportation Safety Board determined the probable cause as the pilot’s intentional descent into the terrain.

January 12, 2017 —  Buyer’s Guide Marketplace —

New Products Max-Viz 1200 Enhanced Vision System certified

Astronics Corporation, through its wholly-owned subsidiary Astronics MaxViz, reports its Max-Viz 1200 Enhanced Vision System (EVS) for fixed and rotor wing aircraft has been certified to DO160G standards by the Radio Technical Commission for Aeronautics (RTCA). DO-160G is the industry standard for the environmental testing of avionics and is recognized by the International Organization for Standardization (ISO) as de facto international standard ISO-7137. The solid state technology of the $9,000 Max-Viz 1200 EVS requires no routine maintenance, company officials said. The Max-Viz 1200 meets or exceeds RTCA standards for resistance to temperature, altitude, humidity, shock, vibration,

water, sand and dust, fungus, magnetic effect, power spikes, audio and radio frequencies, lightning, icing, and flammability, according to company officials. The Max-Viz 1200 EVS is compatible with display systems including Garmin G500, 600 and 1000, Avidyne R9, Bendix King KMD-850, AvMap EKP-V, Flight Displays Flipper, various Rosen monitors, and EFBs. The infrared enhanced vision system detects the differences in heat of objects and terrain in an airplane’s environment, producing a real-time picture of the surroundings in the absence of visible light, company officials explain. With thermal imaging, the EVS display enables pilots to see when flying day or night in smoke, haze and light fog. The EVS can work as an alternative to, or in tandem with, light-based night-vision goggle technologies.

‘The Devil Dragon Pilot’ published

Aviation author Lawrence A. Colby has launched his book “The Devil Dragon Pilot: A Ford Stevens MilitaryAviation Thriller.” The book is the story of military pilot Captain Ford Stevens, who is asked to take on the most dangerous assignment of his life. It is filled with military-style adventure, elaborate characters, and an international plot that involves high-speed flight, Washington politics, espionage, and more, according to Colby. “My experience in multiple worldwide deployments as an aviator provides the inspiration and emotions needed to write this book,” he said. “It is a book about flying that does not just entertain, but puts the reader in the cockpit holding the stick and throttle.” Colby is an aviation author who loves to fly. He completed both the U.S. Navy and U.S. Air Force Undergraduate Pilot Training Programs. He is qualified in jets, propeller aircraft, and helicopters, and has completed multiple world-wide deploy-

Wilco STC modified for nav/strobes on Cessnas

Wilco has received FAA approval of its modification of STC SA01827WI to convert Cessna single engine aircraft built in 1972 and after with factory original style wingtips to Whelen Orion LED nav/ strobes via a kit developed by Wilco. The STC permits the replacement of the existing nav light or nav/strobe with a Whelen Orion LED nav/strobe utilizing a


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Aspen Evolution integrates with Garmin transponder

Aspen Avionics has received a Supplemental Type Certificate (STC) to interface its Evolution primary and multi-function displays with the Garmin GTX 345 all-inone transponder. Installing the GTX 345 with an Aspen EFD1000 primary flight display will allow aircraft owners to take full advantage of viewing ADS-B weather and traffic information directly in their line of sight, according to Aspen officials. This enhances  flight safety by reducing pilot scan, resulting in an overall improvement in situational awareness, company officials add. Features include access to dual-band ADS-B In traffic and subscription-free weather; 1090 MHz ADS-B Out enables aircraft to operate at any altitude in airspace around the globe; combines Mode S Extended Squitter (ES) transponder and optional WAAS/GPS position source. The cost is $795 and can be installed at any Aspen Avionics authorized dealer.,

Museum creates cards to honor women in aerospace

ments. The Devil Dragon Pilot is the first book in a series of books, he noted. mounting plate developed by Wilco. According to Wilco Vice President Mike Hattrup, incorporating the LED technology in an all-inclusive package eliminates the need for external flasher boxes. The new STC will require replacement of legacy lights in all three nav positions with options for nav/strobe or nav only on the tail position.

The International Women’s Air & Space Museum (IWASM) has created a deck of playing cards that feature 56 photos and educational facts about women in aerospace fields. Each card in the limited edition set was sponsored by individuals or organizations who were interested in supporting the project, as well as family members of the women featured. Some of the women featured include: Janet Kavandi, NASA Glenn Research Center Director; Marianne Dyson, one of the first female flight controllers for NASA; Mary Feik, aerospace engineer; and Kathryn Sullivan, the first American woman to walk in space. Only 1,000 decks will be produced and will sell for $10 each. The museum, which is at Burke Lakefront Airport in Cleveland, is currently selling the cards via presale through its online store or by calling 216-623-1111 The cards will be featured in the gift

TruAtlantic wins approval

TruAtlantic Manufacturing has received approval from the European Aviation Safety Agency (EASA) for its Cessna 206, 207 and 210 series SmoothRide Engine Mount System and Cessna 210 and Bonanza Exhaust Headers. The SmoothRide Engine Mount System provides a “dramatic reduction” of engine vibration to the cockpit environ-

shop after production is complete. ment, officials note. It also provides increased support, preventing sag, restoring thrust efficiency and eliminating the need to shim the engine mounts periodically. The Exhaust Headers design incorporates multiple slip-joints that reduce the tendency for cracking. This STC modification shows an increase of up to seven horsepower.


