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$2.95 • JANUARY 25, 2018 70TH YEAR. NO. 2

Formation Flying

PERIODICALS - TIME-SENSITIVE DATED MATERIALS

A family reunion thanks to GA P. 12 The trick to blending fuels P. 9 New airport opens on a bet P. 14 In appreciation of the 1% P. 11


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General Aviation News —  800.426.8538

January 25, 2018


January 25, 2018

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The TOC EDITORIAL Janice Wood, Editor Janice@GeneralAviationNews.com

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CONTRIBUTING WRITERS Jamie Beckett • Theron Burton William E. Dubois • Joni M. Fisher Dan Johnson • Frederick Johnsen Jeffrey Madison • Paul McBride • Amelia T. Reiheld • Tom Snow Ben Visser • Bill Walker ADVERTISING Ben Sclair, Publisher Ben@GeneralAviationNews.com PRODUCTION & WEB DEVELOPMENT Russell Kasselman Russell@GeneralAviationNews.com BUSINESS OFFICE & SUBSCRIPTIONS Kathleen Elsner-Madsen Kathleen@GeneralAviationNews.com CONTACT Phone: 800-426-8538 || 253-471-9888 Fax: 800-426-8538 Internet: www.generalaviationnews.com Social: twitter.com/genavnews facebook.com/ganews General Aviation News accepts unsolicited editorial manuscripts and photos but is not responsible for return unless submissions are accompanied by a stamped, selfaddressed envelope. READER INFORMATION General Aviation News makes its subscription list available to other companies for their products and services. To be excluded from such offers, send a copy of your mailing label to General Aviation News, Attn: Mail Preference Service, PO Box 39099, Lakewood WA 98496. General Aviation News – a publication of Flyer Media, Inc. – endeavors to accept only reliable advertisements, but shall not be responsible for advertisements nor are the views expressed in those advertisements necessarily those of General Aviation News. The right to decline or discontinue any ad without explanation is reserved. General Aviation News (ISSN 1536 8513) is published semimonthly by Flyer Media, Inc., 5409 100th St. SW #39099, Lakewood, WA 98496-0099. Periodicals Postage Paid at Lakewood, Washington, and additional mailing offices. POSTMASTER: Send address changes to General Aviation News, 5409 100th St. SW #39099, Lakewood, WA 98496-0099. Publications mail agreement number 40648085. Return undeliverable Canadian addresses to P.O. Box 1051, Fort Erie, ON L2A 6C7. Courier delivery: 5409 100th St SW #39099, Lakewood, WA 98496.

General Aviation News • 70th Year, No. 2 • January 25, 2018 • © 2018 Flyer Media, Inc. • All Rights Reserved.

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6....... Rare Chipmunk donated to museum 9....... Most drone reports don’t pose safety risk 12..... A family reunion, thanks to GA 12..... How much did you pay for your practical test? 13..... First Thrush Switchbacks delivered 14..... New airport opens on a bet 18..... The fun of formation flying 20..... A museum proves nothing is impossible

Columnists 8....... VISSER’S VOICE: The trick to blending fuels 10..... TOUCH & GO: Alaska proposal a tangled web 11..... POLITICS FOR PILOTS: In appreciation of the 1% 25..... HUMAN FACTORS: Droning on

A veteran pilot’s favorite aircraft.

On Final

COVER SHOT

26..... ASRS Reports 28..... New Products 32..... Calendar of Events 35..... Aviation Classifieds

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Amelia “Scoop” Reiheld took the cover photo while learning about formation flying. Check out her story on page 18.


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General Aviation News —  800.426.8538

January 25, 2018

An icy start to the new year

Rob Stapleton sent us this photo, taken at sunset at Merrill Field in Anchorage, Alaska, in the early days of January 2018. “We have been having lots of ground fog and what you see on the prop of this Mooney is hoarfrost from the fog,” he explains.

Photo by Rob Stapleton Jr.

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Briefing The Vulcanair V1.0 (pictured) has received its FAA type certificate. The fourseat aircraft, powered by an IO-360 180hp Lycoming engine, is targeted to the flight school and flying club market. Ameraviainc.com

nual all-women cross-country airplane race. This year’s race begins June 19 in Sweetwater, Texas, and ends June 22 in Fryeburg, Maine. AirRaceClassic.org The General Aviation Manufacturers Association will accept applications through April 13 for its Edward W. Stimpson “Aviation Excellence” Award, which comes with a $2,000 cash prize for a graduating high school senior who plans to study aviation in college. GAMA.aero

Discovery Aviation has started production of its new advanced XL-2 with a three aircraft order from Seoul, Korea. Discovery-Aviation.com Piper Aircraft has received FAA certification of the G1000 NXi next generation integrated flight deck on both the M500 single engine turboprop and M350 pressurized, single-engine piston. Piper.com A project to upgrade Taxiway A at Scottsdale Airport (KSDL) in Arizona has begun, with nightly closures expected throughout the five-phase project, which is expected to be complete in August. ScottsdaleAz.gov/Airport ASA’s free Endorsement Labels have been updated to reflect Advisory Circular (AC) 61-65G. The PDF format of the la-

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bels provides a simple and fast way for instructors to issue required FAA endorsements to students, ASA officials note. ASA2Fly.com StandardAero will close its operations at its LAX-based business aviation repair station by the end of March 2018. StandardAero.com

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The National Business Aviation Association has launched a mentoring program, matching experienced industry veterans with individuals wanting to explore opportunities in business aviation. NBAA.org Registration is open until April 1 for the 42nd Air Race Classic (ARC), the an-

The Hayward Air Rally will accept applications through Feb. 1 for its scholarship for students 16 to 18 to attend the Experimental Aircraft Association’s (EAA) Air Academy’s summer 2018 program. The scholarships cover the costs of camp tuition and round-trip commercial air transportation. HwdAirRally.org Find expanded versions of these news briefs on www.gan.aero

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General Aviation News —  800.426.8538

January 25, 2018

Photo courtesy Air Power Museum Photo courtesy Air Power Museum

Todd Peterson in the Krier Chipmunk.

Harold Krier in the cockpit of his deHavilland Super Chipmunk, with famous NASA test pilot “Fitz” Fulton looking on.

Rare Super Chipmunk donated to museum The Air Power Museum (APM) at Antique Airfield in Blakesburg, Iowa, has added a rare and historic deHavilland Super Chipmunk, once owned by airshow great Harold Krier, to its collection. Todd and Jo Peterson, aerobatic and airshow pilots from El Dorado, Kansas, gave the Chipmunk to the museum. The Chipmunk and related artifacts and memorabilia will eventually be displayed, along with Frank Price’s Great Lakes biplane, the first U.S. entrant in the modern world aerobatic contest in 1960, which was donated to the museum in 1984 by

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Christiansen Industries Pitts test pilot Mel Baron. The Great Lakes is now on display in the museum’s main hangar, but will be moved to the future Earl Adkisson hangar, along with the Chipmunk and the museum’s collection of Duane Cole’s personal memorabilia. A fundraising effort to restore the Great Lakes to flying condition, plus build the foundation for and reassemble the Adkisson hangar, will launch soon. “We feel honored the Petersons have chosen the APM to display this histor-

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ic aircraft, as well as continue to keep Harold Krier’s legacy to the aerobatic/ airshow industry alive for future generations,” museum officials said. Since 1946 several nations have used Chipmunks for training military pilots, but the two-seat aerobatic trainer, N6311V, was designed to be the first monoplane to represent the USA in world aerobatic competition. Krier served as a flight engineer on bombers during World War II and afterwards learned to fly and fell in love with aerobatics. By the mid-1950s he was performing in a clipped-wing Cub and later in a modified Great Lakes biplane, plus a biplane of his own design, the Krier Kraft. Think of it as a cross between the Great Lakes and a Bucker Jungmeister, museum officials suggest. With an introduction from his friend and airshow pilot, Frank Price, Krier toured the country in Bill Sweet’s National Airshow, where he remained until his death in a test flight accident in 1971. The post-war period brought rapid innovation in all aspects of aviation, including aerobatic competition, thanks in part to Antique Airplane Association (AAA)

and APM founder Robert Taylor. Krier claimed top prizes in the AAA Aerobatic Championships in 1958 through 1960, with the trophy retired in his name in 1966, the same year the Chipmunk appeared with the US team in international competition in Moscow. Krier realized that to compete internationally, he needed a slick monoplane. Enter the Chipmunk...with serious modifications. He clipped and metalized the Chipmunk’s wings, lengthened the ailerons, redesigned the tail, beefed up the airframe, and hung a 200-hp Ranger engine on the nose. The first aerobatic monoplane to represent the USA in international competition was born, and the innovations in Krier’s Super Chipmunk set the standard for most future competition monoplanes. Considering the huge amount of engineering that went into creating the Super Chipmunk, it’s a credit to Krier’s love of aerobatics that he gave away all the modification data to anyone who wanted to copy it. Art Scholl and Skip Volk gladly took up his offer and kept the Super Chipmunk in the game long after Krier’s death. AntiqueAirfield.com


January 25, 2018

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General Aviation News —  800.426.8538

January 25, 2018

The trick to blending fuels Ben Visser Visser’s Voice

After a review of the notes I received last year, the number 1 area of interest Ben Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. You can contact him at Visser@GeneralAviationNews.com.

again was octane and engine knock. The latest question was about blending octane number. For example, if you blend a 100/130 (commonly referred to as 100LL) fuel with a 90 octane mogas, will a 50/50 mix give you a 95 octane fuel? The answer is possibly, but probably not.

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crease a fuel’s octane in a non-linear way. If the lead is mixed evenly, the addition of 1 gram/gal lead to the mogas should be more than the loss in octane from the reduced amount of lead in the 100LL. But this will vary because of differing lead response for the mogas. So what is the final answer? I can’t be sure, but it will probably be in that 93 plus or minus one to two numbers range. That is the lean rating. What would the rich rating be? That is really a guessing game. The rich rating of many unleaded fuels can be misleading, so the finished rich rating may not correlate to the real world. The really big question is how the mixture will perform in a real world aircraft engine. Again no real accurate answer.

Why is this important?

The actual question concerns how much 100LL should be added to 87 R+M/2 mogas to satisfy the anti-knock requirements of a 91/96 octane certified aircraft engine. And people wonder why I sometimes give non-specific answers to technical questions. Using mogas in aviation has worked because there is enough margin between the 87 R+M/2 and the requirement of the 80/87 engines. This gives a margin of at least two or three octane on the lean side and, in these low compression engines, do not seem as critical on the rich rating requirement. For higher compression engines, that margin of safety needs to be increased to be safe under all conditions and applications.

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I know that this is kind of a trick question, but the answer can be useful. The most important thing to remember is that the octane of a fuel is not a physical property of the fuel, but rather a performance property. A physical property of a fuel or oil is like the viscosity of oil. If you mix grade 80 oil 50/50 with 120 grade oil, you will have grade 100 oil. As a performance property, a given octane fuel can perform differently than another fuel when compared in different applications. When comparing octane, you must consider that there are four different octane rating procedures. In aviation there is the rich rating and the lean rating, but in mogas there is the research and motor rating procedures. The lean rating and the motor method are close and there is a correlation table for them in the ASTM D-910 spec. This correlation works for avgas fuels made from alkylate. It may not work as well for other fuels. The aviation rich method and the research method have only a rough nonlinear sort of relationship. Let’s do some calculations for our example. For mogas with a R+M/2 of 90, the motor rating will usually be four to five numbers lower or, say, 86. If we average that with the 100 from the 100LL, we would have a lean rating of, say, 93 for a 50/50 blend. But blends like this can have a significant variation depending on the composition of the mogas. Plus there is a lead bonus. Lead will in-

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January 25, 2018

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Most drone reports don’t pose safety risk The Unmanned Aircraft Safety Team (UAST) Drone Sightings Working Group has released a new report on the FAA’s 3,714 drone sightings reports collected from flight crews, air traffic controllers, and citizens from November 2015 to March 2017. It found that only a small percentage of drone reports pose a safety risk, while the vast majority are simply sightings. In late 2016, the FAA tasked the UAST to review and analyze these drone sightings to draw conclusions and recommend safety improvements. A working group within the UAST was formed with representatives from the unmanned aerial systems (UAS) industry, including those from the FAA, the Aircraft Owners and Pilots Association (AOPA), DJI, and the Air Line Pilots Association (ALPA), as well as the Academy of Model Aeronautics (AMA), to review and analyze the sightings. The UAST’s final report concluded that the vast majority of drone sightings are of little to no risk. “First, perhaps most significant, a relatively small percentage of analyzed sightings were categorized as being of risk,” the UAST writes in its report. “There is general consensus that some of the sightings are potentially high risk and need to be mitigated, but the majority of sightings are not necessarily high risk.” The report also finds the FAA’s drone data is “too inconsistent and not standardized” and that the data must “be considered within its appropriate context.” “Stakeholders from across the manned and unmanned community have agreed that the drone data needs to be improved in order to have an accurate understanding of what’s happening in our skies,” said Chad Budreau, director of public relations and government affairs at AMA. “There’s no doubt that some of the sightings are problematic — about 3% of the sightings included in the data set caused manned aircraft to change course or take evasive action,” he continued. “That is 3% too many and needs to change. At the same time, we must remember that the vast majority of the drone sightings are just that — sightings.” The report also cautions regulators and policy makers against relying on the data to inform safety, regulatory, or operational decisions. “The current structure, inconsistency and unrefined nature of the sightings reports disproportionately exacerbate concerns about manned-unmanned interactions and do not provide industry or government with actionable data on which to base safety enhancements and regulatory or operational decision-making,” the UAST writes. “For years, we have called on the FAA to improve and standardize the drone sightings data and we hope this new report will further encourage these chang-

A MavicPro drone in flight. es,” said Budreau. “In the meantime, we will continue to work alongside the unmanned and manned aircraft community

to educate the public about how to fly safely and responsibly. We have always believed that education is critical to keep-

ing our skies safe.” The full report is at UnmannedAircraftSafetyteam.org.

