Page 1

$2.95 • FEBRUARY 9, 2017 69TH YEAR. NO. 3

Jerry Cobb’s 1946 Luscombe 8A


FAA strikes deal to close SMO P. 6 A wide world of aviators P. 10 Big changes at Sebring 2017 P. 20 The Church of Lean-of-Peak P. 22


General Aviation News —  800.426.8538

February 9, 2017

February 9, 2017

Briefing —


The Red Bull Air Race World Championship is set to take off over San Diego Bay (pictured) for the first time in eight years on April 15-16, 2017. The series returns for its 10th season with the first race in Abu Dhabi Feb. 1011, and will conclude at the Indianapolis Motor Speedway Oct. 14-15. Other stops include China, Japan, Budapest, Hungary, and Kazan, Russia. Textron Aviation reports its Cessna Pilot Center network added 24 new partners in 2016, including five international flight schools in Argentina, Canada, Colombia, Germany, and Poland. The network now numbers  163 flight schools, with  Textron Aviation officials noting the company plans on further growth and expansion. The Business Aviation Group is moving ahead with plans to redevelop more than 16 acres at Addison Airport (KADS), just north of Dallas, into an aviation campus. Phase I, which will consist of 11 acres, will include 56,000 square feet of corporate aircraft hangar space with office space. A 22,500-square-foot FBO building that includes a roof-top observation deck and restaurant will be the focal point of the development. Phase II will nearly double capacity with 62,500 square feet of additional corporate aircraft storage and office space. Infinity Aircraft Services (IAS), an FAA 145 Repair Station, continues to expand, adding maintenance and  repair capabilities at Gary/Chicago Airport

two ground handling stations at Governors Harbour Airport (MYEM) and Rock Sound Airport (MYER).

(KGYY) in Indiana. Technicians are now on site at B. Coleman Aviation, based at KGYY, providing AOG services at KGYY, KMDW (Midway), and other Chicagoland airports; scheduled inspections; avionics installation and service; WiFi and cabin entertainment systems; engine and APU services; pre-purchase inspections; and more., Gary Jet Center (GJC) plans to build a new corporate flight center as part of its FBO at the Gary/Chicago International Airport (KGYY). The new flight center will feature multiple pilots lounges, a business center, conference room, and kitchen facilities. Stellar Aviation Group has acquired Horizon Aviation, an FBO at Abraham Lincoln Capital Airport in Springfield,

Ill. Stellar Aviation is a network of FBOs with operations in South Palm Beach, Florida (Palm Beach County Park Airport), Wilmington, Delaware (New Castle County Airport) and Springfield, Illinois (Abraham Lincoln Capital Airport). Odyssey Aviation Bahamas is partnering with two FBOs in the United States at Detroit’s Willow Run Airport (KYIP) and Orlando’s Kissimmee Gateway Airport (KISM). Owned by the Quantem FBO Group, an FBO acquisition and aviation consulting company, the U.S. FBOs will operate under the Odyssey Aviation brand, forming an international relationship and network of seven FBOs in total. Odyssey Aviation has three FBOs at Nassau’s Lynden Pindling International Airport (MYNN), Exuma International Airport (MYEF) and San Salvador International Airport (MYSM), in addition to

General Aviation News • 69th Year, No. 3 • February 9, 2017 • © 2017, Flyer Media, Inc. • All Rights Reserved. EDITORIAL Janice Wood, Editor

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CONTACT Phone: 800-426-8538 253-471-9888

CONTRIBUTING WRITERS Jamie Beckett •Joseph (Jeb) Burnside William E. Dubois •Joni M. Fisher Dan Johnson • Jeffrey Madison Paul McBride • Amelia T. Reiheld Tom Snow • Ben Visser • Bill Walker


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City officials recently cut the ribbon on a new, 85,000-square-foot administration building for Meacham International Airport in Fort Worth. American Aero FTW will be the prime tenant and only FBO in the new facility. In addition to the new facility, American Aero FTW has built three new hangars, more than doubling its hangar space, for a total of 280,000 square feet of hangar and office space. The FBO also offers 11 acres of open ramp, monitored 24/7, and U.S. Customs services on site and on the ramp., Quest Aircraft Company, which manufactures the Kodiak, has named  Robert H. Wells as its new Chief Executive Officer, replacing the retiring Sam Hill. Wells has more than 40 years of aviation experience. Most recently he spent 15 years with TAG Aviation, rising to CEO of the holding company. A self-service fueling station for general aviation pilots is now available at El Paso International Airport. Built and managed by Atlantic Aviation, the station is located adjacent to the T-hangars in the general aviation section of the airport. The station is open 24/7 and does not require an attendant. BRIEFING | See Page 4

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General Aviation News —  800.426.8538

February 9, 2017

New Maule M-4 rolls out at $199,900 MOULTRIE, Ga. — Maule Air has added the M-4-180V to its line-up. The newest M-4 has side-by-side seating and comes in two variations. The S2 is a twoseater, while the S4 is a four-seater. The M-4-180V is powered by a 180-hp Lycoming O-360 with a Hartzell constant speed propeller. Each have Maule’s four door arrangement, which includes the wide-opening cargo doors to access up to 38 cubic feet of cargo area behind the pilot seats. Other key features of the M-4 are allmetal wings, 900-plus pound useful load,

available autogas STC, and Maule STOL performance. “At Maule Air, we are always innovating to build the best planes for our clients,” said Brent Maule. “55 years after my grandfather introduced the first Maule aircraft, we continue to offer the most versatile light aircraft available, at an affordable price. The M-4-180V is designed to be a plane for every pilot.” The M-4-180V S2 has an introductory price of $199,900 and an extensive list of available options.