General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

January 12, 2017

SPLOG | From Page 6 Shark into the Experimental Amateur Built category as the speed is too fast for Light-Sport Aircraft in the USA and retractable gear is not what the FAA had in mind when it created the category more than a dozen years ago. If you are up for the building effort and if you have the budget for this speedster, you could enjoy exceptional visibility with the long, uninterrupted canopy. Tandem seating also helps both occupants get essentially the same view. In a slick design aspect, the aft seat enjoys its own instrumentation smoothly integrated into a cabin cross brace at the rear of the front seat. Earlier, Jaro spoke of an LSA-compliant model with fixed gear and other changes to keep it within the parameters of the FAA’s regulation, however, with the market mainly overseas where greater speed is permitted, movement toward that version appears to have been postponed. If PB Aero finds a following for the retract Shark, the stiff-legged model might follow.

Sonex B, now in red!

Pardon a little fun in the title. I recalled the line long ago attributed to Henry Ford: “You can have any color Model T you want, as long as it’s black.” Sonex Aircraft had so regularly brought bright yellow airplanes to airshows folks could be excused for thinking that was the only color available. Of course, since the company sells kit aircraft, you can have whatever color your wallet can handle. Why wouldn’t you want a red one? The color works for Ferrari. Indeed, the newest model from Sonex is not about the color at all. “We just wanted to separate the new B models from the earlier models,” said General Manager Mark Schaible. Changing up the airshow model paint job may stimulate people to look more closely… exactly the idea. Sonex Aircraft debuted a new B-Model design for the Sonex and Waiex models at SUN ’n FUN 2016. Specifically, the Oshkosh, Wisconsin-based kit manufacturer unveiled a tailwheel, AeroVee Turbo­-powered version of its Waiex-B at a press event on opening day of the show in Lakeland, Florida. Why a big debut for B-models? Sonex designer and founder John Monnett explained: “It’s what customers have been asking for. More of everything you want in a sport aircraft: More room and comfort, more panel space, more fuel, more engine choices, and more standard features, combined with reduced build time and the same great Sonex and Waiex flight characteristics.” B-Models will completely replace the original model Sonex and Waiex in the Sonex Aircraft product lineup. Getting more specific, company officials note that Sonex and Waiex B-Models have been enlarged by straightening

The Waiex-B in flight.

the forward fuselage sides, changes that improved creature comfort. B-models enlarged the interior by offering more width and comfort at the shoulders, hips, knees, and feet, while B-model seat backs have been moved aft, a geometry change that accommodates taller individuals. Staggered seating is available via upholstery seat back cushions. A center “Y-stick” offers dual controls with easier cockpit entry and roomier seating, while electric flaps reduce cockpit clutter and dual throttles are standard. The Waiex-B on display at SUN ’n FUN featured an MGL Avionics iEFIS Explorer 8.5-inch dual-screen avionics suite, continuing the long-standing relationship between Sonex Aircraft and MGL. Dynon Avionics has also stepped up with its own B- Model package: A dualscreen Dynon SkyView Quick Panel with Advanced Flight Systems control module integration. As the company replaces the earlier (yellow) Sonex and Waiex designs, BModel kits will ship with more standard features and these are different than the list above. In particular, these upgrades relate to the building project, as Sonex sells only kit-built aircraft. “B-model aircraft will require less build time,” company officials reported. “Assembled wing spars and machined angle components are now standard. Upgrades and accessories, such as the AeroBrake hydraulic brakes, dual AeroConversions throttle quadrants, and AeroConversions trim system, are now included. Build time improvements include more laser-cut, formed and machined parts, machined

The Waiex-B on display at last year’s SUN ’n FUN. canopy bows for easier installation with a better fit, an easy-fitting horizontal-split cowl, and engine mounts that bolt quickly and accurately to the airframe.” All these changes represent a great time savings for a better result, certainly worthy of a new model description…hence: B-models. Sonex and Waiex B-Model kits were offered at an introductory price of $23,000. As always, check with the Oshkosh factory to learn the current deal, but rest assured this company is not a budget buster. A further way to keep down the cost of your airborne Model-B is to choose the AeroVee engine. With Jabiru, Sonex is a rare company offering both airframe and engines and it is the only company I know that offers a kit airframe and kit engine. AeroVee is a complete VW conversion engine kit package offered in 80 horse-

power and turbocharged 100 horsepower versions, by AeroConversions, a product line of Sonex Aircraft. AeroVee engine kits continue the Sonex Aircraft tradition of simple, elegant design: A 2180 cubic centimeter AeroEngine that can be run on 100LL avgas or mogas. “All of the supplied components are brand-new, zero-time parts,” assured Sonex officials. AeroVee engines come as a complete kit that you can assemble yourself in approximately 12 hours, with the aid of an AeroVee assembly and installation manual and an instructional DVD, along with free phone or email technical support. An AeroVee DVD is available for purchase separate from the engine kit for those that wish to preview the project.