Medical Reform Going Global More than twenty-five thousand pilots in the United States are now flying under BasicMed since its implementation on May 1, 2017, and other countries are taking notice. Australia is the latest country to follow suit in adopting new simplified medical qualifications, while the Bahamas agreed to allow BasicMed pilots in their airspace. AOPA worked hard for years on behalf of its members to bring about third class medical reform that the FAA now refers to as BasicMed. AOPA has developed a suite of online resources for pilots and physicians, what we’re calling our “Fit to Fly” resources, to help you make the most of the reforms and enjoy your freedom to fly. The burdensome medical requirements and red tape associated with medical certification have contributed to a decline in the pilot population. However, BasicMed is keeping pilots flying and allowing others to return to the skies. Seeing the impact of BasicMed ripple across the globe is exciting. BasicMed’s success has also been echoed throughout the industry, from certificated flight instructors and at events and fly-ins across the country. Pilots everywhere are enthusiastic about BasicMed. And we’re confident that the numbers will continue to climb, especially as it becomes more mainstream in the aviation sector and as physicians gain more experience with it. If you still have questions regarding BasicMed, you can reach the AOPA Pilot Information Center at 888-462-3976, Monday through Friday, 8:30 a.m. to 6 p.m. Eastern. See our Fit to Fly resources online at aopa.org/fittofly.

Mark R. Baker President & CEO, AOPA

www.aopa.org today.


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General Aviation News —  800.426.8538

January 25, 2018

Alaska proposal is a tangled web Ben Sclair Touch & Go

“Oh, what a tangle web we weave when first we practice to deceive.” To be honest, I have no idea if this line from Walter Scott’s poem “Marmion” is apropos to the proposed aircraft registration discussion currently taking place in Alaska. But it was the first thing that popped into my head after reading through the discussion’s background. Alaska’s Department of Transportation and Public Facilities (DOT) seeks to create a new aircraft registration program. Why? Answers to the first question on an FAQ document from Alaska DOT sheds some light on the topic: • There is an FAA requirement to provide annual updates indicating where aircraft are based within the state’s aviation system. Registering aircraft will enable DOT to fulfill this requirement. • Knowledge of where aircraft are based will also support airport system planning and help prioritize maintenance and operations at state airports. • The new database of based aircraft will be combined with the required state insurance compliance program. • The database will also create a mechanism for reaching stakeholders as needs and issues arise in specific areas. Not one of these reasons mentions funding airport needs. The second question on the FAQ outlines fee structure and rationale. The third item answers, “How will the Ben Sclair is Publisher. He can be reached at ben@generalaviationnews.com.

money be used and how much is the fee expected to generate?” Answer: “The funds that are raised will be used to help fund the safety, security and system planning costs associated with the rural airport system. Alaska DOT anticipates $1.3 million to $1.5 million in funding from the aircraft registration program.” “State DOT has once again proposed new regulations for a $150 aircraft registration fee for noncommercial aircraft and $250 for commercial aircraft. They are doing this to try and raise revenue as dictated by the legislators in Juneau,” states Adam White, head of the Alaska Airmen Association’s Government and Legislative Affairs. You see, Alaska DOT operates and maintains 240 airports “at a cost of approximately $40 million.” Aviation fuel tax and leasing fees amount to “~$10 million,” which requires a $30 million check from the state’s general fund. So, a federal requirement (where are your aircraft based) leads to a new state program (aircraft registration for planning and insurance compliance), which creates an opportunity to create a new revenue stream (with associated costs of yet another program and support infrastructure). And yet an Alaska Airmen Association, Aircraft Owners and Pilots Association (AOPA) and National Business Aviation Association (NBAA) survey of Alaska pilots found “67% favored an increase in fuel taxes to generate more revenue, while only 20% favored an aircraft registration tax.” It would seem a good many pilots understand the value of properly funding the

LETTERS TO THE EDITOR SUPER PETREL LS

Re: Pilot Report: Super Petrel LS in the Jan. 11 issue: “This seems like a nice airplane and a great alternative to the Icon A5. Nice features and design, and an added bonus that it doesn’t flip if you accidentally land gear down on the water. And, substantially less than the A5. I hope they sell well. STEPHAN NELLE via GeneralAviationNews.com If you do flip it upside down, how do

you get out? On the SeaRey the windows slide (not clear if they’ll do it with water pressure on them). On the Icon, the side panels will pop inward under water pressure, possibly whether you like it or not. But here, you’d have to open the hatch outward against water pressure. THOMAS BOYLE via GeneralAviationNews.com Of the existing 360+ fleet, I’m not sure any have ever actually flipped over, as it was specifically, and successfully, de-

airport infrastructure in Alaska. But pushing through a tax increase at the state level requires action from elected leaders. And elected leaders typically like to get re-elected. And elected leaders find it harder to get re-elected if they raise taxes on some of their constituents. Lots of states have aircraft registration programs. So Alaska DOT’s desire to stand one up isn’t novel, but the “why”

feels a little contrived. Everyone points at something else, while no one stands up and takes ownership. In other words, status quo from our government. I don’t believe Alaska DOT or the FAA is actively seeking to deceive, but they certainly seem to enjoy weaving a tangled web. DOT.Alaska.gov, FAA.gov, AlaskaAirmen.org

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signed to be highly flip-resistant. If you watch the video of the gear down landing in water you’ll see the nose doesn’t even try to dive. This is very unlike a Searey and other float-based amphibs, which will almost always flip over in this situation. With the Super Petrel’s lower-wing and strong low sponsons, they don’t flip in tight turns either. They are just very forgiving and very stable. JOHN MELCHERT via GeneralAviationNews.com

SEAPLANE FLYING IN ITALY

Re: “Italy’s Lake Como: Fantasy on floats” in the Jan. 11 issue: When I was in Como the flying club training did not include U.S. certification. The training is accepted as legitimate by the FAA. A check ride by a designated US examiner is required upon return to the U.S. In any event, a trip to the Italian Lake District and any flying experience with the flying club is a wonderful experience. DAN VANDERMEER via GeneralAviationNews


January 25, 2018

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In appreciation of the 1% Jamie Beckett Politics for Pilots

Current estimates of the population of the United States clock in somewhere around 323 million men, women, and children. If we assume a quarter of those people are under the age of 18, as the US Census Bureau suggests, that cuts the number of adults down to fewer than 250 million men and women. Now, if my math skills are to be believed (and there are several public school teachers in my past who would bristle at that statement) this puts you, dear reader, solidly in the dreaded 1%. Don’t fret. There’s nothing wrong with being a one percenter. You worked hard to get where you are. You earned this distinction. Yes, it’s true the club you belong to carries with it a rarified air of awesomeness. But it should. It’s the 1%, after all. We’re special. The group I refer to, of course, is the number of certificated pilots in the United States. The nation where powered flight was invented. The nation where in many ways it was perfected. Although a massive tip of the hat is due the French for inventing the aileron, the British for inventing the turbine engine, and the Germans for being amazingly ambitious in the first half century of aviation’s nascent years. We pilots are few. Fewer than 600,000 of us at last count. Which means you’re not just in the 1%, you’re in the top quarter of 1%. Simply put, when measured against the population as a whole, you are extraordinary. This is about the point where some readers are going to start getting steamed. Some will go so far as to skip the rest of this column, disgusted by the obvious political and economic overtones that have no place in an aviation publication. While that position could certainly be argued either way, let’s have some compassion for the folks who stomp off into the sunset, because they’re going to miss the point of this story’s introduction. And it’s an important point that’s of sigJamie Beckett is the AOPA Ambassador in Florida. A dedicated aviation advocate, you can reach him at: Jamie@GeneralAviationNews.com

All your favorite writers in one place

nificance to all 323 million of us. Aviation functions as a meritocracy. There is no free ride, even if somebody pays your bills for you. You’re going to have to earn what you get in aviation. Nobody inherits a pilot certificate. Not a single A&P mechanic obtained their license as a gift from a monied patron. There is not a tower controller in the nation who came to their profession because the head controller’s niece was out of work and he owed his sister a favor. That happens in other lines of work, but not in aviation. In this business you have to earn your accolades. There is no other method of acquiring status. You’ll notice I called you extraordinary earlier. I didn’t refer to you as a member of the elite. Those two terms have very different connotations. The elite is considered to be the upper-crust, the very best. Elites have authority and influence. We are not the elite. Yet even though we don’t count ourselves among that lofty group, we aviators truly are extraordinary. In part because each of us took steps to raise ourselves up to a level we might have initially considered unattainable, but we tried anyway. We each set ourselves on a course to meet an ambitious goal, and we achieved it. That is by definition, extraordinary. We have pushed ourselves beyond what is typical of our breed. We faced financial challenges, nervous concerns about altitude, airspeed, aerodynamic stalls, loud noises, and a runway looming back at us as we race toward the earth at what once felt like a breakneck pace. We studied when nobody was forcing us to. We persevered when others dropped out. Because of all that effort, we became pilots. Perhaps you fly recreationally, only now and then. You’re still extraordinary. Few do what you do. Even fewer do it well. For all this talk of achievement and pride, there is one point that must be made over and over again. Ideally it would be made by everyone who flies as they encounter those who don’t. That point is this: Aviation is a non-exclusive endeavor. The airplane does not care where you were raised. The relative wind gives not

The shortage of airline pilots makes it a great career choice.

An Aeroprakt pilot takes flight. one whit of interest in the color of your skin, which religion you subscribe to, or if you ignore that aspect of life altogether. The thrust produced by the engine doesn’t vary based on whether the throttle is held by a grocery store cashier or a bank vice president. The physics of flight are not affected by our petty human distractions. Aviation is, was, and shall remain a meritocracy. It is expensive to get involved in aviation. That has always been true. But it is not prohibitively expensive. It’s possible to learn to fly for less money than you might spend on good used car. If you learn to fly in a non-profit flying club, you might well earn that certificate for less than the cost of a used motorcycle. And unlike the car or the motorcycle, your pilot certificate will last for the rest of your life. There are fewer pilots today than there

were 40 years ago. Not coincidentally, there is a greater demand for pilots than there was 40 years ago. That can be said of so many careers in the field of aviation — a fact that should grab the attention of all 323 million of us. Our friends and neighbors don’t seem to make the connection that the pilot sitting in the left seat of the wide-body jet they flew to Europe or Hawaii may well have started out in a Cessna 150, or an Aeronca Champ, or a Piper Cherokee. That pilot may have learned the material and honed the skills that led to that career at an airport very much like the one near your house. The one with singleengine piston-powered airplanes populating the ramp. The one where all comers are welcome and opportunities are nearly limitless. The one where the one-percenters hang out.


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January 25, 2018

Photo by Arthur Billingsley

After surprising his mom at the school where she is a teacher, Major James Carpenter (left) poses with his mom, Veronica, (seated), dad James and sister Jasmine.

Photo by Arthur Billingsley

In the plane on the way to surprise his mom, Major James Carpenter (left), his sister Jasmine Carpenter, and pilot Arthur Billingsley.

A family reunion, thanks to GA Just before Thanksgiving, a U.S. Air Force active duty service member was able to give his mother a surprise, thanks to a family friend who is a GA pilot. Major James Carpenter III had just completed training in Washington, D.C., for a new post in Southwest Asia. He was

scheduled for an overseas flight the day after he completed training. Since his parents live in Chesapeake, Virginia, that left little time for a proper sendoff or even a casual family goodbye. While his sister, Jasmine, lives in Washington, D.C., driving to Chesapeake from

DC would take more than five hours on a Friday afternoon, thanks to traffic in the nation’s capital. Luckily, Carpenter has a close family friend who is a pilot, Arthur Billingsley. James’ father asked Arthur to fly his son from Washington, D.C., to Norfolk, Vir-

ginia, to surprise James’ mother, Veronica, at the school where she is a teacher. Of course Arthur said yes. Carpenter is a graduate of Howard University, as well as the Defense Language Institute. His father and Arthur are Navy veterans.