BRIEFING | From Page 3

The fourth annual SUN ’n FUN Career Fair presented by will be held during the 43rd Annual SUN ’n FUN International Fly-In & Expo on April 5. So far, 13 companies are scheduled to be at the fair looking for employees. Job seekers can register at Career-Fair.

Superior Air Parts has launched a new online parts eligibility search tool on its website, making it easier for customers to search the approximately 1,800 FAA-approved PMA (part manufacturer approval) replacement parts and components in the company’s catalog, according to company officials. Customers can search by part number, engine model, or part category. SuperiorEligibilities A safety seminar will be held March 4 at Wipaire’s service center at Leesburg International Airport (KLEE) in Florida. The event will feature a variety of seminar topics for seaplane and landplane pilots alike, according to company officials. FAA Wings credit will be available and a continental breakfast will be provided. RSVPs are requested to ensure adequate seating and food. To RSVP, visit or call Kari Eller at 651-209-7162.

NOTICE: The next issue will be mailed Feb. 23, 2017.

AeroInnovate, an aviation accelerator program that operates under the University of Wisconsin Oshkosh Business Success Center, is now accepting applications to its 2017 virtual business accelerator program for start-up companies in the aviation and aerospace industry. The program is an eight-week course beginning June 2 and culminating at EAA AirVenture Oshkosh the week of July 2430. The program offers access to a research center, mentorship, customized support, and free exhibit space in the Innovation Center at AirVenture. In addition, participants will have the opportunity to pitch their ideas to investors and aviation professionals at the ninth annual Pitch & Mingle event. The third annual Atlanta Warbird Weekend, set for Oct. 7-9, 2017, at Dekalb-Peachtree Airport in Georgia, will salute the Tuskegee Airmen. Hosted by the Commemorative Air

Force Dixie Wing, the weekend will feature the CAF Tuskegee Red Tail Squadron traveling exhibit, “Rise Above,” with its restored P-51 Mustang, “Tuskegee Airmen.” Organizers hope to bring dozens of Tuskegee Airmen veterans to the event, as well as exhibit aircraft flown by the Tuskegee Airmen, including the P-51, P-47, P-40, and trainers used then, such as the BT-13, PT-17 Stearman, and T-6. Aerial shows each day will feature a B-17 bomber fly-by with a P-51 escort, simulating the missions of the Red Tails in World War II. The Rolls-Royce Heritage Trust-Allison Branch has reopened the James A. Allison Exhibition Center at a new downtown Indianapolis location. The nearly 6,000-square-foot facility displays a collection of jet engines and other equipment made in Indianapolis that power today’s and yesterday’s aircraft, including engines that power the C-130J Super Hercules; V-22 Osprey; Global Hawk; Citation X+s; Embraer ERJ jets; various commercial helicopters; and historical engines such as the Allison V-1710 that powered the legendary North American P-51 Mustang, P-40s, and other aircraft. The exhibit is free and open to the public Tuesday-Friday from 10 a.m. to 3 p.m.

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Aviation Supplies & Academics (ASA).............................14 Avionics Shop, Inc...........................31 Cannon Avionics, Inc........................31 Cee Bailey’s Aircraft Plastics.............30 Clay Lacey Aviation..........................30 Conlin, Maloney & Miller..................37 Corvallis Aero Service.......................30 Desser Tire & Rubber Co..................31 Eagle Fuel Cells...............................34 Electroair..........................................6 Fallon Airmotive...............................30 Fast Aviation...................................38 Genuine Aircraft Hardware, Inc..........30 Gibson Aviation...............................16 Great Lakes Aero Products Inc..........38

On the cover is Jerry Cobb’s 1946 Luscombe 8A, based at Vinland Valley Aerodrome (K64) in Baldwin City, Kansas. “Cobbie” flies almost every day, going to neighboring airports for a cup of coffee or just some friendly hangar flying. Friends note he’s spent more than 4,600 hours in the plane. On weekends, he usually partners with another Luscombe, and they head to Miami County Airport (K81) for breakfast. Ace photographer Star Novak reports she was in another Luscombe when she took the photo. There’s no story in this issue about the plane, we just thought it was a great photo.