January 12, 2017 —  Buyer’s Guide Marketplace —

Calendar of Events



Western United States

Jan. 14, 2017, Logan, UT. Leading Edge Aviation Monthly Breakfast, 435-760-0684 Jan. 14, 2017, Modesto, CA. CAF Monthly Breakfast. Open to the public. Jan. 14, 2017, Glendale, AZ. EAA Chapter 55 General Meeting, 623-670-1313 Jan. 14, 2017, San Jose, CA. Pancake Breakfast And Hangar Flying, 408-729-5100 Jan. 14, 2017, Hood River, OR. Second Saturday at WAAAM Air and Auto Museum, 541-308-1600 Jan. 14, 2017, Redding, CA. ACS and you, 530-410-9525 Jan. 14, 2017, Renton, WA. VFR Workshop, 425-336-7445 Jan. 14, 2017, Denver, CO. Colorado 99s Monthly Meeting: Aircraft Maintenance Jan. 15-30, 2017, Corning, CA. Light Sport Repairman Workshop, 530-824-0644 Jan. 16-22, 2017, Palo Alto, CA. Flight Instructor Initial CFI class, 650-600-1021 Jan. 17, 2017, Fullerton, CA. FAPA Meeting/Seminar, 714-588-9346 Jan. 18, 2017, Lincoln, CA. EAA 1541 Membership Meeting Jan. 18, 2017, Everett, WA. Air Race Engines Lecture Jan. 19, 2017, Mountain View, CA. Hangar Flying & Coffee Drinking, 650-996-1722 Jan. 20, 2017, Beverly Hills, CA. Living Legends of Aviation Awards, 303-668-2688 Jan. 20, 2017, Concord, CA. Monthly MDPA Meeting & Dinner Jan. 21, 2017, Mesa, AZ. Falcon Wardbirds/ Impala Bob’s Monthly Cruise in Breakfast Jan. 21, 2017, San Diego, CA. Plus One Flyers Club New Member Safety Briefing, 619-925-4100 Jan. 21-22, 2017, Renton, WA. UAS Ground School Two-Day Course, 425-610-6293 Jan. 21, 2017, Compton, CA. EAA Chapter 96 General Meeting, 310-612-2751 Jan. 21, 2017, Napa, CA. Vintage Aircraft Display Days, 415-279-0623 Jan. 21, 2017, Compton, CA. Flying the SR71 Blackbird, EAA Chapter 96 Meeting Jan. 21, 2017, Torrance, CA. WMoF: Air Force Test Center Historian Joe Orr and the B-70 Valkrie, 310-326-9544 Jan. 21, 2017, Phoenix, AZ. The Annual Arizona Safety Awards Banquet, 623-694-7742 Jan. 23, 2017, Mesa, AZ. AOPA NonTowered Cases Studies: What Went Wrong, 800-638-3101 Jan. 23, 2017, Van Nuys, CA. AOPA Non-Towered Cases Studies: What Went Wrong, 800-638-3101 Jan. 24, 2017, Tucson, AZ. AOPA NonTowered Cases Studies: What Went Wrong, 800-638-3101 Jan. 24, 2017, Ontario, CA. AOPA Non-Towered Cases Studies: What Went Wrong, 800-638-3101 -Jan. 25, 2017, Carson City, NV. Carson City Flight Civil Air Patrol Meeting, 775-546-9805 Jan. 25, 2017, Concord, CA. EAA Chapter 393 General Meeting, 925-813-5172 Jan. 25, 2017, Santa Ana, CA. AOPA Non-Towered Cases Studies: What Went Wrong, 800-638-3101 Jan. 26, 2017, Albuquerque, NM. AOPA Non-Towered Cases Studies: What Went Wrong, 800-638-3101

South Central United States

Jan. 14, 2017, Hammond, LA. Hammond Flying Club Open House, 504-450-7718 Jan. 14, 2017, San Antonio, TX. Aviation Speakers Series, 210-207-1800 Jan. 21, 2017, Pine Bluff, AR. PBF EAA Breakfast Jan. 21, 2017, Houston, TX. Wings and Wheels Business Aviation Day, 713-454-1940 Jan. 21, 2017, Maryville, MO. Hawk Road Flyers Chili Lunch, 309-825-6454 Jan. 28, 2017, Parsons, KS. Biscuits and Gravy Fly-In, 620-336-3440 Jan. 28, 2017, North Little Rock, AR. ORK EAA Breakfast Jan. 28, 2017, St. Louis, MO. Gateway Eagles at the SLSC Jan. 31, 2017, Fort Worth, TX. AOPA Non-Towered Cases Studies: What Went Wrong, 800-638-3101

North Central United States

Jan. 13, 2017, Hot Springs, SD. Coffee and Dessert Jan. 14, 2017, Siren, WI. EAA Chapter 1537 January Meeting Jan. 16, 2017, Juneau, WI. Instrument Ground School, 800-657-0761 Jan. 17, 2017, Oshkosh, WI. EAA Chapter 252 IMC Club Monthly Meeting, 920-213-7672 Jan. 18, 2017, Juneau, WI. Private Pilot Ground School, Wisconsin Aviation Juneau, 800-657-0761 Jan. 20, 2017, Hot Springs, SD. Coffee and Dessert Jan. 21, 2017, Crete, NE. EAA Chapter 569 Fly-In Breakfast Jan. 21, 2017, Peoria, IL. EAA 563 Pancake Breakfast, 309-696-1428 Jan. 21-22, 2017, McGregor, MN. 2017 Jackson Ski Plane Fly-In hosted by Trick Air skis, 612-963-1655 Jan. 21, 2017, Mandan, ND. IMC Club Monthly Meeting, 763-478-1657 Jan. 21, 2017, Bolingbrook, IL. Zenith 750 Cruzer Build Third Saturday of Each Month, 630-369-1562 Jan. 21, 2017, Terre Haute, IN. Loss of Control, 317-837-4417 Jan. 21, 2017, Mandan, ND. EAA Chapter 1008 Monthly Meeting, 701-391-1394 Jan. 24, 2017, Eden Prairie, MN. EAA/ IMC Club 878, 612-272-4600 Jan. 28, 2017, White Bear Town, MN. Pancake Breakfast, Benson’s Airport (6MN9), 763-503-0161