How much did you pay for your practical test? The Flight School Association of North America (FSANA) is conducting a survey of practical test costs around the country. Most of these tests are provided by FAA Designated Pilot Examiners (DPEs) who are not employees of the FAA who charge

a fee, FSANA officials note. “While FSANA is not engaging this survey in an effort to dictate any pricing, we are working to better understand what pricing exists, if it varies based on certificate or rating, and if it varies regionally

throughout the country,” officials noted. The association is seeking input from flight training providers, CFIs, DPEs, and students and pilots at any level who have taken a practical test in the recent past. No personal identifying data is col-

lected in the survey, according to officials with FSANA. To take the survey, go to: Survey. ConstantContact.com/Survey/a07eezk8p77jbuuf6yd/start. FSANA.com


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First Thrush Switchbacks delivered The State of Georgia’s Forestry Commission has taken delivery of the industry’s newest firefighting aircraft — the Thrush 510G Switchback. Powered by a GE H80 turbine engine, the Switchback is designated as a Single Engine Air Tanker (SEAT) aircraft and will be used by the Georgia Forestry Commission for fire detection, rapid response firefighting, and training. The 510G Switchback has the ability to deliver 500 gallons of water, retardant, or fire suppressant with pinpoint accuracy in tight environments, according to officials with Thrush Aircraft. It also has the ability to switch from agricultural spray duties to firefighting capabilities in a matter of minutes thanks to a unique fire gate delivery system, company officials add. Georgia experiences an average of 4,000 wildfires annually, which typically damage 35,000 acres of forested land. With wood being one of the state’s leading commodities, wildfires have the possibility of causing a significant impact on the state’s economy, as well as its forest resources, state officials report. The Georgia Forestry Commission is responsible for the management and protection of those resources, and its aerial

attack capabilities play a role in both fire prevention and suppression. “We’re extremely proud to be adding the Switchback to our aerial firefighting fleet,” said Georgia Forestry Commission’s director Chuck Williams. “It boasts many advantages for our firefighting efforts and heralds an exciting new chapter in our commitment to protect and conserve the more than 24 million acres of timberland across our state. You’ll see these aircraft deployed not just for rapid fire suppression, but also in the very important role of rapid fire detection, which can sometimes make all the difference in being able to contain a wildfire, versus having it become uncontrollable.” The two Switchbacks that were delivered feature advanced avionics for navigation and situational awareness, as well as to provide pilots with several options for delivery of materials when making a firefighting drop. The 510G Switchback can make a drop from as low as 80 feet and accurately deliver a 500 gallon salvo is less than two seconds, according to company officials. It also features dual cockpit and dual control systems, which enable the aircraft to serve as a trainer as well. ThrushAircraft.com, GFC.state.ga.us

Photo by Gary Blockley Photography

The Georgia Forestry Commission has taken delivery of two new Thrush 510G Switchback firefighting aircraft, which will be used for fire detection and suppression across the state’s more than 24 million acres of forested land.

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General Aviation News —  800.426.8538

January 25, 2018

New Texas airport opens on a bet By JANICE WOOD

Photos courtesy Dianna Stanger

The new building at the new airport.

First things first

In planning the new airport, Stanger’s first call was to her insurance company. “I fly a lot of different aircraft, so I had to make sure that what I was going to build was going to be able to take every aircraft and still be insured,” she said. That’s why the 5,000’ runway is built to Texas Department of Transportation specs, she noted. “I hired an engineering firm that just does airports and we built it just as you would any other 5,000’ GA airport,” she explained. “The runway has the same landing weight and it’s 75’ wide. It’s all engineered and built just as if it was a public airport.” While it’s a private airport, Shank ’n Bank is open to the public. “In fact, we’re changing the status,” she said. “It was issued as private, but it’s going to be public privately owned.” While it’s open to the public, pilots wanting to fly in still need to make a re-

Dianna Stanger with some of the children at the airport’s grand opening.

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Dianna Stanger opened her new airport in Texas on a bet. “It actually started out as a bet,” she said. “My husband has his own golf course, Wolf Point Club, and I’m not a golfer at all, but he wanted to make our primary residence at the golf course because he was there every day. Our house was about seven miles away. It had a helicopter hangar and some grass strips. The only way I would concede was if he built me a runway.” “It worked out well for me,” she added with a slight laugh. The new airport in La Ward is named Shank ’n Bank (08TS). While puzzling to most people, it makes perfect sense to Stanger. “In golf when you take a bad hit it’s a shank. And for airports the natural pattern is going to have you banking. So I just made it Shank ‘n Bank,” she explained. The dream of having her own airport has been with Stanger since she began flying in 1992. “Aviation became something that I got involved with later in life from doing air racing to doing the helicopter rides for women,” she said. “Running the local airport, it just became something that became so ingrained that to not be a part of it wasn’t going to be natural for me. It wasn’t.” In 2008, Stanger began managing Calhoun Air Center at Calhoun County Airport (KPKV) in Port Lavaca, Texas, her home airport at the time. In just six months, the airport had improved so much that it won awards. KPKV also became a hotspot for community engagement and reaching out to area kids to get them involved in aviation. That’s something she wants to continue at her new airport. “The Calhoun Air Center was a stepping stone,” she said. “Managing that airport gave me a good understanding of what is needed in the local area. Hopefully, I can fulfill a need.”

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January 25, 2018

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General Aviation News —  800.426.8538

January 25, 2018

quest to land there, she noted. “That way I can make sure that they’re taken care of when they do land,” she said. The best way to alert her that you’re going to land is to call 361-893-5115. Shank ’n Bank boasts a new hangar, as well as fuel. But perhaps its greatest amenity is its location on the Gulf Coast of Texas. “The Gulf Coast of Texas is pretty neat,” Stanger said. “We are located right next to the best duck hunting and seasonal fishing that there is. And of course the fact that the private golf course is right there. How often do you get the chance to play on a golf course that’s rated one of the top 10 in North America and nobody else is on it?”

Lessons learned

What did Stanger learn by building her own airport? “Hire the best,” she said unequivocally. “If you don’t hire the best you’ll be going back and spending three times as much fixing it. So, hire the best. And I did.” She points to the 25,000-square-foot hangar. Instead of a metal building that would time out in about 10 years on the Gulf Coast, they built a wall construction hangar, which will last much longer. Hiring the best is often a hard thing for people to accept, because it costs a lot of money to hire the best, she added. “But it saves you so much in the end,” she said.

Photos courtesy Dianna Stanger

Inside the hangar at Shank ’n Bank Airport.

Paying it forward

Now that her airport is up and running, Stanger hopes to continue on with education and community programs, similar to the ones she had at Calhoun Air Center. “We started it off with the grand opening we had on the weekend before Halloween,” she said. “I have some friends who are well known air show performers — Debby Rihn-Harvey and Vicky Benzing and Kate Tyre. Of course any time you watch those women perform you can’t help but get excited and want to become a pilot.” The air show/fly-in attracted a good crowd from the local community. “We had a blast just giving kids rides, exposing them to all the pilots and the different aircraft. Because the strip is what it is, I got a couple military jets that came in. I had some PC-12s, so the kids got exposed to every size aircraft and they got to meet so many pilots.” She noted she intends to keep that community involvement up, including as many open events for kids as she can during the year. “We want to give rides and just keep our youth growing up with aviation in their heads.” Facebook.com/Shank-N-Bank If you plan to visit 08TS, you must receive permission to land. Call Stanger at 361893-5115 to alert her of your arrival.

Dianna Stanger prepares for a flight.

A bird’s eye view of the Shank ’n Bank runway.


January 25, 2018

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Pilot Perspectives: Amy Hoover By DEREK ROBERTS If the best way to learn something is to teach it, then one would be wise to look towards Dr. Amy Hoover for flying advice. As a long-time professor and twice elected chair (2007-2015) of the Aviation Department at Central Washington University, Hoover’s 30-year career in aviation includes more than 6,000 hours of logged flight time, 3,800 hours of instruction, and an astounding 8,000 hours of classroom teaching. Guiding university students during the school year through structured curriculum and into professional careers as pilots and industry managers, Hoover spends her summers in neighboring Idaho, teaching backcountry and mountain flying. “It’s a different type of environment,” she notes. “A lot of my clients are airline or professional pilots. They’re flying a 747 all year and then they go to jump in their Super Cub. For me it’s fun to have a leg in both sides.” Idaho is not unfamiliar territory for the veteran pilot. While working on her master’s degree in geology at Oregon State University, she developed a fondness for the state’s beauty, spending countless days in Idaho working on her thesis: “A rare earth element geo-chemical and structural geological analysis of the continent arc suture zone in west central Idaho.” It wasn’t exactly aviation, but it did inspire the young geologist to return to the Gem State and take to its famous rivers as a white-water rafting guide. That’s a decision that would ultimately lead to her first taste of backcountry flying. “It was in a Britten Norman Islander, chucked in with all of the river gear, and we went into Indian Creek,” she recalls. “It was so incredible, I literally just said, ‘I have to do this.’” Inspired by that flight, Hoover would go on to earn her private pilot certificate, purchase a Cessna 120, and rack up more than 500 hours of mountain flying time before the temptation of a full-time career in aviation was too strong to resist. The next logical step would be to pursue instrument, commercial and flight in-

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Amy Hoover and her Scout. structor ratings, but with all that time in the remote backcountry of Idaho, Amy wanted to make sure she exposed herself to a more active airspace environment. “So, I loaded up my 120 in January in the dead of winter and I flew it to Florida,” she remembers. The trip took three weeks, but positioned the young pilot for success. Knocking out the required certifications in quick succession, she returned to Idaho where she began a career of instructing, flying Part 135 charters, and ultimately co-founding McCall Mountain and Canyon Flying Seminars with fellow Idaho aviators Lyn Clark and Lori McNichol. Never content to stop learning, the now experienced pilot sold her share of the

Have a good attitude. That means honestly evaluating your capabilities, the capabilities of the aircraft, your familiarity with the aircraft, and your familiarity and experience with the environment. The other thing that’s helped me is don’t be afraid to ask questions. If somebody thinks you’re stupid, is that the person you want advice from anyway? So many of the people — like Lyn Clark, Mike Dorris, and Jim Larkin — who were my mentors, they never ridiculed me, even if it was a basic question, and now I feel like I’m able to pay that forward. Don’t be afraid to get out there and push your own limits, but don’t be afraid to get help.

seminar business in 2001, before returning to Oregon State University where she pursued her doctorate in education. “At the time, they didn’t offer PhDs in aviation,” she notes. But that didn’t stop her from continuing her passion for flight or from integrating aviation into her doctoral studies. Accepting a position as the director of aviation at Mt. Hood Community College, she worked to shape the school’s curriculum during the day, while preparing her PhD thesis on human factors in aviation at night. Research for the thesis continues to benefit her Central Washington University and mountain flying students in the form of advice on multi-task management.

What I fly

A 2011 American Champion Scout (8GCBC) with 180 hours on it total time. I bought it in 2014 from Bob Hannah at Northwest Backcountry Aircraft. I’ve used them three times now and every time they’ve treated me very well.

Why I fly It

The thing about the Scout is that it has this nice wide fuselage. I have extended baggage, so I can stuff all my sleeping bags, tents, and emergency gear back there and can still put stuff in the cargo. Then in the backseat, have a passenger or just the dog. In a two-place plane, I can go camping and bring my little table, chair, and stove.

How I fly it

“Flow checks, checklists, and procedures — that is the number one way to mitigate errors,” she insists. A great tip for professional and amateur pilots alike, but considering the professor’s breadth of experience in education, what additional advice might she offer fellow aviators looking for ways to maintain their edge? “What I personally do is challenge myself to do something new,” she says. “I’ll find a young flight instructor looking for a flight review and tell them teach me something that I don’t know.” Perhaps, that’s the secret that all pilots should be so lucky to know: The best are perpetual students. CanyonFlying.com

At least once a week I go out and do takeoffs and landings. That goes right back to proficiency. My feeling is yeah, I’ve flown these taildraggers a lot, but I can always improve, and I can always stay current. So, if I just have an hour to go out and fly, that’s what I do, I work on proficiency training. If I have a full morning off, I’ll go fly into some backcountry strip and take a hike. Or if I have a full day and a night, I’ll go camping somewhere, but I’m not going to give away my favorite camping spots.


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General Aviation News —  800.426.8538

January 25, 2018

The fun of formation flying By AMELIA REIHELD “Mooney Flight of Four, departing Runway 25, Suffolk.” With a slow nod, “Lead” advances his throttle, and begins his takeoff from the left side of the runway. A one-potato, two-potato count to five, and “Two,” on the right side of the runway, eyes fixed on Lead’s wing root, follows suit. Exactly five seconds later, “Three” takes off behind Lead, and “Four,” on the right, follows Two, gear up, climbing to exactly 1,000’ at exactly 100 knots. It’s as if the four airplanes are tied together with invisible strings — and not very long strings, at that. An elegant bank to the left, and all four airplanes head as one to the designated practice area. As the formation levels off, there’s a tail waggle from Lead, and the wingmen are “kicked out” to “route formation,” with more space between them. For the first time since taxiing, the pilots can take their eyes off the airplane in front of them to check their instruments, confirm their fuel supply, and make any adjustments necessary. At Lead’s prompt, the wingmen check in, and then he rocks his wings, summoning the planes back to fingertip formation. Two tucks in close, just behind Lead’s left wing. Three and Four snuggle behind Lead’s right wing. The formation then looks like a hand held up, with Lead at the middle fingertip, and the other airplanes taking up index, ring, and little finger positions. Done properly, it feels just about that close, too. Except for brief instructions, acknowledged in turn by “Two, Three, Four,” it’s a quiet ride. Each pilot is concentrating on executing a perfect lazy-eight, in perfect fingertip position, a perfect transition to a diamond formation, or a perfect right echelon, “keeping it tight.” Though the Mooneys are capable of flying much faster, these formations are cruising at 120 knots, and a hands-on hour’s flight is a workout. The Mooney pilots, following military tradition, are known to each other by their call signs ceremoniously assigned to a newbie by veteran formation pilots. These are usually sly references to some lessthan-stellar occurrence or characteristic. They’ve met at Suffolk Executive Airport (KSFQ) in Virginia to practice their routines for a couple of Mooney formation demonstration flights, one at Suffolk’s September Festival of Flight, and one over Florida’s Panama City Beach in early October, at the annual Mooney Summit safety seminar. At the Suffolk demonstration, the pilots will impress those watching on the ground with their skill and grace. They hope to challenge dozens of their fellow Mooniacs looking skyward from Panama City Beach to join them in achieving a higher

Photo by Amelia Reiheld

Coming back into fingertip formation after having been “kicked out to route” so the pilots can check engine, fuel, and other eyes-inside duties, before closing in to begin the actual formation work.