Hooker Custom Harness...................39 Hydraulics International....................16 Idaho Aviation Expo..........................14 Kitfox Aircraft...................................34 KS Avionics.....................................30 Lycoming Engines............................13 MH Oxygen Systems..........................6 Micro Aerodynamics...........................5 Niagara Air Parts..............................12 Northwest Aviation Conference.........35 Northwest Propeller Service..............38 Pacific Coast Avionics.......................34 Pacific Oil Cooler Service..................34 Pacific Oil Cooler Service..................37 Para-Phernalia.................................38 Petersen Aviation.............................37

R & M Steel......................................5 Schweiss Doors...............................13 Schweiss Doors...............................39 Sky Ox Limited................................37 Sporty’s Pilot Shop............................9 Sporty’s Pilot Shop..........................38 SUN ’n FUN Fly-In............................15 Tempest Plus..................................12 Univair Aircraft Corporation.................7 Univair Aircraft Corporation...............38 Val Avionics, Ltd..............................30 Vantage Plane Plastics.....................34 Willow Run Airport...........................34 WINGsReality LLC............................38 Wings West Governors.....................38 Zephyr Aircraft Engines.....................37

February 9, 2017 —


RAF re-opens airstrip on Georgia coast The Recreational Aviation Foundation (RAF) has re-opened Creighton Island airstrip on the Georgia coastline. Creighton Island is a privately owned, undeveloped, inner barrier island in McIntosh County and is home to cattle, donkeys, wild pigs, the occasional coyote, and armadillos. The approximately 2,700foot airstrip is located on the southern tip of the island, but had been unusable until recently, according to RAF officials. In 2016, RAF Georgia Liaison Eric Davis contacted the owners, who readily agreed to allow the RAF to re-open the airstrip. Work began last July when volunteers from the RAF and Florida’s Sport Aviation, Antique, and Classic Association (FSAACA) filled in holes and cleared brush. “The owner had all the necessary tools and equipment to get the job accomplished,” retired RAF Director Tim Clifford said. The group returned to the island Labor Day weekend. “We landed on the strip three days after Hurricane Hermine and it was in great shape despite receiving more than five inches of rain,” explained RAF South Carolina Liaison Bill Repucci. The volunteers cleaned the shower

MICRO • Cessna

Photo courtesy RAF

house, cleared the camping areas and runway of storm debris, and performed additional runway maintenance. More RAF and FSAACA members met again in mid-January. “This most recent winter work party was our best yet,” explained Davis. “Sixteen volunteers arrived in 11 aircraft from as far away as Durham, North Carolina.” The workers improved and repaired the barge dock and cleared trees from the runway. When complete, they’ll have added


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another 250 feet to the runway length. “It’s this kind of interest and willingness that’ll keep special places like Creighton available to the pilot population now and in the future,” Davis said. “You can get by with only your sleeping bag, towel, toiletries, and food,” Capozzi added. “There are three bunkhouses, a shower house, bathrooms, an outdoor pavilion with tables, sink, propane stove and fire pit. The water on the island is drawn from a 600-foot well and is the best tasting

coastal water you’ve ever experienced.” Access to the island is by permission and only after a review of a pilot safety briefing, available on the RAF website. Pilots can contact Eric Davis at edavis@ to learn more about scheduling a visit or to volunteer for work parties. For those interested in knowing more about the island’s past, Jeannine Cook provides a historical interpretation on the Creighton Island website.,

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General Aviation News —  800.426.8538

February 9, 2017

FAA strikes deal to close SMO In a move that surprised many, the FAA has reached a deal with the city of Santa Monica to close the Santa Monica Airport on Dec. 31, 2028. The deal resolves “longstanding litigation” over the future of the Southern California airport, according to FAA officials. Announced by the city during a press conference on a Saturday afternoon, the deal also gives the city the right to immediately shorten the airport’s single runway from 4,973 feet to 3,500 feet “in recognition of the city’s authority to make decisions about land use,” according to FAA officials. The deal also requires the city to enter into leases with the FBOs on the field “to ensure continuity of those services until the runway is shortened and it decides to provide such services on its own,” FAA officials said. As part of the deal, the FAA acknowledged that the city has the right to establish its own FBO. “Mutual cooperation between the FAA and the city enabled us to reach this innovative solution, which resolves longstanding legal and regulatory disputes,” said FAA Administrator Michael Huerta. “This is a fair resolution for all concerned because it strikes an appropriate balance between the public’s interest in making local decisions about land use practices and its interests in safe and efficient avia-


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tion services.” While GA advocates — many who spent years fighting for the airport — were taken aback by the news, city officials were jubilant. “This is a historic day for Santa Monica,” said Mayor Ted Winterer. “After decades of work to secure the health and safety of our neighborhoods, we have regained local control of airport land. We now have certainty that the airport will close forever and future generations of Santa Monicans will have a great park.” City officials say they plan to shorten the runway “immediately.” “This will significantly reduce jet traffic flying over our neighborhoods and stops commercial charters until we close operations in 2028,” said City Manager Rick Cole. In direct contrast, GA’s alphabet groups expressed disappointment and anger at the deal. “It is certainly a disappointing development, first concerning the immediate ability to shorten the runway, and the ultimate ability to close the airport in 2028,” said Jack Pelton, chairman of the Experimental Aircraft Association. He said they could only “guess at the inside discussions to reach this settlement, as to our knowledge, the airport’s stakeholders were not a part of it,” adding, “the founding principles of FAA grant assurances are to maintain stability for an airport and its users as part of the national airspace system, above local political maneuvering.” The fight isn’t over, added Aircraft Owners and Pilots Association President Mark Baker. “The devil is in the details,” he said. “We are working to learn more about the fine points of the settlement, but our main goal — to keep this airport permanently open and available to all general aviation users — remains unchanged. We are not done fighting for Santa Monica.” Or for the businesses that are currently on the field. Officials with the National Air Transportation Association, which