North Eastern United States

Jan. 13, 2017, Trenton, NJ. EAA Chapter 176 Monthly Meeting Jan. 14, 2017, Norfolk, VA. Old Dominion Squadron Meeting, 757-465-1589 Jan. 16, 2017, Columbus, OH. Civil Air Patrol Columbus Senior Squadron Meeting, 740-990-9169 Jan. 16, 2017, Portland, ME. Bald Eagle Flying Club Monthly Meeting, 207-619-0236 Jan. 16, 2017, Pittstown, NJ. EAA Chapter 643 Monthly Meeting, 908-803-8301 Jan. 16, 2017, Rochester, NY. Artisan Flying Club, 585-615-5710 Jan. 17, 2017, Bowling Green, KY. Civil Air Patrol Meeting, 270-670-0901 Jan. 18, 2017, Cincinnati, OH. Monthly Meeting of the Cincinnati Aviation Heritage Society, 513-208-8145

Jan. 18, 2017, South Burlington, VT. How the Grinch Stole Winter Flying, 802-343-3363 Jan. 21, 2017, Sunbury, PA. Sunbury Airport Chapter 769 Fly-In/Drive-In, 570-275-1750 Jan. 24, 2017, Falmouth, ME. Accident Lessons, 207-699-5307 Jan. 24, 2017, Medford, NJ. Private Pilot Ground School starting Jan 24, will run for nine weeks, 609-265-0399 Jan. 28, 2017, Franklin, VA. Old Dominion Squadron/EAA Pancake Breakfast, 757-465-1589

South Eastern United States

Jan. 13-15, 2017, DeLand, FL. EAA Chapter 635 Hosts Ford Tri-Motor Event, 407-920-1305 Jan. 13, 2017, Fort Myers, FL. Fly-In Fridays Hot Dog Social, 239-590-6600 Jan. 13, 2017, Pembroke Pines, FL. FloridaAero Club Jan. 14, 2017, Walterboro, SC. Young Eagles Flights, 843-217-1396 Jan. 14, 2017, Guntersville, AL. EAA 683 Pancake Breakfast, 256-486-5121 Jan. 14, 2017, Punta Gorda, FL. EAA 565 Pancake Breakfast, 612-940-5010 Jan. 14, 2017, Sebring, FL. EAA 1240 Pancake Breakfast, 863-273-0522 Jan. 14-15, 2017, Brewton, AL. Second Annual Fly-In Breakfast and Poker Run, 251-593-0248 Jan. 14, 2017, Clifton, TN. Breakfast On The River, 931-628-6212 Jan. 14, 2017, DeLand, FL. DeLand EAA Chapter 635 Fly-In Breakfast, 407-920-1305 Jan. 14, 2017, Titusville, FL. Valiant Air Command Fly-In Breakfast, 321-268-1941 Jan. 14, 2017, Columbia, SC. EAA 242 Young Eagles Rally, 803-309-3130 Jan. 14, 2017, Merritt Island, FL. Servant Air Ministries Meeting & BBQ, 407-455-0586 Jan. 14, 2017, Williston, FL. Williston Flying Club Seminar Jan. 14, 2017, Columbia, SC. SC Historic Aviation Open House, 803-513-8187 Jan. 14, 2017, Green Cove Springs, FL. EAA Chapter 1379 Meeting Jan. 14-15, 2017, DeLand, FL. EAA Chapter 635 Sponsors Aviation Explorers Post 491 Hot Dog Feast, 407-920-1305 Jan. 14, 2017, Walterboro, SC. EAA Chapter 477 Meeting Jan. 14, 2017, Spruce Pine, NC. EAA Chapter 1271 Meeting, 828-284-0459 Jan. 15, 2017, DeLand, FL. DeLand EAA Chapter 635 Fly-in Breakfast, 407-920-1305 Jan. 16, 2017, Lebanon, TN. Lebanon Flying Club Monthly Meeting, 615-479-9991 Jan. 16, 2017, Sanford, FL. IMC Club of Orlando, 817-312-7464 Jan. 17, 2017, Sumter, SC. EAA Chapter 1456 Chapter Meeting Jan. 17, 2017, Oxford, NC. Private Pilot Ground School, 919-693-4300 Jan. 17, 2017, Warner Robins, GA. Civil Air Patrol Meeting/Middle Georgia Senior Squadron Jan. 17, 2017, Chamblee, GA. Civil Air Patrol/ PDK Senior Squadron, 404-829-3732 Jan. 20, 2017, Fort Myers, FL. Fly-In Fridays Hot Dog Social, 239-590-6600 Jan. 21, 2017, Conway, SC. EAA Chapter 1167 Monthly Meeting Jan. 21, 2017, Huntsville, AL. Moontown EAA 190 Pancake Breakfast

SocialFlight is the most comprehensive tool ever created for finding aviationrelated events! Aircraft Fly-in's, Airshows, Pancake Breakfasts, Conventions, FAA Safety Seminars... they're all here! With SocialFlight, you can also chat with other attendees and even upload & view photos of the events! Whether you love flying, watching airplanes, ultralights, balloons or anything else airborne, this is the place for you. Keep exploring to discover all the features that SocialFlight has to offer.