Photo by Amelia Reiheld Photo by Amelia Reiheld

Know how to silence a formation pilot? Tie his hands behind his back. level of precision and professionalism. The initial step for the newly converted might be to attend a weekend basic formation flying clinic offered by experienced formation pilots around the country, learning the rudiments of formation flying. The first rule initiates learn is “Do not hit Lead.” After that, it’s easy. Stay in perfect symmetry at the assigned position. Don’t “get sucked” or fall behind. Don’t drift up to see the top of the wing of the plane in front of you. And if you’re not Lead, the only talking you do on the radio is to inform Lead if you notice he is on fire.

On the weekend before EAA AirVenture, the world’s biggest fly-in, pilots of Mooneys, Bonanzas, Cessnas, Piper Cubs, Cherokees, RVs and other aircraft types gather at airports a short distance away from Oshkosh with their respective groups for a weekend review, some merriment, and preparation to fly in a nice neat formation to KOSH. The participants agree that the group camaraderie is only the icing on the aeronautical cake. The real rationale for the mass arrivals is that they’re much less frightening than the infamous Fisk Arrival procedure, of which many veteran pilots swear, “Never again!”

Sandman (L) and his wingmen check the Panama City weather before launch. It was a beautiful day, but breezy and bouncy, as it turned out. The pilots, unfazed, earned their pay that morning. Having accomplished the much tidier and faster Oshkosh mass arrival, the type groups will park together in the North 40, debrief, party, pitch tents, assign irreverent call signs to the newbies, eat barbecue, drink beer, and make plans for next year’s events. The typical mass arrival, from dozens to a hundred or more airplanes, usually landing three at a time on parallel runways, 15 seconds apart, is straightforward, but exhilarating. And of course, the lucky par-


January 25, 2018

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ticipants score matching T-shirts and hats. If that introduction to formation flying was fun, the next step, according to Mooney pilot and flight instructor Lee (Sox) Fox, of Fredericksburg, Virginia, is to learn more exacting and challenging formation routines, offered at weekend advanced clinics around the country. Some groups have become very closeknit, practice frequently, wear spiffy flight suits adorned with their group’s logos, and fly all the way to the pre-AirVenture meet-up from as far away as Florida, Canada, Texas, Arizona, and California — in formation, yet.

Briefing

Every formation flight starts with a briefing. Lead for the Suffolk show, Linda (Slim) Torrens, a retired Air Force Colonel, has checked weather, winds, flight conditions, and coordinated with ATC. The briefing begins with a roll call, with each participating pilot crisply calling out his position in turn. Alpha Lead. Two. Three. Four. Bravo Lead. Two. Three. Four. And so on. Slim reads out current weather, frequencies, order of maneuvers, signals, type of approach, and landing sequence. Every detail is planned, briefed, and written down on a special briefing card, from start-up, taxi, run-up, and takeoff (no flaps, climb at 100 knots, 5 seconds between aircraft, 15 seconds between elements), gear up, fly the maneuvers, then join up for an overhead break to a singlefile landing, (100 knots to 70 knots), gear down, land on the right (hot) side of the runway, move promptly to the left (cold) side, follow Lead smartly to the runway exit, taxi to parking, turn in wingtip to wingtip unison and shut down. Any questions? The formation pilots and passengers reconvene after the flight, because it’s not over until a thorough debriefing is completed, with every participant in turn expected to chime in with compliments and critiques. Sox, a retired airline captain and check pilot, adds, “All members of the formation are expected to provide brutally honest self-assessments of their performance, making confessions, not excuses, for any shortcomings, so that all may learn from each other’s mistakes. There is no room for pilot egos in a formation.” “We need to look sharp, act sharp, take it to the next level,” summarizes Slim, whose Mooney is obviously the next best ride to the ones she used to fly for the Air Force.

Why Learn Formation Flying?

Why invest the time and expense in learning to fly in pretty formation? Besides the real skills enhancement, that is? “Because it’s fun!” says Bucko (Sandman) Strehlow. “We’re not doing this to save the country. It’s not required. It’s fun. But it’s disciplined fun. We don’t want anybody to be uncomfortable, so if there’s something unsafe, anybody can call it off.

Photo by Amelia Reiheld

A four-ship echelon over Suffolk, Virginia. Like 100LL ballet. Or a barbershop quartet with airplanes.

“There is no room for pilot egos in a formation.” – Lee “Sox” Fox

You’re still PIC. But part of formation flying is agreeing to follow Lead until it is unsafe. It’s not up to you to argue. There’s much hilarity, but when we’re in the air, we are about a public display of good judgment.” The pilots who fly in official airshow demonstrations hold Class II medical certificates and have demonstrated experience and proficiency in a number of precision maneuvers. There are a lot of hoops to jump through to earn their coveted Formation Cards, but, as Sandman says, “I’m willing to jump through them, because I really like doing it.” Sandman, who is based in San Antonio, has a dozen qualified formation pilots in his Texas wing. He has logged 135 hours of formation flying in the last 12 months and put on five demonstrations. “I guess you could call me a ‘formaholic,’” he says. “I just love to fly and this gives me a reason.” Information about upcoming formation clinics can be found in type club publications and online forums, such as MooneyCaravan.com, b2Osh.org, Cherokees­ 2Osh.com, , and VansAirForce.net. Googling your brand of aircraft and Osh­kosh will yield plenty of inspiring YouTube videos of the mass arrivals.

Photo by Amelia Reiheld

Sometimes having a windscreen full of nearby airplanes is a good thing! Flying over Panama City Beach at the Mooney Summit, there were four airplanes in the air and dozens of very impressed Mooney pilots on the beach.

Photo by Rob Reiheld

Looking up at a tight fingertip formation over Panama City Beach, Florida.


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January 25, 2018

Museum proves nothing is impossible can spirit of dreaming the impossible, and making those dreams happen. I grew up in a small western Oklahoma town during the Dust Bowl and Depression, and I flew to the moon. I’m living proof that nothing is impossible!”

By JANICE WOOD Imagine this: A woman who moved to Oklahoma in a covered wagon has a son who grows up to fly to the moon. It’s not the beginning of an epic movie, but the real life of one of the state’s shining stars, Lt. General Thomas P. Stafford. Now 87, Stafford finds time every day to touch base with the museum that tells his story — as well as the story of flight — The Stafford Air & Space Museum in Weatherford, Oklahoma. Just as Stafford came from humble beginnings, so does the museum that bears his name. The museum began as one display case in the Weatherford Airport terminal in the 1960s, according to Chaney Larsen, the museum’s assistant director. Formally developed as a museum in 1993, it grew to two small rooms in the airport terminal. Today, the museum has grown to more than an acre of exhibits and is gaining regional and national recognition. Fueling much of that growth, according to Larsen, are Stafford’s connections. Those connections have led to the museum working closely with the Smithsonian Institution, NASA, and the U.S. Air Force to assemble one of the finest collections of aerospace artifacts in the central United States. In fact, there is so much in the museum’s collection that it is running out of space to display everything. That’s why officials recently kicked off a fundraising campaign to expand the museum by more than 18,000 square feet, increasing its footprint to nearly 60,000’. Called the Legacy Campaign, the funds will be used to make “significant exhibit and artifact additions, along with extensive exterior and interior renovations to the existing building,” according to officials. Almost half of the initial goal of $3 million — $1.4 million – has already been pledged, reports Jeff DeFehr, the Stafford Foundation’s Building Campaign chairman. The project kicks off the museum’s 25th anniversary in 2018, with plans to have the shell of the expansion completed in time to host the Apollo 10 50th anniversary in May 2019, museum officials report. The Legacy Campaign will also upgrade the museum’s offerings, adding immersive, interactive, and high-tech exhibits to bring aerospace history, and the museum’s extensive collection, to life, he said. The expansion also will increase the available space for events, temporary exhibits, and the museum’s gift shop, as well as a facility to restore important artifacts, such as a Fairchild-Republic A-10 Warthog, and a cockpit of a Boeing B-52 Stratofortress currently awaiting preservation and restoration.

A hidden gem

Photo by Stafford Air & Space Museum

The Apollo Command & Service Module (CSM) at the museum.

Photo by Stafford Air & Space Museum

A Gemini spacecraft is on display at the museum.

Photo by NASA

Astronauts Thomas P. Stafford (left) and Donald K. “Deke” Slayton hold containers of Soviet space food in the Soyuz Orbital Module during the joint U.S.-USSR Apollo-Soyuz Test Project docking in Earth orbit mission. The containers hold borsch (beet soup) over which vodka labels have been pasted. This was the crew’s way of toasting each other. “It is important to do this now, while General Stafford can actively participate in this important campaign, and to enjoy, first-hand, the excitement and impact this

museum expansion brings to the public,” DeFehr said. “This museum is not about me,” Stafford said. “It is dedicated to the Ameri-

While Stafford’s journeys to space are a focus of the museum, it actually is the story of the evolution of flight from the Wright brothers to the moon, according to Larsen. “In the lobby, we have three main displays: A replica of the Wright glider, a model of the SR71 Blackbird, and then a model of the International Space Station,” she said. “So, you really get to see how fast the evolution of aerospace has been.” Next on the tour is a room dedicated to Stafford and his childhood growing up in Weatherford, she noted. The legendary test pilot and astronaut was among the second group of astronauts selected by NASA in 1962. He flew four historic space missions: Gemini 6, Gemini 9, Apollo 10, and Apollo-Soyuz, three of them as mission Commander. For his efforts as Joint Commander of the U.S. and Soviet Apollo-Soyuz mission, Stafford received a Nobel Peace Prize nomination. He is the recipient of many awards, including the Presidential Medal of Freedom, the Congressional Space Medal of Honor, the NASA Distinguished Service Medal, and the Oklahoma Aviator of the Century award. It’s no surprise that among the museum’s artifacts is Stafford’s actual Apollo 10 pressure suit. Other artifacts include a 10-story Titan II rocket, an Apollo Command & Service Module, and one of the most impressive collections of rocket engines in the world, including a massive F-1 engine from the Saturn V, a flown Shuttle Main Engine, and a flown segment of a Shuttle Solid Rocket Booster you can walk through. The museum also boasts the actual Space Shuttle simulator that all 135 crews trained in, Larsen reported. Aircraft on display include an F-86, F-104, T-33, T-38, F-16, and a rare MiG21. Full-scale replicas of the Wright Flyer, Bleriot, Spirit of St. Louis, and Bell X-1 are also housed at the museum. According to Larsen, the museum’s newest outdoor display has already become an iconic monument for the region. Situated just outside the front entrance, one of the most revolutionary aircraft ever built, the Lockheed F-104 “Starfighter,” now points majestically six stories straight up into the sky. All this in a relatively small western Oklahoma town is often surprising to visitors. “We have a lot of people who say, ‘you guys are a hidden gem,’” Larsen said. “Or they compare us to the Smithsonian


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Need to Know

The Stafford Air & Space Museum is at 3000 E. Logan Road in Weatherford, just off I-40 and Exit 84 on historic Route 66. The museum is open every day except Thanksgiving, Christmas Eve, Christmas, and New Year’s Day. Hours are 9 a.m. to 5 p.m. Monday through Saturday and 1 p.m. to 5 p.m. Sunday. Pilots who purchase fuel at KOJA receive free admission. Other admission prices are $7 for adults, $5 for seniors and active military and veterans, and $3 for students. Air and Space Museum, just at a smaller scale. We are a Smithsonian affiliate. We have many items from the Air Force Museum, the Smithsonian, and some of the top-notch museums in the nation, right here in this small western Oklahoma town. Everybody is surprised by the items that we have on display. It’s not what they’re expecting and they’re pleasantly surprised.”