Photo courtesy City of Santa Monica

A little background Established in 1917, SMO was the home of the Douglas Aircraft factory during World War II. In 1948, the federal government declared the airport surplus property and gave it to the city of Santa Monica through an Instrument of Transfer. Part of the deal is that the property remain an airport in perpetuity. The city initially sued over SMO in federal court in October 2013, claiming that it was not fully aware that the federal government had a continuing expectation of the city’s compliance with the conditions of the 1948 transfer agreement concerning the airport. A U.S. district court judge threw out the city’s initial case as being filed too late to challenge something that they’ve known about for over 65 years, leading the city to appeal to the U.S. Ninth Circuit Court.

fought for FBO Atlantic Aviation’s right to continue to operate at SMO, echoed other GA’s groups comments that the implications of this agreement are farreaching.

On appeal, the city again argued that it did not know that the conditions of the 1948 agreement were still in force, and that, in any event, a 1984 settlement with the FAA over aircraft traffic at SMO extinguished any rights the federal government had under the World War II-era statute. While still tied up in court, the city took measures to strangle the airport, assessing exorbitant landing and rental fees and not renewing leases for businesses on the airport. Then in November 2014, a city sponsored ballot initiative known as Measure LC passed, giving control of the airport to the City Council. Since then, city officials have continued the fight in the courts and through its tactics to try to evict airport tenants and restrict use, such as banning jets and limiting touch and goes.

“The agreement announced over the weekend is clearly a compromise that will have to be studied closely to fully under-

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Note: Not interchangeable with wood spars. Front, LH ...................................U14383-002.......$327.30 Front, RH ...................................U14383-003.......$327.30 Rear, LH .....................................U14453-002.......$278.98 Rear, RH ....................................U14453-003.......$278.98

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J-3 Continental Mount U71163-000 ........................$840.84 PA-11 C-90 Mount U10576-000 ........................$789.90

J-3 Front Strut ...........................U85547-002.......$573.63 J-3 Rear Strut ............................U85548-002.......$573.63 PA-11 Front Strut ......................U85554-002.......$612.65 PA-11 Rear Strut........................U85555-002.......$559.82

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Tailbrace Wire

Stabilizer Liner Tubes


U453-126 ...................................................$34.72


Firewall (Galvanized Steel) ........U22453-000.......$101.05 J-3 Fuselage Cowl......................U23993-000.......$791.44

Stabilizer Yoke and Adjustment Screw


Yoke ..........................................U42692-000.......$217.52 H.D. Adjustment Screw..............U42961-102......... $84.58

Wing Leading Edge Skins


Link Assembly Liner Tube ..........U86062-080......... $94.33 Rear Liner Tube .........................U86062-079......... $59.75


Including clevises (round type to comply with A.D. 60-01-07) Upper Wire Assembly ................U10555-002.......$157.77 Lower Wire Assembly ................U10556-002.......$157.77 Original Installation Kit ................ 10555-KIT......... $47.46

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Front Jury Strut, RH ...................U12571-002......... $60.00 Front Jury Strut, LH With Pitot Tube ......................U12931-000.......$146.63 Rear Jury Strut ..........................U12571-003......... $60.00 J-3 Jury Strut Spacer tube .........U12591-000......... $71.24 PA-11 Jury Strut Spacer tube.....U12591-002......... $63.03

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PA-11 Inboard, LH .....................U10630-000.......$157.30 PA-11 Inboard-Center, LH..........U10631-000.......$132.97 J-3/PA-11 Outboard, LH/RH ......U13072-005......... $47.31 J-3 Inboard, LH ..........................U15472-000.......$135.70 J-3/PA-11 Inboard, RH...............U15472-001.......$116.96 J-3/PA-11 Center, LH .................U15482-000.......$128.44 J-3/PA-11 Center, RH .................U15482-001.......$128.44 J-3/PA-11 Tip, LH.......................U15723-000.......$190.41 J-3/PA-11 Tip, RH ......................U15723-001.......$190.41

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Brake Line .................................U71061-004.......$130.12

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PA-11 Nose Cowl • For screw fasteners U10802-000 .....$1,264.50 • For lion fasteners U10802-005 .....$1,061.08 PA-11 Top Cowl .........................U10808-000.......$147.86 PA-11 Bottom Cowl ...................U10809-000.......$302.74 PA-11 Fuselage Cowl .................U10789-000.......$915.34 PA-11 Side Cowl, LH ..................U10810-000.......$346.05 PA-11 Side Cowl, RH ..................U10810-001.......$346.05

For serial numbers 2625 and up Left, Uncovered .....................U42585-000....$1,120.40 Right, Uncovered...................U42585-001....$1,120.40

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J-3 Fuel Gauge ..........................U71041-000.......$132.77

J-3 Fuel Valve This new valve has a stainless steel ball seated in an inert composite seat. This improved design eliminates the stiff and hard operation and leaking that the old design was prone to.