Now get out there and FLY! Jan. 21, 2017, Cleveland, TN. Pancake Breakfast For CAP, 727-798-4013 Jan. 21, 2017, Grant-Valkaria, FL. EAA 1288 Pancake Breakfast, 321-258-1747 Jan. 21, 2017, Dawson, GA. EAA 354 Country Breakfast, 229-435-1667 Jan. 21, 2017, Orlando, FL. Young Eagles Rally and Free Pancake Breakfast, 352-350-7140 Jan. 21, 2017, Venice, FL. Young Eagles at KVNC, 941-371-4570 Jan. 21, 2017, Winterville, NC. EAA Chapter 1423 Meeting Jan. 21, 2017, Apex, NC. Chapter 1114 Meeting, 919-523-3242 Jan. 21, 2017, Live Oak, FL. Open House Suwannee Valley Flying Club, 352-498-5533 Jan. 21, 2017, Tampa, FL. EAA Chapter 175 Annual Dinner Jan. 22, 2017, Walterboro, SC. South Carolina Breakfast Club (KRBW), 803-446-0214 Jan. 28, 2017, Palatka, FL. Classic Community Open House/Fly-In at 28J, 386-329-0148

International Jan. 14, 2017, Olds, AB. FlyIn Coffee and Dougnuts Jan. 14, 2017, Edmonton, AB. Coffee At Cooking Lake Airport Jan. 15, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267 Jan. 21, 2017, Killam, AB. Coffee, 780-608-5413 Jan. 21, 2017, Edmonton, AB. Coffee At Cooking Lake Airport Jan. 22, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267

For more events and to stay up-to-date, go to


General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

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General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

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January 12, 2017

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Light Sport Aircraft - 5620

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Announcements - 6375

Custom Engine Overhaul 2-YEAR 500-HOUR WARRANTY

Employment - 6900 AERONAUTICS Safety/ Education COORDINATOR, Idaho Transportation Department, Boise, ID. GENERAL INFORMATION: Develop, promote & administer aviation safety & education programs; pilot state aircraft; coordinate, direct & conduct search & rescue (SAR) operations for missing aircraft; perform related work. InIcumbent in this position would be expected to fly approximately 50% of the time & coordinate safety & educational programs the other half. Incumbent may be required to respond for SAR missions. Travel: 10 -15% PRINCIPAL ACCOUNTABILITIES: 1. Safety/education Pacific Oildevelops, Coolerpromotes, Service& conducts aircraft, pilot programs: Ox Limited safetySky & related aviation programs. Compiles information Airforms for briefings & publications; writes & produces aviation Petersen Aviation education & safety materials; represents division at state & nationalAircraft meetings & aviation events; serves as liaison Zephyr Engines w/professional aviation associations & coordinates volunteer programs; coordinates & conducts conferences, seminars, clinics & workshops; assists w/aviation newsletter publication; coordinates youth education programs, career fairs, STEM programs; monitors program budgets. 2. Aircraft operations: pilots King Air & Cessna 206/182 aircraft for transporting personnel and/or cargo.3. Search & rescue operations: serves as SAR coordinator; coordinates search activities w/FAA officials, Air Force Rescue Coordination Center. MINIMUM QUALIFICATIONS: Commercial Pilot, Airplane SMEL, Instrument Rating Class II medical; CFI,. 2500TT, 750PIC/MEL Salary: $52,354-$65,437 w/excellent benefits. More info: Division of Aeronautics, 208-334-8775. LOOKING FOR IA and licensed A&P mechanic with GENERAL AVIATION experience. Must have own tools. Top pay for the right individual. Full benefits include: health insurance, 401K plan, sick & vacation, uniforms. Need energetic self-starter. Vista Aviation is a full service FBO on Whiteman Airport in Calif, in business 35 years. 818-896-6442. Engines - 6950 KAWASAKI PACKAGE - SAVE 50% Engine, reduction drive, carburetor, and tuned exhaust. 0-time, 64 lbs, 40hp. J-Bird, 262-626-2611 CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation 888-893-3301. ENGINES FROM $200 GUARANTEED: Kawasaki, Rotax, Hirth, and most other brands with the BEST reduction drive, carburetor, exhaust selection of accessories with top-notch service from our friendly staff. J-Bird, 210 Main St, Kewaskum WI 53040, 262-626-2611

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

Engine Parts - 6955 PARTING OUT Lyc and Cont engines, all parts, large & small! Cores & overhauled parts available. Jerry Meyers Aviation. 888-893-3301.

Don’t patch your engine baffles... Replace them with NEW baffles from Airforms, Inc. A Fraction of OEM Cost FAA-PMA Approved Made from Long Lasting Alloys

Powder Coated Finish Option

Made in the USA Steel & Titanium Cessna Axles For C-170, C-180, C-182, C-185, C-206

Call Us Today! 1-907-892-8244 Visit Us and Order at Email Us at

Classifieds Work! Upcoming Classified Deadines: Jan. 17, 5 p.m. (PST) Jan. 31, 5 p.m. (PST)

(800) 426-8538 ISEe! ADVmEaRrkTetp lac in the

call 800-253-0800

Financial - 7050

FAA Approved Repair Station # VI4R597M

Superior Silicone Seals Complete NEW Baffle Sets & Individual Parts are Available. Or visit us at Sun-n-Fun or Oshkosh


PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487.