Fly-In

Officials are anxious to entice more general aviation pilots to discover their hidden gem. “We are connected to the Thomas P. Stafford Airport (KOJA), so people can fly right in,” Larsen said. “If they purchase fuel, they get in free to the museum. That’s definitely an added perk.” And just last year, the museum launched Wings Over Weatherford, a fly-in that officials say will become an annual event. Last year’s show featured historic bombers and biplanes that gave rides, as well as at least 20 warbirds, including a B-25 Mitchell, an FG-1D Corsair, the P-51 Mustang “Miss America, a T-28 Trojan, a WACO ZPF-7 biplane, and the C-47 “Boogie Baby.” A kid’s zone, a bounce house, and a free train ride rounded out the activities. One of the first warbird-based events in western Oklahoma, the fly-in attracted nearly 3,000 people, Larsen reported. About 60 general aviation pilots flew in for the show, she added. Because there wasn’t an airshow, the airport was able to remain open during the event, so GA pilots could fly in all day and take part in the festivities, she noted. “It was such a success that we already have the date pinned down for this year,” she said, reporting it is Sept. 29, 2018.

The next generation

The museum is one of the few facilities in western Oklahoma that provides STEM-based tours and camps emphasizing the subjects of Science, Technology, Engineering, and Math. It received two awards in less than a year for its STEM education activities. In December 2016, the Oklahoma City Thunder and Devon Energy awarded the museum the Devon Thunder Explorer’s

Photos by the Stafford Air & Space Museum

The Wright Glider on display in the museum’s lobby.

Did you know?

Oklahoma, which just celebrated its 110th year of statehood, is the only state to actually have an astronaut in every space program, from Mercury to Gemini, Apollo, the Skylab Shuttle, and onward. StaffordMuseum.org

Award, and in November 2017, The University of Oklahoma and Devon Energy honored General Stafford and the museum with the “One with You” Award, recognizing the museum as an outstanding STEM education facility. The museum has partnered with Camp Invention with the National Inventors Hall of Fame for its camps, which are for kids in the first through sixth grades. “The kids just absolutely love it,” Lar­ sen said. “It’s been a big hit.” Museum officials are now working to expand the education programs to reach even more ages, Larsen added.

General Stafford’s Apollo X space suit next to a half-scale lunar module.

Making it work

While most aviation museums are bolstered by a cadre of volunteers, that’s not the case at the Stafford Air & Space Museum, which is owned and operated by the city of Weatherford. “We’re special in that we actually only have three full-time staff members who run the entire place, as well as Stafford scholars through Southwestern Oklahoma State University,” Larsen said. “We usually have six to seven students at a time.” STAFFORD | See Page 24

A T-33 trainer is on display outside the museum.


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January 25, 2018

A veteran pilot’s favorite airplane By WILLIAM WALKER Longtime pilot Ken Haenlein’s favorite flights are at the controls of his 1941 Boeing Stearman over the pine-covered North Carolina Sandhill region. But his professional flying has taken him a lot farther from home. Haenlein is owner and chief pilot of Time Saver Aviation, a Part 135 on-demand flying operation headquartered at Moore County Regional Airport (KSOP) at Southern Pines, N.C. Time Saver’s fleet includes a King Air B100, a B-36 turbocharged Bonanza, and a Piper PA-31 Chieftain. Ken’s favorite aircraft, however, is Sophie­, N62201, a meticulously restored PT-17 Stearman. “I always tell people that I was an instrument-rated pilot before I was a pilot,” Haenlein said. “I was seven when I started flying with my grandfather Fred Keck in his Beech Staggerwing in New York. I couldn’t see above the airplane dash then. The Staggerwing was neat because it had a car-style steering wheel. “My grandfather would say maintain no more than 5° off course and within 20’ of altitude,” he continued. “He was an attorney and he would read his papers while I was flying. He would look up and correct me. I could not reach the rudder pedals and he would do that for me. We flew out of Bayport Aerodrome near Islip MacArthur Airport in New York.” “My uncle had three Stearmans in New York and also a P-51 Mustang,” Haenlein said. “I worked at the airfield and it was my job to get the Stearman we needed out. I started flying on my own when I was 14 and I got my license when I was 16 and then got my instrument rating and helicopter rating.” Haenlein, 65, joined the Coast Guard at the height of the Vietnam War. His unit was sent to Vietnam to fly with the Navy. “I was there for two tours in the 1970s,” he said. During his time in Vietnam he was wounded and awarded the Purple Heart. “I got hit by flying Plexiglas that was shattered by gunfire,” Haenlein said. “I’ve got two stitches under my chin from that, but I tell people that I got shot at more in Vietnam by the U.S. Marines than the North Vietnamese.” Back in the U.S. still on active duty after his wartime service, Haenlein suffered a shipboard injury on a Coast Guard vessel and eventually left the service. “I lost my kneecap in the accident,” he said. “I went back to college and got an accounting degree.” In 1980 he began working for a healthcare firm as a forensic accountant. “We had just taken delivery of a Bell Ranger,” he said. “The doctor who was there told me he heard I flew helicopters.” Haenlein described his injury in the Coast Guard to the doctor and explained

Photo by Bill Walker

Ken Haenlein and his Stearman.

Photo by Carolina Avionics & Aircraft Interiors

A close-up of the upgraded panel of Haenlein’s Stearman. that he had lost his medical because of the accident. “The doctor asked me to do a deep knee-bend,” Haenlein said. “I did and he said ‘do you want a first, second or third class medical?’ So I got my medical back.” In the mid-1990s Haenlein made two important life decisions. He married for the first time in 1995. His wife Ellen is a North Carolina-born physician and they settled in the Tar Heel midlands. “And I retired in 1996,” Haenlein continued. “I went to work for Corporate Airlines out of Raleigh-Durham and had a hitch with NetJets. The problem for me was that I wasn’t home that much.”

His last flying day on the NetJets job was Sept. 10, 2001, he recalled. Haenlein didn’t remain on the ground for long. He decided to be his own boss and founded Time Saver Aviation, at KSOP — also known as Pinehurst Regional Airport — in Southern Pines near the famed golf courses around Pinehurst, N.C. “The business started out with a 1987 B-36 turbocharged Bonanza and a Piper 31 Navajo,” he said. “We started to get more business from guys who had to go to Norfolk and Richmond or to Atlanta. We went all the way to Florida in the Navajo, but our clients wanted a faster aircraft, so in 2006 I bought a 1980 King Air B100.”

Photo by Carolina Avionics & Aircraft Interiors

The Stearman’s Lycoming R680E3B nine-cylinder radial engine. Haenlein splits his work days between Time Saver at Moore County and an avionics and aircraft maintenance operation he later purchased at Raleigh Executive Jetport (KTTA). During an average work week he regularly commutes about one hour by car between his two businesses while maintaining an active schedule of Time Saver flights. But the flying he loves most is clearly low and slow in N62201, the Stearman that occupies the prime corner spot in his company hangar at Moore County Airport. “Sophie was a Christmas gift from


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Photo by Carolina Avionics & Aircraft Interiors

Ken Haenlein’s Stearman in the hangar at Carolina Avionics & Aircraft Interiors. my wife Ellen in 2014,” Haenlein said. “There were over 10,000 Stearmans built and it is a unique aircraft. You got 12 hours in the Stearman way back when. If you couldn’t show you could fly it, you were out. This aircraft was used down in Texas as a trainer. It has a new airworthiness certificate because they rebuilt it so completely it got a new one. It was sold as war surplus to an attorney in Texas. It did some crop dusting. And it was in a hangar for about 15 years. We got all the documentation from day one.” Sophie’s rebirth was the restoration project of an airline pilot. “He wanted more than I was willing to pay for the plane but he was in a middle of getting divorced and had to sell,” Haenlein said. “I said no to the price and offered him what I was willing to pay. He called me back much later and accepted and my wife Ellen said let’s get it. She is the one who bought the plane for my Christmas present. The plane was named after the previous owner’s mother.” The sale was made and the aircraft flown to Burlington, N.C., where Bully Aero did additional work on the Stearman for Haenlein. Also, the seats were custom fabricated and embroidered with the classic Stearman logo on new red leather, matched to the aircraft’s paint, and refoamed. That work was done by Carolina Avionics & Aircraft Interiors in Salisbury, N.C. Haenlein also upgraded the avionics. “We went to a Garmin 430 and a Garmin 330 transponder,” he said. The original restoration project was done by BIPE, Inc., noted airplane restorers at Western Carolina Regional Airport (KRHP) in Andrews, N.C. That restoration is documented in a thick notebook

“I have to allot an hour and a half when I land somewhere to answer questions about the plane.” – Ken Haenlein

Photo by Bill Walker

Haenlein reviews the documentation for the restoration of his aircraft. describing the transformation of the plane from permanent hangar occupant to pristine show aircraft. When he is over the Carolina countryside in his Stearman, the experience is special, Haenlein said. “For me to be up there on a nice calm

day where you can see forever, it takes me right back to flying with my grandfather,” he said. “You are up there and wind is blowing in your face. You’ve got to fly the plane. It is not business. You get up there and sit back and enjoy — probably the most relaxing time there is. You see a

lot of beautiful things when you are flying. It’s reminds you of how small you are and insignificant you are in the main scheme of things. It is a true honor to have learned to fly.” N62201 is powered by a Lycoming R680E3B nine cylinder radial instead of one of the iconic Jacobs radial powerplants. “I like the Lycoming 300 horsepower,” Haenlein said. “I don’t like the 450 horsepower. It makes the plane experimental. I also feel it is a little too much power. There is a sound to a radial engine that I love and is unique. It is like hearing a Merlin. Once you have heard it you will never forget it.” Haenlein said he regretted the low number of hours he logged in the Stearman during 2017. “I am so busy that I don’t get to fly the plane that much, so it sits,” he said. “I only flew it about 10 to 12 hours this year.” His logbooks show more than 14,000 hours — “and that does not include my military time,” he said. “I like to fly Sophie on weekdays as


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January 25, 2018

Photo by Bill Walker

The engine and peripherals of N62201 are about as neat and tidy as could be imagined for a Lycoming R680E3B nine-cylinder radial. opposed to weekends,” he said. “I have some favorite grass strips, but I can’t take the Stearman there on weekends. I have to allot an hour and a half when I land somewhere to answer questions about the plane. The Stearman is one of the most recognized airplanes that are out there.”

Haenlein supports local veterans groups whose members include former military pilots, volunteering to take the World War II vets aloft. “These guys kind of made aviation what it is today,” he said. “And they are dying out.”

Photo by Carolina Avionics & Aircraft Interiors

A close-up of the refurbished seat in the Stearman. “It is also important for experienced pilots to talk to younger pilots,” he said. “Take the time to talk to them. For example, you ask a younger guy how much time he has and he will say ‘I’ve got 14 hours.’ You were there one time, too. Take the time to encourage him. He is the next

generation of pilots and it’s important. When I was young I was able to use the advice of the people I talked with. They were mentors. Talking to them teaches you a lot.” TimeSaverAviation.com, CarolinaAvionics.com

STAFFORD | From Page 21 She explained the students vie for a Stafford scholarship, which provides them a job at the museum through their four years of college. “It’s a really neat program,” she said. “General Stafford himself set it up and has been a big part of it.” The students study a wide range of subjects, which brings a variety of skills to the museum. “We have some in the engineering department, some in education, and some in the graphics department,” she said. “We actually hire graphic students to do our graphic designs for exhibits and everything else that we need.” While the group is diverse, the staff is still a “very tight-knit family,” she reported, adding, “It’s a neat place to work.”

Photo by the Stafford Air & Space Museum

A plaque at the museum proclaiming Oklahoma as the only state to have an astronaut in every space program.


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Droning on Jeffrey Madison Human Factors

I checked off a New Year’s resolution in 2017 when I successfully added Unmanned, small Aircraft System Remote Pilot to my list of pilot certifications. I am one of the more than 23,000 people who earned that license since the FAA began issuing it in 2013. More than 23,000 licenses in only four years is a staggering number. It indicates that drones — officially unmanned aircraft systems (UAS) — are not just a fad anymore. The Consumer Technology Association estimates 825,000 drones were sold in the United States in 2016. That number, coupled with the number of licensed UAS pilots in our country, reveals three important concepts. The first is that drones are here to stay. The second is that drone piloting is the fastest-growing segment in general aviation. The third is that drones must now be considered legitimate aircraft to be reckoned with in the context of the National Airspace System (NAS). I also wanted to participate in the process so I could talk knowledgeably about the issues that might be raised by drone pilots in their reports to NASA’s Aviation Safety Reporting System. The process showed me the FAA wants to integrate drones into the NAS. But I perceive big gaps between regulatory language and real-world operations. Drone pilots might agree, given the number of them filing NASA reports in the past 18 months. Of the 240 NASA reports on drones I researched for this column, almost 25% were filed by drone operators. Of interest, 240 reports in the same 18-month period is about a 600% increase. Drone pilot reports are about evenly split three ways. Approximately one-third of them relate to near mid-air collision (NMAC) events. Another third address possible or actual airspace violations. The final third detailed pilots’ struggles reconciling the ambiguity in the language of the four sets of regulations governing UAS operations. All in all, two-thirds of drone pilot NASA reports relate to uncertainty. FiJeffrey Madison, a pilot since 1995, is an ATP CFI/MEI. He has over 1,000 hours dual given. He has flown into more than 250 GA airports throughout most of the Lower 48. He is a former Part 121 and Part 135 airline captain. You can reach him at HumanFactors@GeneralAviationNews.com

nancial pundits always opine that “the market doesn’t like uncertainty.” The common theme surrounding each report could be summarized as pilots practicing the philosophy of “it’s better to ask for forgiveness than to ask for permission.” In other words, a good number of the reports I read seem to have been written to CYA for intentionally questionable behavior. My analysis of these reports indicates drone pilots are taking advantage of the uncertainty surrounding drone operations while also using the NASA reporting system to their full advantage. For example, one drone pilot submitted a report after engaging in his 21st century version of “Horse vs. Train.” “I was operating a hobby racing drone in proximity to a moving freight train,” he wrote in his report. “I am a very experienced manual drone operator, and I decided to fly closely to, land on, fly under and fly inside of a passing cargo train.” This drone pilot wrote that he had not been aware of any prohibition on flying a drone near, around, or through railroad property. Really? Pilots don’t have to be knowledgeable of railroad law. However, to pass the UAS knowledge exam, they do have to know all of CFR Part 91 — “General Operating and Flight Rules.” While those rules don’t specifically state “Flight near or through a moving train is prohibited,” there are at least two subparts that say as much. Those subparts include CFR 91.13 — Careless or reckless operation — and CFR 91.119 — Minimum safe altitudes. It is not clear from his report if railroad or other authorities helped end his flight. But the tone of his conclusion could indicate a certain level of chagrin. “The flight lasted about three minutes, and I landed safely, putting nothing but the drone in jeopardy. It will not be happening again.”