J-3 Fuel Valve ............................U70781-000.......$137.03 Fuel Valve Control Cable ............U41471-000.......$242.67

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PA-11 Rudder Cable ..................U10865-005.......$176.96 PA-11 Elevator to Upper Horn....U10869-000......... $89.91 PA-11 Elevator to Lower Horn....U10870-000.......$111.11 J-3 Rudder Cable .......................U40123-002.......$124.50 J-3 Aileron Control ...................................U40123-003.......$104.25 on Lift Strut (early) ................U40123-004.......$137.70 on Lift Strut (late) ..................U40123-034.......$105.04 J-3 Elevator to Lower Horn ........................U40123-005.......$128.07 to Upper Horn ........................U40123-006......... $88.22 PA-11 Aileron on Lift Strut.........U40123-028.......$102.26 J-3 and PA-11 Stabilizer Adjusting Cable......................U41671-002.......$230.87

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General Aviation News —  800.426.8538

SMO | From Page 6 stand its implications to both SMO and the entire national airport system,” said NATA President Martin H. Hiller. “Certainly, it does not change the necessity of airports like SMO to the LA region. Ultimately, the city of Santa Monica is simply diverting a segment of its traffic to neighboring airports. It is disappointing

that businesses both on and off the field that depend on SMO were not part of the negotiations. “We are pleased the FAA has stated the city is obligated to extend leases to current aeronautical service providers until such time as the city is ready to operate a proper aeronautical service operation with the same commitment to safety and service as demonstrated by NATA mem-

bers like Atlantic Aviation,” he continued. NATA officials added they have never disputed the city’s right to operate “a proprietary exclusive business at the field” — its own FBO. “However, such an operation must be a legitimate one, providing services consistent with industry standards and expectations and selling the kinds of fuel widely used in the industry and support

Faster, cheaper, better This past December the FAA released a new rule— actually it’s a rewrite of an old rule—that should make it easier, faster, and less expensive to bring innovative new general aviation aircraft to market—and that’s great news for GA. The Part 23 rewrite completely changes the FAA’s approach to certification. It’s nothing short of groundbreaking. In the past, the FAA approached certification by setting out detailed requirements and standards for each category of aircraft. These requirements were so detailed that they stifled innovation, forcing manufacturers to keep building aircraft the way they did 60 years ago, even though new materials, construction techniques, and technologies made those brand-new aircraft seem archaic. But under the rewrite, the categories—such as utility, aerobatic, and commuter—are going away for aircraft certified in the future. Instead of highly prescriptive standards, the FAA will use four levels of performance and risk, based on the aircraft’s maximum seating capacity, to certify aircraft. Performance levels will also be designated as low speed for aircraft with maximum design or operating limits of 250 KTAS or less, or high speed for aircraft with a maximum speed greater than 250 KTAS. Even better, the FAA will allow applicants to use consensus standards to demonstrate how they will comply with Part 23’s certification requirements. That gives manufacturers more flexibility to do what makes sense, instead of following an exact procedure set out in the regs. Of course not everyone is going to be able to run out and buy a new airplane that takes advantage of these new standards. And even if they could, it would take decades for manufacturers to replace the existing fleet at current rates of production.

February 9, 2017 use of the field — a point we note is covered in the weekend agreement,” Hiller said. “The reduction in runway length is a game-changer. The changing mix of traffic in and out of SMO now necessitates a review by the city, other regional communities and private investors as to the appropriate type of aeronautical service businesses to operate at the field.” Officials with the National Business Aviation Association (NBAA) note they will continue to fight for “unfettered access” to Santa Monica Airport. “We are dismayed that consideration would be given to this kind of arrangement, in the process discriminating against the local entrepreneurs and businesses that rely on the airfield,” said NBAA President and CEO Ed Bolen. “We are disappointed that the government decided to settle this case, especially given that NBAA has long been committed to aggressively supporting business aviation access to SMO, through every legislative and legal channel available. If there are further avenues available to us, we intend to explore them.” Also weighing in is the Citation Jet Pilots Owner Pilot Association (CJP), an organization of more than 800 owners, pilots and enthusiasts of the Cessna Citation line of jets. Members of the organization are especially upset about the immediate shortening of the runway, which restricts SMO’s suitability for turbine-powered aircraft. “In fact, it severely limits jet operations,” said CJP Executive Director Andrew Broom. “A shorter runway at SMO means that dozens of our members based throughout Southern California will not be able to safely utilize a valued airfield in the Los Angeles basin. I find it somewhat baffling that the FAA would accept, never mind celebrate, such a compromise.” “We need to fight to keep airports like Santa Monica in our communities, as they are the backbone to our nation’s aviation infrastructure,” Broom continued. “Unfortunately, today’s developments remind us all too well of the sudden closure of Chicago’s Meigs Field in 2003, and this certainly establishes a troubling precedent for other communities that may wish to take similar actions against their hometown airports.”

But even so, I believe the changes are very good news. They demonstrate that the FAA recognizes that regulations haven’t kept up with the times and that the agency is willing to take a new approach. The next step is getting the FAA to apply that approach to the legacy fleet so every pilot, no matter what they fly, can benefit from newer, safer, and more affordable equipment.