Call Ben Sclair (800) 426-8538

Flying Club - 7200 FLYING CLUB- Pilot & GA bulletin board, share expenses, make new friends & have fun flying. FREE FREE FREE: Fuel - 7215




FREE 400-PAGE UNIVAIR CATALOG. Thousands of type certified parts direct from our factory. Order toll-free 888-433-5433, or Foreign orders pay postage.

Buy, Sell, Repair, Overhaul, Exchange


Ercoupe - 2550

Family owned since 1961

Factory New FAA-PMA Oil Coolers


Citabria Parts - 2155 FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA'd parts. Order toll-free 888-433-5433, info@ or Foreign orders pay postage.

Overhauled Oil Coolers

(800) 866-7335 For all your oil cooler needs

Cessna 172 - 1907

FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA'd parts. Order toll-free 888-433-5433, info@ or Foreign orders pay postage.

Equipment - 6990

FLORIDA SEAPLANES- High Perf/Complex Seaplane Training and Ratings - New M7-235 Maule Super Rockets and Classy G44 Grumman Widgeon. Seaplane Maintenance and Repairs. Orlando area 407-331-5655.

BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You'll love it!

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

Engines - 6950


Cessna 150 - 1904 1972 C-150L, 3158-TT, 650-SMOHm all logs, wheelpants, Michel NavCon, King xpdr, hangared Rio Vista CA 650-994-1565.

Floatplanes - 5400



Aeronca - 1050 FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA'd parts. or Order toll-free 888-433-5433. Foreign orders pay postage. —  Classified Pages —

Save Time & Money

January 12, 2017



Autogas STC’s 984 K Road • Minden, NE 68959


Phone: 308-832-2200 Hangars - 7300 ELMA, WA T-Hangars $97.50/mo Completely enclosed w/lockup. Pilot controlled runway lights. 360-482-2228. AUBURN WA AIRPORT Box Hangar for rent. 50x55'. Available Now. Call Marty for details. 425-503-8511 or call the Auburn Airport at 253-333-6826. KRNO T-HANGARS, 976-2742 sqft. Monthly or multiyear leases. Move-in incentives. Google: T-Hangar Leases or call 775-328-6486. LARGE STAND-ALONE8 hangar Tacoma Narrows Airport, 10 minutes to Tacoma; 7200 sf, three offices, bathroom, sprinkler, 60' door. Excellent for commercial operation. $2642 month., 253798-7109. NASHUA (NH) Airport: 2 hangars/ 1 p;roperty. 3960sqft hangar with 8880sqft office, R&D space plus 5482szft hangar with 1260sqft office. 6038806655. POWER METERS for hangars. Recover the cost of electricity used by tenants, Davidge Controls, 800-824-9696,


General Aviation News —  Classified Pages — 800.426.8538

January 12, 2017

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

ELT ............ Emergency Locator Transmitter FD ......................................Flight Director FWF .................................Firewall Forward GPS .................. Global Positioning System GS ...................................... Groundspeed G/S ........................................ Glide Slope GSP ...........................Ground Service Plug HF ................................... High Frequency hp.......................................... horsepower HSI ............... Horizontal Situation Indicator IFR ....................... Instrument Flight Rules ILS.................. Instrument Landing System LE ...........................................Left Engine LMB..........................Light Marker Beacon LOC ........................................... Localizer Loran............. Long Range Area Navigation LR..........................................Long Range LRT ...............................Long Range Tanks Parts - 8225

Parts - 8225

It’s not hoarding if your stuff is cool.


Simple. Efficient. User Friendly. Frustration Free.

50' x 48' Mammoth Yosemite (MMH) hangar for sale. Two story living area withFast hot tub, full kitchen, washer, dryer Aviation and more. Owner can carry downProducts payment. $255,000 Great Lakes Aero Inc. OBO Danny Cullen,310-714-1815 Para-Phernalia, Univair Aircraft Corporation

Wings West Governors

CORPORATE HANGARS for rent; Tacoma Narrows WINGsReality LLC Airport, 10 minutes to Tacoma; 65'X56'; 63' door, office, WINGsReality LLC bathroom $2331 month. Without office/bath $1798. 253798-7109, ARLINGTON, WA. Corporate Hangar for Lease or Sale (Owner Financed) by Neal. 75X70, 65X19 Hydroswing, Separate 2 Story 20X25 Pilot Lounge, Restroom, Office. Top Quality Polished Concrete Floor, Walls, Lighting, Heat and Insulation.. 425-418-4299. PEARSON FIELD VUO. T-hangars w/42'doors, pavedfloor, electrical, $300-$330. Full service airport w/ instrument approach. Closest to downtown Vancouver & Portland. Contact Willy willy.williamson@cityofvancouver. us 360-487-8619, "THE NEW LIFT STRAPS" BI-FOLD DOORS By Schweiss for airplane hangars. Electricall operated. Lose no headroom, we install and deliver. Schweiss BiFold Doors 800-746-8273. Visit ECONOMICAL AIRCRAFT HANGARS with the Banyan Steel Arch Systems. Will ship worldwide. (800)533-7773, (317)849-2246, Fax: (866)-886-0547, Inspections - 7340 AMATEUR BUILT/ Light Sport Aircraft AW inspection. Frank Sperandeo, DAR, function codes 46/47/48/11(UAV's)/12-(air racing, unlimited, horsepower). 479-5212609,

Parachutes - 8150

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

Parts - 8225

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

Got parts to sell? Need parts?