Tunnel Vision

After reviewing footage recorded during a cinematography flight, a drone pilot decided to file a NASA report. In the footage, he saw that he’d overflown people unrelated to the operation. “I was focused on conducting the flight line of sight, avoiding obstacles at the altitude of the drone as best I could see from a cleared, designated landing area,” he wrote. CFR Part 107 regulates small un-

small unmanned aircraft in a manner that manned systems to a maximum altitude interferes with the operations and traffic of 400’ above ground level (AGL). It patterns at any airport, heliport or seadoesn’t mandate a minimum altitude, but plane.” it does mandate that the remote pilot bear The pilot wrote that he had reviewed responsibility for maintaining the safety his charts, and that based upon that reof people, property, and other aircraft in view, he knew he was operating solidly the area. Like regular pilots, drone pilots inside Class G airspace. At the time of his are required to see and avoid. flight, he thought he was operating legally Drone operators also are required to near a private, uncontrolled airport. Durmaintain a line of sight connection to ing his flights, no other their aircraft. That aircraft were in the visometimes makes the “A good number of cinity. pilot susceptible to a the NASA reports I “Only after later type of tunnel vision, reading online blogs where the pilot focuses read seem to have further review did so much on the aircraft been written to CYA and I understand that my he loses situational for intentionally operation had probawareness of the area ably been under Part below the drone. questionable 101, and that prior noFramers of this regubehavior.” tification had been relation may have recquired,” he wrote, conognized the liability cluding, “some parts of the FAA website of the line of sight restriction when they are clearer than others.” authorized drone pilots to crew a team of This drone pilot believed he’d done trained, visual observers. his homework. He correctly interpreted This drone pilot learned not to go it his operation to be legal. However, the alone anymore. flights may have been in violation of “In the future,” he wrote in his concluPart 101.4(e), which prohibits UAS flight sion, “I will utilize visual observers along within five miles of an airport, without the boundaries of the designated flying giving prior notice of operation to the aparea who can let me know if I get too propriate authority. close.” In all fairness, UAS pilots are saddled with a lot of regulations. Depending on Close but no cigar their flight’s profile, a drone pilot could Close but no cigar might describe the violate any one of four sets of rules: Part feelings of another UAS pilot. 107, Part 101, Part 91, and all of Section “I was flying a drone over my house 336 of the FAA Modernization and Reand suddenly realized I was technically form Act of 2012. flying in Class D with no permission to I feel their pain. When I flew for the fly there,” he began his NASA report. airlines, depending upon how the flight He wrote that his house sits almost at was dispatched, my crew and I were put the lateral limits of Atlanta’s Dekalbat risk of violating any subsection of Part Peachtree Airport’s Class D, and that he 121, Part 135, or Part 91, simultaneously. was operating the drone at a low height, Compare that to general aviation pilots, so he doubted he endangered any other who only face jeopardy from violating aircraft. Part 91 regulations each time they launch. Nevertheless, the realization bothered In a way, these reports make it seem this pilot a lot. He wrote about wondering like the Wild Wild West during our counhow better to have handled the situation. try’s attempts to colonize and codify it. “Should I have given Tower a call to Or maybe like the early days of the Gold let them know? Would they think I was Rush. nuts if I called them about a little drone Either way, the reports I referenced that would have no effect on their operaindicate that it may take a long time tions?” to clarify all the ambiguity. Until then, The short answers are “yes” and “maywell-meaning drone pilots will continue be, but so what?” to work within the system to improve it. “I felt compelled to write this to spur More opportunistic drone pilots will conthe conversation of what should and tinue to push the regulatory and operashould not be done with drones in technitional boundaries. cally controlled airspace,” he concluded. Meanwhile, if you already have a valid Another UAS operator shared a similar pilot license, I strongly recommend getdilemma. He discovered during a postting the small UAS Remote Pilot add-on. flight review of FAA regulations that his It’s important for us to know what we’re most recent flights might have violated a facing. section of CFR 101. Plus, the process is simple. The study “After a thorough review of the new materials and exam are free at FAA.gov. Part 107, I believed that no notification There is no flight test requirement, and of uncontrolled airports was required,” he best of all, the license comes with a cerwrote. tain cool factor when you pull it out of In that regard, he could be correct. CFR your wallet. 107.43 states “No person may operate a


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January 25, 2018

ASRS Reports These are excerpts from reports made to the Aviation Safety Reporting System (ASRS.arc.nasa.gov). The narratives are written by pilots, rather than FAA or NTSB officials. To maintain anonymity, many of the details, such as aircraft model or airport, are often scrubbed from the reports. Aircraft: Cessna 150 Primary Problem: Ambiguous While en route at 5,500 MSL, the engine dropped about 200 rpm momentarily and then returned to normal. A few seconds later, the rpm started dropping and lost approximately 600 rpm and the engine started running rough. I went through emergency procedures, including fuel, mixture, throttle, carb heat, and mags, but the engine rpm stayed around 1,800. I advised approach that we were having engine problems and that we would need to land at ZZZ. I advised ATC because I felt this would mitigate the risk to others, should the situation deteriorate further. In the descent, the engine returned to normal operation. I figured that the power loss could possibly have been carb ice. Nevertheless, I felt the safest course of action would be to get the aircraft on the ground to investigate what happened. On the ground, I was able to locate a mechanic who was able to provide assistance. He looked over all of the engine controls, but found nothing wrong. Generous sampling of fuel provided no indications of contamination. At the mechanic’s suggestion, I took the airplane out and did a full power runup and checked the function of carb heat, mags, etc. The aircraft performed perfectly. I assumed that the problem was carb ice. I flew a pattern close to the airport as a precaution in case anything was wrong and then flew the aircraft to altitude to see if any problem could be detected. The aircraft performed flawlessly. Aircraft 1: Skyhawk 172 Aircraft 2: Light Sport Aircraft Primary Problem: Human Factors My student and I were on an extended downwind to follow traffic over Cherry Creek Reservoir on a straight-in approach to 17L. I entered the base to follow traffic and Aircraft Y was instructed to follow us. As we reached the 1 mile point on final approach, I saw Aircraft Y fly right under us and intercept the final approach course. I immediately increased power and performed a go-around while contacting Centennial Tower to find out what happened. I was instructed to offset to the right of the runway (west of 17R)

on my go-around. I complied and immediately requested a full-stop terminate on 28 in order to get on the ground as soon as possible. I asked tower for clarification on what happened and they informed me they were discussing it and would get back to me. After landing and shutdown I called the tower supervisor to get clarification on the chain of events and was informed that Aircraft Y failed to follow assigned traffic, which was me, and cut me off on final approach. The Aircraft Y pilot lost sight of me and only saw the airplane over the numbers, which was the traffic I was sequenced behind. I believe the reason Aircraft Y didn’t see me was because we were on a collision course and there was no relative movement in his windscreen to alert him to my presence. Upon losing sight of me, Aircraft Y should have immediately requested a traffic update from tower, which would have prevented the near miss. Another factor that could be attributed to the near miss is the design of both aircraft. I was flying a high-wing aircraft and he was in a low-wing aircraft. That could have contributed to the visibility issues as I only saw him through my side window as he flew directly beneath me. Aircraft 1: Ultralight Aircraft 2: Cessna Single Piston Primary Problem: Human Factors I was midway through my fourth revolution while turning in a weak thermal when I heard the distinct turbine whine of a light aircraft magneto. I looked up and behind me and observed a Cessna 172 or 152 approximately 100’ above my hang glider on glide with its propeller wind milling. It appeared to be on a 160° course heading and proceeded away from me uninterrupted. Because I was in direct sunlight and the large holographic reflective surfaces on my leading edges would have been easily visible for 5 miles, I have to assume the pilot was curious and glided toward me intentionally. Obviously, I don’t know whether the pilot thought he was seeing a Mylar party balloon or knew it was a hang glider, but in any event the incursion looked intentional and at 100’ proximity was unsafe. Aircraft: Cessna 120 Primary Problem: Aircraft I was experiencing great difficulty in locating the airport. This was my first time flying into this airport and unfortunately, my aircraft was not equipped with GPS or navigation radio...communications only. When I called the tower, thinking I was

about five miles north, the controller advised me that I was actually three miles and had violated their airspace and was conflicting with his traffic. I have grounded my aircraft until ALL radio-navigation communication equipment is upgraded to suitable standards, and from now on I will call the tower much further out regardless whether I can see the field or not. Aircraft 1: PA-28 Aircraft 2: Unknown Primary Problem: Human Factors After being cleared to land, we began our descent from 2,500’ MSL. The controller called us as traffic to another aircraft and asked us to maintain 2,500’. We leveled at 2,400’ and began looking for traffic when I noticed him coming straight at us. I took control of the aircraft, simultaneously pushing the nose over and advised tower we were descending. He abruptly told us that before beginning a descent that he needed to know. I stated it was a noise abatement maneuver as we were on a collision course. Aircraft 1: Mooney M-20 Aircraft 2: Cessna Citation Primary Problem: Human Factors On an instructional flight practicing ILS approaches, the instructor and flight student (a commercial pilot) were engaged in managing and learning autopilot technology. At various times, both the Pilot Flying (PF) and the instructor were managing the radios, monitoring the AWOS and the CTAF. The PF was wearing a view-limiting device. The instructor was briefing the PF on the procedure for turning off the autopilot and landing from simulated minimums on the approach. The instructional flight was landing straight in from the ILS approach. It heard no calls on the CTAF frequency from the previously landing jet, which had apparently landed on the opposite runway. The instructional flight made at least one call inside the FAF on the ILS. When the instructor looked up at the runway, he noticed a Citation rolling out on the opposite runway. Evasive action in the form of a go-around was initiated, but the time lag between the instructor’s call for a go-around and the pilot’s performance of the go-around caused a lessthan-normal separation as the landing aircraft passed overhead and offset from the Citation exiting the runway. The situation was made more likely by taxiway work that influenced the choice of landing and departing runway, by joint operation of the landing aircraft radios, which may have resulted in a failure to

hear CTAF radio calls, and by concentration on instruction. The go-around was successful and maintained safe VFR separation from the two aircraft, but the go-around should have been initiated earlier and better radio communication would have avoided a conflict on opposing runways. Aircraft: PA-31 Primary Problem: Aircraft Fuel leak from panel inside cockpit after takeoff and in initial climb. Suspected coming from a ruptured line to fuel flow gauge. I asked ATC for a return to land. I did not report this event as an emergency, however I was met by the fire department and landed on north runway. Landing was uneventful and was able to taxi under aircraft’s own power. Aircraft: Mooney M-20 Primary Problem: Aircraft Flight conditions VFR. In cruise, electrical problems developed and GPS intermittently lost power. PIC made the decision to return to ZZZ. En route to ZZZ, GPS/Primary Comms lost all power. Comm 2 was activated. Further on, Comm 2 lost power, and transponder eventually lost power. Decision was made to land at ZZZ1 since it was apparent electrical problems were developing quickly. Flight did not continue to ZZZ because it was fully within the ModeC veil, and transponder had lost power. ZZZ1 was chosen because it was closest and partially outside the Mode-C area. As flight progressed, aircraft lost lights and on-board intercom, creating an immediate need to land and possibly quasi-emergency situation. Flight landed safely at ZZZ1 after pilotcontrolled runway lighting was successfully activated by a hand-held transceiver. A non-flying pilot contacted the TRACON on the ground and requested permission to enter the Mode-C area without a transponder, in the event the aircraft could be safely restarted and flown to ZZZ. Permission was granted by TRACON, though the controller seemed indifferent provided the aircraft stayed outside (under) the Class B airspace. The aircraft could not be restarted and flown, and was left at ZZZ1 for repair. Aircraft 1: Cessna 152 Aircraft 2: Falcon 20 Primary Problem: Human Factors I am a retired ATC specialist and flight instructor. The wind aloft was from the southwest at about 20 knots, giving us a ground speed of 115 knots. I was provid-