What’s the buzz?

“The airport runway is the most important mainstreet in any town.”

Mark R. Baker President & CEO, AOPA

— Norm Crabtree, former aviation director for the state of Ohio today.

February 9, 2017 —


New path towards FAA approvals emerges A proposed new compliance pathway for Parts Manufacturer Approval (PMA) for manufacturing of safety-enhancing avionics and other low-risk equipment emerged during a Jan. 17 meeting in Osh­ kosh between officials with the Experimental Aircraft Association (EAA), the FAA, and others in the aviation industry. This alternate approach would be based on a tiered system that provides different methods to show a compliant quality system and varied levels of oversight, based on the level of risk associated with the specific equipment being certified. This follows the FAA’s risk-managed approach applied to many other facets of regulation and policy. It would provide a means to approve the manufacturing of lower-risk, safetyenhancing equipment for general aviation aircraft, previously only available to the homebuilt aircraft community. “This is a major breakthrough in an area that was pioneered with the Supplemental Type Certificate work by EAA, FAA and Dynon introduced last April,” said Sean Elliott, EAA’s vice president of advocacy

Dynon STC expands More than two dozen aircraft models are now eligible to use the Dynon flight displays allowed through a Supplemental Type Certificate process created by the Experimental Aircraft Association, in partnership with Dynon and the FAA. This adds to the more than two dozen aircraft already eligible through the EAA Accessible Safety STC program introduced last April. The expansion of the Approved Model List (AML) for the Dynon EFIS-D10A and Dynon EFIS-D100 models now include a number of Beechcraft, Grumman, Maule, and Mooney aircraft. The Cessna and Piper aircraft models allowed to use the STC have also increased. EAA officials note they have already begun developing the list for the next round of expansion. Aircraft eligible for the STC includes: Beechcraft Bonanza, Debonair, Musketeer, Sundowner, Sierra, and Skipper; Cessna 150, 152, 170, 172, 175, 177, 177RG, 180, 182, 185, 205, 206, 207, and 210; Grumman AA-1 and AA-5; Maule M-4, M-5, M-6, and M-7; Mooney M20; and Piper PA-24, PA-28, PA-32, and PA38. The STC, which sells for $100, allows for the installation of the Dynon unit as either a primary or backup attitude indicator in eligible aircraft. The display connects to the pitot-static system and backs up all primary flight instrumentation.

and safety. “After months of initial discussion, FAA and industry officials came to Oshkosh this week with great enthusiasm to put the best ideas together for proposed permanent changes benefiting all of general aviation.” Joining EAA at the Oshkosh meeting were officials from FAA headquarters in Washington, D.C., the Small Airplane Directorate in Kansas City, and the Chicago Aircraft Certification Office. Also included were representatives from TruTrak, which has been collaborating with EAA on additional STC efforts, and Trio Avionics. The meeting established a prototype path using existing products to test the tiered PMA process during 2017 to iron out any challenges, ultimately leading to

new FAA policy applicable to the broader GA industry in 2018, according to EAA officials. The tiered PMA approach is built on the successful principles that began with the commercial parts STC used by Dynon in 2016, but applicable to a much broader range of parts and equipment. It would eliminate the “one-size-fits-all” PMA process that has stood as a barrier to bringing new products often found in the experimental aircraft community to type certificated general aviation aircraft. “The Dynon STC was a historic moment for bringing low-cost safety equipment quickly into the cockpits of certificated aircraft, but it was narrow in scope and was not easily replicated,” Elliott said. “What it did, however, was create an

energy and conversation about what was possible. FAA was eager to join the conversation and work toward a solution that could be widely applied. We truly appreciate the agency’s enthusiasm of advancing EAA’s dream of bringing the low-cost innovation found in amateur built aircraft to the broader general aviation community.” “This is indicative of the cooperative, solution-based approach that has been part of EAA’s advocacy philosophy since Paul Poberezny founded the organization more than 60 years ago,” Elliott said. “EAA strives to build on the best ideas of government and industry, tackle challenges head-on, with the goal of growing participation in aviation.”,

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General Aviation News —  800.426.8538