Hangars - 7300

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

Para-Phernalia, Inc. has designed and manufactured the SOFTIE line of pilot emergency parachutes since 1979. Our emergency parachutes are known world wide for being the highest quality, most comfortable, and reliable emergency parachutes available.


For 70 years, Univair has been a leading supplier of quality parts and supplies for General Aviation enthusiasts and “classic” aircraft owners. Remember, we’re as close as your phone, computer or mailbox!

Factory Directory Sales

800-877-9584 Partnerships - 8200

Toll Free Sales: 1-888-433-5433 2500 Himalaya Road • Aurora, Colorado • 80011 Info Phone ................................... 303-375-8882 Fax ....................800-457-7811 or 303-375-8888 Email Website

Instruction - 7350 ONLIN LEARNE ING Recreational/Model Drone Flying Online, self-paced, interactive course $29.95 for 60-days unlimited access

OUR FREE APA OUR FREE web-based partner and partnership-finder works worldwide for any aircraft. Join today to fly more and pay less!

Polishing and Plating - 8380

Parts - 8225

RAMOS PLATING and POLISHING: Repolish your aluminum spinners, chrome pitot tubes, airsteps, valve covers, nuts, bolts. Also cadmium plating. 45yrs OK City, OK 405-232-4300.


G Flight Review Ground School – Endorsement Guaranteed! Aviation eBooks Free Seminar Series, and much more!

10,000+ PMA’d Parts for 1,000+ Aircraft Models

More than just UV. we offer complete Solar Control.

Instruction-Seaplane - 7360 FLORIDA SEAPLANES - High Perf/Complex Seaplane Training and Ratings. New M7-235 Maule Super Rockets and Classy G44 Grumman Widgeon. Seaplane Maintenance and Repairs.Pvt, 407-3315655. ORLANDO AREA. Insurance - 7400 TITLE SEARCHES & INSURANCE: Same day reports if called before noon CT-most searches. 800-666-1397, 405-232-8886. Visa/MC. Aircraft Title Corp. Est 1957. Aviation Insurance Resources Best rates, Broadest coverage. All markets. Access the entire market with just one call. Toll free 877-247-7767 Miscellaneous - 7700 TEXAS AVIATION ONLINE. All things related to Texas aviation.

Propellers - 8400

Lakes Ae eat ro Gr


ducts, Inc


915 Kearsley Park Blvd Flint, MI 48503

Toll Free: 888-826-3897 Web: Tel: (810) 235-1402 Fax: (810) 235-5260 e-mail: Est. 1973



HANGAR SWAP: BUY/SELL AIRPLANE PARTS. The one place to find great deals and sell your unwanted parts. WING EXTENSION Kit for S2R Thrush. NIB includes STC. Also G-164 all models. $12,500 plus 250 crating, 509733-1115.

I’ve got an idea!

You put your ad in here and we’ll send it out to thousands of people looking to buy stuff. Sound good? Call 1-800-426-8538

(800) 557-3188

January 12, 2017 —  Classified Pages —

Propellers - 8400

Video, Audio, DVD - 9400

Missouri - 9650

QUAD CITY CHALLENGER VIDEO. 45 minutes of flying fun on floats, ski's, soaring and other neat stuff. Send $10 to QCU, POBox 370, Moline IL 61266-0370. Money back if not totally satisfied Also see our web site. For VISA/MC order call 309-764-3515.

McCauley, Hartzell, Sensenich, Hamilton Standard, MT, PZL Authorized McCauley Service Center Approved Hartzell Network Shop

Real Estate/Airport Property - 9650

Visit our website: NORTHWEST

Alaska - 9650

Propeller Service, Inc.

16607 103rd Ave. Ct. E. Puyallup, WA 98374 Pierce County Airport (KPLU) FAA Approved Repair Station #IT6R625N Skis - 8870


Also retractables, homebuilt & ultralight skis


Box 58, Brooten, MN 56316 • (320) 346-2285

Software - 8890

Aviation Mailing Lists The best aviation databases in the industry includes powerful Windows software. We CASS certify addresses to reduce your mailing costs by up to 10%. Select aircraft owners, pilots, Owner/Pilots, New students, privates, instrument, new mechanics, CFI’s and more. Available on CD, CSV files, mailing labels and listings. Call Toll-Free today.