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ASRS Reports ing instruction to a student in a Cessna 152 and we contacted ZZZ tower to transit the Delta airspace. I had the student advise the tower we would be at 2,500 and passing 1 mile east of the airport. Controller instructed to advise of any altitude changes. As we neared the airport the controller said “no delay through the arrival corridor.” I told the student to respond with “roger.” When we were 1.5 miles southeast of the airport, the controller said to “expedite through the arrival corridor.” I advised the controller we were a C152 and we were doing the best we could. The controller instructed us to turn eastbound for traffic inbound on the RNAV approach. We complied and turned. The controller called traffic to a Falcon jet as a Cessna at 12 o’clock, 4 miles eastbound at 2,500. Realizing the traffic was us, I scanned the sky quickly and spotted the traffic just to the left of our nose. I turned the aircraft to the right and observed the jet climb slightly and pass off our left side very rapidly. I called the traffic in sight and was told to pass behind the traffic before turning northbound. I acknowledged the turn. The controller then advised us to remain eastbound for additional traffic inbound on the RNAV approach 5 miles to our east. I saw the traffic and replied I would not do that and continued northbound to clear the final approach course. I advised that what had just happened was the worst service I’d seen in over 20 years of ATC experience. The controller then said I was “outside of class Delta, frequency change approved.” Appalling does not begin to describe this situation. Although the controller meant to keep us south of the approach path with the eastbound turn, it was be-

gun too late to keep lateral separation, did not take into account the wind drifting our flight path, and had the controller simply allowed us to remain at 2,500 MSL (1,500 AGL) our flight paths would have crossed about 1 mile east of the airport with my aircraft north of the final approach course. Additionally, when the Falcon jet would have been 1 mile east of the airport his altitude would have been around 400-500 AGL (providing for a 3° glide path) which would have maintained 1,000’of vertical separation when only 500’ was required between an IFR and VFR aircraft. The poor judgment displayed by this controller was atrocious. Four different actions could have been taken if the controller was worried about separation: A left turn to put us over the airport, leaving us on course, looking for and applying visual separation by either the pilot or controller, or a right turn to keep us south of the approach course. The fourth option, done in a timely manner, would’ve worked. However, any of the other three would have been better. I have been flying for over 40 years and that was the closest I’ve ever been to another aircraft while airborne. Aircraft: PA-28 Primary Problem: Human Factors While conducting practice stalls with a student, the student applied incorrect inputs and froze on the controls. The aircraft began to enter a spin to the left and I immediately applied inputs to recover. The stall/spin was recovered by 800’. After stabilizing the plane in a climb, I gave the controls back to the student and instructed him to climb straight ahead to 2,000’. After the confusion, coupled with the low

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visibility and rain, I realized the heading and altitude we were at would take us into the Class C airspace surrounding ZZZ. I instructed the student to immediately turn and exit the airspace. We continued the flight and landed without incident. The weather conditions, coupled with the startle factor of the student putting the aircraft into a spin, caused a momentary lapse of situational awareness of where the aircraft was in relation to the nearby airspace. Aircraft: RV-10 Primary Problem: Ambiguous I intended to land at ZZZ. However, fuel consumption had been greater than expected as a result of a greatly strengthening headwind over the last couple hours. I diverted to ZZZ1 to refuel. The problem is that the airport was closed. On approach I listened to the AWOS and there was no mention of the airport being closed. On the CTAF, I listened to a helicopter announce its approach and landing. I announced my approach multiple times on inbound and in the pattern. As I approached for landing, I could see an X at the end of the runway. Then an individual stated the runway of intended use was closed. I asked multiple times if the other runway was open, but there was no response. I stated we were low on fuel and a response would be greatly appreciated. A new person came on the radio and stated that there was no activity on the runway and that we could land avoiding the X at the end of the runway. We then landed and discovered the person speaking on the radio was the head of the construction crew that was working in the parking lot and near the taxiway at

the airport. He stated the airport had been closed for the winter. We called the local FBO and found we were not able to fuel there as they had left for the winter. We found the helicopter that had landed was using jet fuel. With about 10 gallons of fuel remaining, dark approaching with little moonlight and clouds, I determined it would be safest to land at ZZZ1 rather than push to the next airport and risk running out of fuel. We hitched a ride to the next airport. The next morning, we rented a car, obtained fuel, and returned to ZZZ1. We met with the onsite construction manager who announced to those working near the taxiway to clear the area. Then the construction manager removed the X at the end of the runway and stated we could take the runway for departure. Aircraft 1: PA-28 Aircraft 2: Skyhawk 172 Primary Problem: Human Factors We were extended upwind after a touch and go on Runway XX. We proceeded to turn crosswind at traffic pattern altitude, then we made the turn to downwind. After making our turn, Aircraft Y was wings level in crosswind within 30’ after being instructed to fly westbound after departing Runway XX behind us. I had to make an evasive correction and descended immediately to avoid the Cessna flying toward us at the same altitude. I believe this occurred due to either a lack of understanding of the instruction given to the Cessna pilot or a failure to maintain situational awareness by ignoring radio calls from tower. The Cessna pilot responded to tower after about three or four calls.


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New Products

January 25, 2018

All-in-one portable ADS-B and SiriusXM receiver now available from Garmin Now available from Garmin is the allin-one GDL 52 portable aviation receiver. According to Garmin officials, the GDL 52 is the first portable receiver capable of receiving Automatic Dependent Surveillance-Broadcast (ADS-B) weather and dual-link, as well as SiriusXM Aviation weather and audio for display on select portables and mobile devices. It includes a built-in battery and provides GPS position data, as well as back-up attitude information to portable devices. Pilots using the GDL 52 can receive ADS-B traffic information and audible alerts to identify potential traffic conflicts. ADS-B traffic is overlaid on the dedicated traffic page, the moving map page, and also displayed over IFR/VFR charts. The GDL 52 can wirelessly stream data to two devices and make hardwired connections to two additional devices simul-

Real Flight 8 sim now has virtual reality capabilities taneously, Garmin officials said. A remote-mount version, the GDL 52R, can be hardwired or wirelessly connected to G3X Touch, the aera 660, and aera 795/796. Price: $1,149. Garmin.com/GDL52

Now available is Real Flight 8, a flight simulator with virtual reality capabilities. According to officials with Hobbico, Real Flight 8 ($99.99) with an InterLink-X Controller ($179.99) features: More than 140 aircraft; more than 40 flying sites; game-like challenges that make flight training fun and interactive with at least 10 levels of complexity; multiplayer combat that allows you to challenge the best pilots in the world; and a reset/rewind button for replaying your victories or reversing your crashes. RealFlight.com

VFR Training Goggles keep student pilots looking outside the airplane

Latest edition of FAA’s Maintenance Technician Handbook released

Now available are Sporty’s VFR Training Goggles, which were designed by a Sporty’s Academy flight instructor to get the student’s eyes off the gauges and outside the airplane. While wearing VFR Training Goggles, the view of the panel is blocked, forcing the student to look outside the airplane. “There comes a point in flight training when students get hypnotized by gauges instead of looking outside the aircraft,” says Sporty’s Vice President John Zimmerman. “Many instructors resolve to put a sectional chart over all the panel in an effort to get students to look outside while practicing a maneuver. This is a better option.” Constructed of pliable material to con-

WINGsReality EDU has released the 2018 edition of the FAA’s Aviation Maintenance Technician Handbook-General. The handbook, one of three in a series of handbooks, provides basic information on principles, fundamentals, and technical procedures for both airframe and powerplant ratings. Emphasis in this volume is on theory and methods of application. Price: $24.95. WingsRealityEDU.com

form to a pilot’s head, the VFR Training Goggles fit snugly with an adjustable elastic strap, and won’t interfere with headsets, according to Sporty’s officials. Price: $12.95. Sportys.com

A Guide to Responsible Operation of Small Unmanned Aircraft

Bondhus introduces line of pliers and cutters Bondhus Corporation, through its German marketing partner FELO, has introduced a line of pliers and cutters. These German-made hand tools have super hard gripping and cutting surfaces and cushioning hand grips, according to Bondhus officials. Bondhus.com

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

asa2fly.com/Droners


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New Products Kannad introduces retrofit pack to replace Ameri-King ELTs Orolia has introduced a new Kannad ELT solution for aircraft owners wanting to replace Ameri-King ELTs affected by a recent FAA Airworthiness Directive. The new Kannad Ameri-Fit pack includes the INTEGRA AF emergency locator transmitter (ELT) for fixed-wing aircraft or the INTEGRA AF-H for rotary wing aircraft, a universal mounting bracket, RC103 remote control panel, and adapter cable and coupler specifically designed for this application. The new pack is available through Kannad’s distribution network, including Aircraft Spruce, Edmo Distributors, and Mid Continent. The FAA’s AD requires operators of affected ELTs to continually inspect and verify compliant operation and to take corrective action when necessary, including replacement of the affected ELT.

New app helps with pre-flight calculations

It affects Ameri-King Corporation Model AK-450 and AK-451 series ELTs, which are installed on aircraft from Cessna, Beechcraft, Diamond, Cirrus, Robinson, Mooney, and Piper. The unit weighs less than one kilogram, uses both 121.5 and 406MHz frequencies, and features a six-year battery. McMurdoGroup.com

Updated flight school scheduling software introduced Flight Schedule Pro V4 has been introduced. It includes drag and drop scheduling for flight schools, including aircraft, instructors, equipment, and students. It accommodates pilot documents, including certificates, licenses, and TSA. Aircraft maintenance logging, training program management, billing, point of sale, and QuickBooks integration are all included in a desktop and mobile-friendly platform, according to company officials. FlightSchedulePro.com

A new app helps pilots perform all required pre-flight calculations, takeoff and landing distances and speeds, climb rate, fuel use, weight and balance, emergency speeds, and more. The Iduna FLY App also presents current and possible future weather and wind conditions (including alternate destination runway data) graphically, to ensure that a pilot’s decision-making is always within their calculated performance limits, according to company officials. Human error is the cause of 80% of all accidents in GA, according to a recent study. Missing calculations on required runway length, climb rate, and fuel consumption are the main problem, as only a few pilots take the time to carry out all these required calculations manually, company officials note.

You can download the app on the iTunes store. Iduna-fly.com

Precision Altimeter app released Radiant Technology has released its Precision Altimeter app. Now available in the Apple App Store for $19.99, the app provides a set of pressure-based backup instruments, including Altimeter and Vertical Speed (VSI). Every iPhone from the 6 up has pressure capability built in, which you can take advantage of with this app. An external BlueTooth sensor is available for $29, which opens up more capa-

bilities like true temperature/humiditybased Density Altitude. BeliteAircraft.com

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January 25, 2018

Calendar of Events

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Jan. 30, 2018, Los Gatos, CA. Los Gatos Hangar Flyers Weekly Coffee, 408-209-3067 Feb. 01, 2018, Mountain View, CA. Hangar Flying & Coffee Drinking Feb. 03, 2018, Hillsboro, OR. EAA Chapter 105 Pancake Breakfast Feb. 03, 2018, Buckeye, AZ. Buckeye Air Fair, 623-698-2818 Feb. 03, 2018, Concord, CA. Monthly MDPA Safety Meeting, Breakfast & Fly-Out Feb. 03, 2018, Reno, NV. EAA Chapter 1361 Meeting, 775-393-9403 Feb. 03, 2018, Chula Vista, CA. San Diego Ultralight Association Meeting, EAA Chapter 114 Feb. 03, 2018, Renton, WA. Complex Aircraft Systems Seminar, 425-610-6293 Feb. 03, 2018, Modesto, CA. Airport Lunch Feb. 05, 2018, Long Beach, CA. NBAA PDP Course: Leading With A Vision Feb. 06, 2018, Los Gatos, CA. Los Gatos Hangar Flyers Weekly Coffee, 408-209-3067 Feb. 06-09, 2018, Long Beach, CA. NBAA Schedulers & Dispatchers Conference Feb. 07, 2018, Truckee, CA. Tahoe Flying Club Monthly Meeting, 530-378-4832 Feb. 07, 2018, Northglenn, CO. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Feb. 08, 2018, Mountain View, CA. Hangar Flying & Coffee Drinking Feb. 08, 2018, Colorado Spring, CO. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101

Feb. 09, 2018, Corning, CA. Safety Considerations for the LSRM, 530-567-5141 Feb. 10, 2018, Logan, UT. Leading Edge Aviation Monthly Breakfast, 435-760-0684 Feb. 10, 2018, Modesto, CA. CAF Monthly Breakfast. Open to the public. Feb. 10, 2018, Corona, CA. Corona Airport Open House and Historic Aircraft Display, 949-829-1582 Feb. 10, 2018, Renton, WA. VFR Workshop, 425-336-7445 Feb. 10, 2018, Carlsbad, CA. EAA Chapter 286 Meeting, 760-207-2770 Feb. 11, 2018, Fullerton, CA. Fullerton Airport Antique Airplane Display Feb. 13, 2018, Los Gatos, CA. Los Gatos Hangar Flyers Weekly Coffee, 408-209-3067 Feb. 15, 2018, Seattle, WA. IA AMT 145 Repair Station AC Owners And Operators Maintenance QA Seminar, 425-227-2247