February 9, 2017

A wide world of aviators Ben Sclair Touch & Go

In many ways, the Earth is a large place. Yet in other ways, not so much. When it comes to aviation, the world shrinks. You either look skyward longingly, or you don’t. Those of us who do share a bond and joy the vast majority of our fellow earthbound neighbors don’t, and won’t. That’s sad. A few months ago, I started asking new subscribers to The Pulse of Aviation (our daily email newsletter), what it is they do in aviation. Pilot? Mechanic? Enthusiast? Did they have a story or photo they’d like to share? So far, I’ve received a few dozen responses. I’m amazed at the depth and breadth. Here’s a few… William Brady is 72 and flew professionally for 52 years (30,000+ hours). Floats, wheels, skis, helicopter. Spent 42 years flying the Arctic in DC-3s, both on wheels and skis. He flew 5,175 hours doing watering bombing missions in a PBY (dropped 43 million pounds of water and retardant). Retired while flying the Boeing 767, then spent the next 13 summers on floats in the high Arctic islands on a DHC-2 and C-206. 3,000 hours SINCE he retired. Today, he flies his Skybolt from his home airport, Victoria International in British Columbia, Canada. At the other end of the experience spectrum is Peng Liu. Peng says, “I am just a reader from China, interested in aviation.” Chevy Muñiz Bueno is a 44-year-old attorney from Puerto Rico. He is restarting his dream of flying. Chevy had completed his private pilot ground school back in 2004, and logged some instruction in a Cessna 172, but didn’t finish. Today, he is working on his Sport Pilot certification and has accumulated five hours in a Quicksilver Sport II. “I enjoy flying and hope to be able to go to SUN ’n FUN in Florida this next year to get more into the sport and later get my own plane.” “I have a Rand Robinson-designed KR-2 and also a John Taylor-designed Taylor-Mono plane,” said Donald January. “I also have a 1939 Stinson HW-75 that I’m attempting to restore. I plan on flying behind Franklin engines on the Stinson and KR-2. The Taylor-Mono will be VW powered.” Donald is 56 years “young” and the son of a cropduster. He lives in North Dakota Ben Sclair is Publisher. He can be reached at

William Brady and his much-loved Skybolt. and “just loves to build and fly.” He got started at the age of 2 sitting on his Dad’s lap while flying in a J-3 Cub. “I just came across General Aviation News today,” wrote Ireland’s AnnaGrace. “I’m learning to fly. Professional is the goal! Mission work is the ultimate goal.” Rose Dickeson spent 28 years working in the graphics and photo departments of TWA flight training in Kansas City. The constant connection with “new hires” sparked an interest in flying. She and a fellow TWA employee bought a Cessna 140 in which she earned her private. Soon after, in 1981, Rose bought a 1976 Cessna 150M that had just 780 hours total time. She upgraded the panel and earned her instrument rating. That rating came in handy as she flew around the midwest visiting family and friends. She doesn’t like to “scud run,” but had the confidence to fly in conditions that would otherwise ground her. At one point, Rose considered becoming an airline pilot, so she earned her commercial and multi-engine ratings. But when her “favorite instructor started flying with a commuter” she quickly realized that career choice wasn’t for her. “But the ratings meant a lot to my airplane insurance rates!” she reports. Today, Rose has settled in Tucson, Ariz., and still flies her trusty 150. Both Rose and her 150 have now topped 3,000 hours of flight time. The last story I’ll share (for now) is from George Kateros from GreeceThessaloniki. I truly enjoyed receiving George’s email. George is a 64-yearold retired civil engineer with a passion for flying. In 2009, he  bought Microsoft Flight Simulator. Since, he has flown thousands of hours in almost every kind of plane. “Of course, I did all that in the luxury of my room,” he said. All the while, George wondered if he could really put his practice to use in a plane, or would he “turn pale and sick?”

The Quicksilver II Chevy Muñiz Bueno will earn his Sport Pilot certificate in. As luck would have it, George met a retired military pilot (who flew F-4 Phantoms) who also owned a Cessna 172. As they started talking airplanes, his new friend concluded that George was indeed a pilot and would get the chance to find out for real. On the day of George’s first flight, his host placed him in the “pilot in command seat.” Working through the checklist, George was able to “make all the procedures.” But when it came to engine start, his friend stopped him. Worried, George asked what he’d done wrong. The owner replied, “we cry out loud in the open window… PROPELLER-PROPELLER for someone we didn’t notice being around.” To that, George said, “sorry sir, but there was no one in my room when I flew Microsoft Flight Simulator.” (That line made me laugh.) George already knew the airport “by heart,” so taxiing was a non-event.

“To cut a long story short, I flew for over one hour making one touch and go and a perfect landing. To tell you the truth, I felt like I was home. It was marvelous. And I did not turn pale. My dream has been fulfilled.” He quickly credits Microsoft Flight Simulator for his success. I exchanged a few emails with George. He closed his last message with “show everyone that no matter religion, language, beliefs, ideologies or color, the feeling of flying above ground or seas is unique and maybe helps everyone to really understand who we are, what we are, what we must want from life.” Wow. Do you recognize yourself in any of these stories? The variety of experiences is truly amazing and inspiring. So… what’s your story? We’re all more similar — especially when it comes to flying — than not. May that never change.


I understand the provisions of BasicMed as your article “FAA issues final medical rule” in the Jan. 26 issue. It sounds great, but some of us have a problem. My insurance company insists that I get an FAA flight physical and medical certificate. If I want to fly BasicMed, they simply will not insure me. It is their prerogative, I suppose, to deny insurance regardless of the legality of my BasicMed compliance. And, of course I will seek insurance elsewhere. But the hype accompanying the final rule seems a little misplaced at the mo-

ment. Perhaps all these issues will sort themselves out in time. Meanwhile I am on the hunt for a better insurance carrier. BILL TALUTIS Murchison, Texas


In response to Ben Sclair’s Touch & Go, “NORDO Ops: I had no idea I was an idiot,” in the Jan. 26 issue: My best advice is to keep your head on a swivel, and fly the pattern. With 46 years and 7,000-plus hours, LETTERS | See Page 11