Survival - 9000

Airpac Inc Discover Trail Hooker Custom Harness ONCE IN A WHILE an opportunity comes along to fulfi ll Northwest Propeller Service your dreams, this is that time! Located on the West side Schweiss Doors of Mirror Lake. Beautiful mountain views of Bear Mountain, east facing deck, prow front home w/lots of windows. Large 3600 SQ FT hanger, in floor heat w/48x15 door. Two docks to accommodate 4 planes and paved permitted ramp to the lake. Bob Bolding, Let's Talk Real Estate, 907-230-0700 Arizona - 9650 AWESOME VIEWS of Lake Powell and mountains. Adjacent to airport. Lovely townhome 2bd, 1.5ba, 1329sqft, 1car garage. Community pool/spa. 248-561-4140. California - 9650 LARGE, AFFORDABLE 2.5 acre lots for sale in S. Calif. on the runway: Florida - 9650

FAX: (815) 233-5479


installation for:

Cessna 120 to 210F Champ Scout Citabria Decalathon Title Services - 9210 TITLE SEARCHES: Same day reports if called before noon C.T., most searches. 800-666-1397 or 4052328886. Visa/ MC. Aircraft Title Corp. Established 1957.

MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. 1-acre or larger, on Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground utilities installed, paved streets, taxiway to 37S public airport. Lanny Hanson Visit: 406-526-3535, 4062631154. Don't miss the opportunity to Live in a beautiful hunting and fishing recreational paradise! LOTS NOW SELLING $60,000. Nevada - 9650 FLYING EAGLE Airpark (77NV): Near Reno, Nevada, 15 minutes to major shopping, 40acre parcels w/taxi access to paved runways 16/34 and 7/25. Max 775-772-8049.


North Carolina - 9650

America's Premier Fly-In & 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/ short term rentals avail. Spruce Creek Fly-In Realty, Pat & Lenny Ohlsson, 800-932-4437.

Texas - 9650

AVIATION, INVESTMENT & residential properties. Licensed in both Carolina's. Sell airpark & airstrip property That's what we do 877-279-9623. Pennsylvania - 9650

AeroVillas: LOCATION! LOCATION! LOCATION! West Houston Airport: 10,000 sqft lots--you design your perfect hangar home. 4000' runway, AWOS, full service amenities. Jet A/100LL fuel will be delivered to your hangar door. Full service Maintenance & Avionics Shops located on field. to see what AeroVillas has to offer, woody@westhoustonairport,com 281-492-2130. 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. 940765-2382, FAIR WEATHER FIELD Aviation Community (TX42) west of Houston. Pilots - live on the runway or just hangar/ build your plane(s). 1 acre lots. Three runways: 3400' paved, 2500' grass, 2000' water. No state income tax. Temperate winters. 2817023331, Washington - 9650

Discovery Trail Farm Airpark Sequim, Washington A neighborhood for pilots and their families

ORLANDO AREA Aviation-properties, hangars, hangarrentals, Some priced like bank-owned. Chandelle Properties. Ron Henderson 407-712-4071 Keller Williams/ Advantage II Realty SARASOTA FL Hidden River Airpark, 2640' paved and lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives. 941-928-3009

(815) 233-5478

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

Montana - 9650 BEAUTIFUL 5-ACRE lot on Flathead Lake Skyranch OUTSTANDING PANORAMIC VIEWS in all directions. All utilities. $125,000. Possible owner-financing.,406-270-9627, email for photos: georgeshryock@ Aero Ski Mfg Co Inc


DISCOVERY BAY @ Table Rock Lake. 60-miles long lake near Branson, MO. Lake and Lake-View Lots. Underground utilities, 2300' hard surface strip (MO06). Hangared lots with lake views starting at $40,000. 28' boat slips available. Lake view home and townhouse for sale. 605-366-5447.


Illinois - 9650 CHICAGOLAND AIRPARK SPECIALIST. 10+ homes for sale, 5 different airparks. Albert Miranda 312-543-1220, pics and info Missouri - 9650

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

PRIVATELY OWNED, Public Use airport/ airpark (3K6). For sale or lease. 2700' lighted paved runway. Full service FBO. 21-miles from St. Louis MO $890,000. 618-6445411.

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

Your ad could have been catching people’s attention RIGHT HERE, RIGHT NOW! Call Ben Sclair at (800) 426-8538 to reserve your space in our next issue.

Smart Birds advertise in General Aviation News because it makes dollars and sense. Call (800) 426-8538 now to put your ad in the next marketplace

HORSE RANCH with private 2480-ft airstrip (Crown Creek- 57WA). 3000+ sq-ft custom home w/4-car garage, 35-acres fenced. Barn w/4 matted stalls. Covered riding arena w/heated tackroom. Heated hangar w/Schweiss door. Quality outbuildings. $895,000. Call Ron Matney, 509-684-1012. BLAKELY ISLAND, WA. Premier Airpark. Paved lighted runway. Marina. Owner access to two 70ac lakes:.Airpark Property Information: Flying Island Realty 3603756302 AWESOME VIEWS of majestic Lake Roosevel (7 Bays Airport). 3bd/2ba, 1995sqft. Hangar.. $399,000. Tina Craig, Winderemere City Group, 509-977-2002. MLS#201617570, ( IF YOU are interested in owning a residential hangar property on the Lynden Municipal Airport, I have some options for you. Please call Rod Blankers at 3608150325. RARE RESIDENTIAL HANGAR LOT! $395,000. Hangar lot on the Lynden Municipal Airport. 212' runway frontage, 20,000' for large house and hangar. Rod Blankers, Broker, 360-815-0325.


General Aviation News —  800.426.8538

January 12, 2017

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Jan. 12, 2017  

The January 12, 2017 edition of General Aviation News

Jan. 12, 2017  

The January 12, 2017 edition of General Aviation News