South Central United States

Jan. 30, 2018, Addison, TX. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Jan. 31, 2018, Fort Worth, TX. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Feb. 03, 2018, Ponca City, OK. Ponca City Aviation Booster Club Fly-In Breakfast Feb. 03, 2018, Hot Springs, AR. Hot EAA Breakfast Feb. 03, 2018, Maryville, MO. Chili Fly-In, 309-825-6454 Feb. 13, 2018, Olathe, KS. Civil Air Patrol Meeting, 913-927-1317

North Central United States

Jan. 30, 2018, Elkhart, IN. Free Weekly Ground School, 574-312-5117 Jan. 31, 2018, Anderson, IN. EAA Chapter 226 Meeting, 765-208-0299 Feb. 01, 2018, Peoria, IL. Thursday Morning Coffee in EAA 563 Hangar, south end of airport, 309-696-1428 Feb. 01, 2018, Bolingbrook, IL. EAA 461 Chapter Meeting, 630-465-9842 Feb. 01, 2018, Grand Rapids, MN. EAA Grand Rapids Chapter Meeting Feb. 03, 2018, Peoria, IL. EAA 563 Pancake Breakfast, 309-696-1428 Feb. 05, 2018, Grand Rapids, MN. Civil Air Patrol Grand Rapids Composite Squadron meeting Feb. 05, 2018, Madison, WI. High-Altitude Flight Seminar, 608-268-5000 Feb. 06, 2018, Elkhart, IN. Free Weekly Ground School, 574-312-5117 Feb. 07, 2018, Anderson, IN. EAA Chapter 226 Meeting, 765-208-0299 Feb. 08, 2018, Peoria, IL. Thursday Morning Coffee in EAA 563 Hangar, south end of airport, 309-696-1428 Feb. 08, 2018, Fremont, MI. EAA Chapter 578 Monthly Meeting, 616-667-7837 Feb. 08, 2018, Bemidji, MN. EAA Chapter 1397 Meeting, 218-368-3162 Feb. 08, 2018, Omaha, NE. Omaha IMC Club Monthly Meeting, 316-213-7093 Feb. 08, 2018, Chicago/West Ch, IL. Fox Flying Club Membership Meeting Feb. 10, 2018, Eden Prairie, MN.

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January 25, 2018

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How to Work With ATC and FSS as a VFR Pilot, 952-210-8600 Feb. 10, 2018, Buffalo, MN. EAA Chapter 878 Chili Feed, 763-670-6021 Feb. 10, 2018, Oshkosh, WI. EAA Skiplane Fly-In, 920-426-4800 Feb. 12, 2018, Grand Rapids, MN. Civil Air Patrol Grand Rapids Composite Squadron Meeting Feb. 12, 2018, Omaha, NE. EAA Chapter 80 Meeting Feb. 13, 2018, Kearney, NE. EAA Chapter 1091 Monthly Meeting Feb. 13, 2018, Elkhart, IN. Free Weekly Ground School, 574-312-5117 Feb. 14, 2018, Anderson, IN. EAA Chapter 226 Meeting, 765-208-0299 Feb. 14, 2018, Brighton, MI. EAA Chapter 384 Monthly Membership Meeting Feb. 15, 2018, Peoria, IL. Thursday Morning Coffee in EAA 563 Hangar, south end of airport, 309-696-1428

North Eastern United States

Jan. 28, 2018, Lumberton, NJ. All You Can Eat Pancake Breakfast At The Flying W Airport Patti Wagon Cafe, 609-265-2233 Jan. 29, 2018, Lumberton, NJ. EAA Chapter 1348 Monthly Meeting, 484-432-7172 Feb. 01, 2018, Wilmington, DE. DellPenn Flyers Club New Member Drive Feb. 01, 2018, Morehead, KY. EAA Chapter 1525 Meeting, 606-356-1941 Feb. 01, 2018, Portland, ME. Hangar Flying/Burger Night, 207-619-0236 Feb. 01, 2018, Orono, ME. Becoming

a Snowbird: Does the Cold Weather Have You Stuck in Your Hangar? Feb. 02, 2018, Cleveland, OH. Dinner with a Slice of History at KBKL, 216-623-1111 Feb. 03, 2018, Morehead, KY. FlyIn Drive-In Pancake Breakfast Feb. 05, 2018, Wappingers Falls, NY. Hudson Valley Pilots Association Meeting Feb. 05, 2018, Columbus, OH. Civil Air Patrol Columbus Senior Squadron Meeting, 740-990-9169 Feb. 06, 2018, Palmyra, PA. Monthly Scenario Discussion, 717-304-4187 Feb. 06, 2018, Chesapeake, VA. EAA Chapter 339 Monthly Meeting, 757-647-1564 Feb. 08, 2018, Richmond, VA. EAA Chapter 231 Monthly Meeting, 804-767-0376 Feb. 08, 2018, Frederick, MD. Sugarloaf 99s Chapter Meeting, 301-471-9103 Feb. 08, 2018, Reading, PA. Reading Aero Club Monthly Meeting, 610-370-7101 Feb. 08, 2018, Wadsworth, OH. EAA Chapter 846 Monthly Meeting, 330-321-6274 Feb. 08, 2018, Manassas, VA. EAA Chapter 186 IMC Club Meeting Feb. 08, 2018, Manassas, VA. VMC Club Meeting Feb. 09, 2018, Trenton, NJ. EAA Chapter 176 Monthly Meeting Feb. 10, 2018, Honesdale, PA. EAA Chapter 283 Monthly Meeting Feb. 12, 2018, Carlisle, PA. Carlisle Flying Club Monthly Meeting, 717-830-8773 Feb. 12, 2018, Richmond, VA. IMC Club Meeting, 804-564-3233 Feb. 13, 2018, Fitchburg, MA. Fitchburg

A.C. Propeller Service, Inc.

Pilot's Association Monthly Meeting Feb. 13, 2018, Cincinnati, OH. Lunken EAA/IMC Club Meeting

South Eastern United States

Jan. 30, 2018, Chamblee, GA. Civil Air Patrol/ PDK Senior Squadron, 404-829-3732 Feb. 01, 2018, Smyrna, TN. ADS-B & Me NextGen Aviation FAAST Learning Event at KMQY, 615-355-9970 Feb. 02-04, 2018, Lakeland, FL. Southeastern Bonanza Society BPT In-Person Weekend Clinic Feb. 03, 2018, Burgaw, NC. EAA 297 Chapter Meeting, 910-880-5669 Feb. 03, 2018, Winchester, TN. EAA Chapter 699 Fly-In Breakfast, 931-967-0143 Feb. 03, 2018, Titusville, FL. FlyIn and Pancake Breakfast Feb. 03, 2018, Lawrenceville, GA. First Saturday Aviation Program and Pancake Breakfast, 404-314-7573 Feb. 03, 2018, Rome, GA. EAA Saturday Morning Pancake Breakfast, 864-316-5250 Feb. 03, 2018, Brooksville, FL. EAA Chapter 1298 Monthly Meeting, 813-758-4196 Feb. 03, 2018, Pensacola, FL. 82J Pancake Breakfast Fly-In, 850-453-4181 Feb. 03, 2018, Elizabeth City, NC. EAA Chapter 1278 and JH Sanders Jr. Aviation Service Luncheon, 252-334-1575 Feb. 04, 2018, North Myrtle Beach, SC. South Carolina Breakfast Club at KCRE, 803-446-0214 Feb. 06, 2018, Pooler, GA. EAA Chapter 1514 Monthly Meeting, 912-665-1680

Feb. 08, 2018, Chattanooga, TN. EAA Chapter 150 IMC Club Meeting Feb. 09, 2018, Pembroke Pines, FL. FloridaAero Club Feb. 10, 2018, Guntersville, AL. EAA Chapter 683 Second Saturday Breakfast, 256-486-5121 Feb. 10, 2018, Lakeland, FL. EAA Chapter 454 Fly-In/Pancake Breakfast Feb. 10, 2018, Titusville, FL. Valiant Air Command Warbird Museum Flyin Breakfast, 321-268-1941 Feb. 10, 2018, Columbia, SC. EAA 242 Young Eagles Rally, 803-309-3130 Feb. 10, 2018, Madisonville, TN. Airport Breakfast Feb. 10, 2018, Woodruff, SC. Chilly Chili Fly-In & Lunch at Triple Tree, 864-525-8938 Feb. 10, 2018, Green Cove Springs, FL. EAA Chapter 1379 Meeting Feb. 10, 2018, Williston, FL. Williston Airport Extravaganza Day, 352-528-4900 Feb. 10, 2018, Greeneville, TN. EAA Chapter 1355 Monthly Meeting , 423-588-8908

International

Feb. 02, 2018, Cambridge, ON. Gyro Information Night, 519-497-9828 Feb. 03, 2018, Gatineau, QC. COPA Flight 169 Monthly Breakfast Meeting/ Dejeuner Mensuel, 819-360-0706 Feb. 03, 2018, Three Hills, AB. Coffee Break, 403-443-8434 Feb. 07, 2018, Pitt Meadows, BC. Aero Club General Meeting, 604-465-0446

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January 25, 2018

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General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

35th Annual

January 25, 2018

PUYALLUP, WA

FEBRUARY 24-25 FRI, FEB 23 | 8:00 AM – 15:00 PM

NW AVIATION CAREER FORUM

Jobs, education, military transition, training & networking for students, new, career & mlitary pilots. Airline Meet and Greets for career pilots. Pre-registered attendees: $35/45

SAT/SUN, FEB 24/25

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January 25, 2018

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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 8150 - Parachutes

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

MB....................................Marker Beacon MDH........................Major Damage History MP................................Manifold Pressure NDH............................No Damage History NM..................................... Nautical Miles Nav................................ Navigation Radio NavCom..................................Navigation/ 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 8890 - Software

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Get your advertising package together today. Call Ben Sclair at (800) 426-8538 or www.GAN.aero


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General Aviation News —  Classified Pages — 800.426.8538

January 25, 2018

TIME TO UPGRADE? Sell your “classic” in our classifieds Classified Ad Pricing Info

Call (800) 426-8538 to place an ad 9650 - Pennsylvania

9650 - Washington BLAKELY ISLAND, WA. San Juan Islands’ Premier Airpark. Paved lighted runway. Marina. Owner access to two 70ac lakes in 3000+/-ac protected private forestland. RUNWAY HOME: $465,000, TAXIWAY CABIN: $349,000. MARINE VIEW LOG HOME: $435.000. Judy, Flying Island Realty, judy@flyingislandrealty.com, 360375-6302. www.flyingislandrealty.com.

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 www.SkylineEstates.us 9650 - Real Estate

ISEe! ADVmEaRrkTetp lac in the

Call Ben Sclair (800) 426-8538 Ben@GeneralAviationNews.com GeneralAviationNews.com/Advertise

CUSTOM HOME built 2006. 4bd, 3ba, 2600sqft, two story w/1800sqft hangar!!! Automatic door, holds 3 airplanes with 40’ wingspan. 12’ ceilings in home and hangar. Custom cherry cabinets and granite counters in kitchen. Walkin closets in 3 bdrms. 2 water heaters, central vacumn! Even has ships ladder to a control tower. Imagine watching planes fly in to the 7Bays Airport. Overlooks majestic Lake Roosevelt. Boat launch, marina, store minutes sway. $369,000. Tina Craig, Winderemere City Group, 509-9772002ww.lakerooseveltproperties.com tinacraig@windermere.com 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.

NOTHING EXCEPT THE MINT CAN MAKE MONEY WITHOUT ADVERTISING.

– Thomas Babington Maaulay

Get your advertising package together today Call Ben Sclair at (800) 426-8538 or visit www.GeneralAviationNews.com for details

Two issues

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20-word ad (min. order)

$27 per ad

.67 per word

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46% 49% 100%

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of General Aviation News readers have a net worth of $500,000 or more. They also might be looking to buy your product ....if it were here for them to see

of General Aviation News readers have a household income of more than $75,000 per year. They might be looking to buy your product ....if it were here for them to see

of products advertised in General Aviation News have a better chance of being sold because they get delivered to customer mailboxes twice a month along with a load of great content that keeps our readers coming back for more. PLUS, your ad will appear in our digital edition published twice a month to www.GeneralAviationNews.com for even more exposure.

Get yourself noticed with an ad package today Call Ben Sclair at (800) 426-8538 www.GeneralAviationNews.com


January 25, 2018

www.GeneralAviationNews.com — facebook.com/ganews

WHEN YOU CHOOSE LYCOMING, 200 EXTRA FLYING HOURS IS JUST THE BEGINNING. We recently extended our TBO by 200 hours for a significant number of Lycoming Factory New, Rebuilt and Overhauled engine models. In some cases, 400-hour TBO extensions can be approved. These extensions give our customers more flying time, increased cost efficiency, and peace of mind. We continually invest in the materials science research and development needed to increase the durability of genuine Lycoming engines and parts. This commitment to innovation comes with a worldwide support network that offers a level of customer service unmatched in general aviation.

Lycoming’s efforts show that not all engines and parts are created equal.

Contact an authorized Lycoming Distributor to purchase a genuine Lycoming engine or genuine Lycoming parts. Lycoming.com/TBO

© 2018 Avco Corporation

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General Aviation News —  800.426.8538

January 25, 2018

Jan. 25, 2018  

The January 25, 2018 edition of General Aviation News

Jan. 25, 2018  

The January 25, 2018 edition of General Aviation News