February 9, 2017 —


Ask an expert Jamie Beckett Politics for Pilots

Last week saw the launch of the 2017 fly-in season as the gates to the U.S. Sport Aviation Expo in Sebring, Florida, flew open. Thousands of attendees filed through the main terminal building, where Garmin and Spencer Aircraft, and the Flying Musicians Association had taken up residence. The Florida Aviation Network broadcast interviews with notables across the Internet. And EAA Chapter 1240, which is based right there on the field, hosted a magnificent dinner with none other than Story Musgrave as their keynote speaker. Pilot, astronaut, trauma surgeon, businessman, holder of several advanced degrees, and renowned high school dropout, Story Musgrave is about as good as it gets in my book. The thrill of the airshow/fly-in activities is broad-based and action packed. From the teenagers prowling the ramps feeling the excitement of being allowed to sit in an aircraft cockpit for the first time, to the administrators who keep the lights on and the water flowing, aviation attracts an amazing assortment of folks, young and old, all of whom get something of value out of their time on the ramp. Many of the folks I interacted with had a story to tell. Some had several. The vast majority of the stories that came my way were true, or at least defensible. Yet there are a few folks at any large gathering who are busy manufacturing a narrative of their own. In at least a few cases, the information they have to share Jamie Beckett is the AOPA Ambassador in Florida. A dedicated aviation advocate, you can reach him at:

LETTERS | From Page 10 I’ve seen people announce position, but not be aware where they really are, people flying a downwind three to four miles from the airport, and I’ve also been cleared for an intersection takeoff at tower-controlled fields with aircraft touching down or on short final a couple times. A radio is a great tool, but it’s not necessarily going to keep you completely safe. JAY BAETEN via Many years ago I bought a non-electric

is entirely imaginary and possibly even dangerous. Should you ever find yourself engaged with one of these people, might I suggest smiling politely, enjoying the story for what it is, and discarding that information when the speaker parts company with you. That’s as good as you’ll get in that situation. Believe me. The term “buyer beware” extends well past the cash registers and card readers of the vendor’s tables. There are some dubious folks out there in the crowd. If you can keep your head and merely see them as entertainment, you’re doing well. If you succumb to their gibberish, you just might have problems. One topic that was of great interest at the U.S. Sport Aviation Expo, as it is with pilots throughout the United States, is Basic­Med, the FAA’s new rule that pertains to how they’ll handle third class medicals in the future. It stands to reason that pilots would be interested, since BasicMed will have an impact on virtually all private, recreational, and many sport pilots. Thankfully, several of the professional aviation folks on the field had a solid grasp on the new rules and were willing to share that information. Better yet, the organizers of the Expo brought an Aviation Medical Examiner onto the ramp and set him up in a space where he could offer medical exams right on site. That option was well received. One of the attendees to the AOPA Rusty Pilot seminar I conducted on Friday morning had been issued his temporary medical right there in that space the day before. What concerned me  —  and I’m sorry to say it didn’t surprise me at all — was the number of people who had medical questions, yet intentionally avoided stray8A-Luscombe (great airplane). I flew it nearly a year before mounting an external antenna and getting a handheld radio. In addition to keeping my head on a swivel, I occasionally kicked rudder left and right and bobbed the nose to open up the forward blind spots. I would also give a big wing rock to hopefully make me more visible. Several hundred hours and three airplanes later (all with radios), I still do these things.  See and be seen.  BOB JOHNSON Coleraine, Minn.

ing anywhere near the medical exam area. They had questions, but preferred to get their information second and third hand rather than going to the source. This befuddles me. Why some folks resist talking to an expert who is at hand, available for conversation, and willing to answer your questions…well, I just don’t get it. Some of my FAA contacts tell me the same story. People will avoid going to the pros at all cost, preferring to listen to a friend, an acquaintance, or a total stranger with no credentials, but a really good story to tell. Remember that buyer beware thing? Yeah, this is where that becomes particularly important and worrisome. A trio of gentlemen approached me while I was in conversation with a lapsed pilot who was quite interested in how much it might cost him to buy a good, used airplane. I told him about the Reimagined Cessna 152 (pictured) right there at the booth I was working. I told him I’d flown it in to the show, and would fly it out again. In fact, I fly that airplane quite frequently, usually with a song in my heart and a smile on my face. I added that I also own a Cessna 150 I’d purchased for far less than the price of a low-end new car. It’s a good airplane that

also sees regular use. As I began to explain some considerations, like getting a good pre-buy inspection and doing regular maintenance, one of the newly arrived trio spoke up. “You know you can make your own parts for that airplane if you own it,” he announced with impressive self-confidence. “It’s in the rules.” “You can do that on some airplanes,” I agreed. “Experimentals, or antiques that are long out of production, but not this one. You need to use Cessna parts or parts that are approved for the airplane.” “Nope,” he countered. “The owner can make his own parts. A mechanic can’t, but the owner can.” He shrugged as if his point was common knowledge. “It makes no sense, but it’s in the rules.” He was smiling and smug as he wandered on down the flightline, sure as he could be that he’d put me in my place, and informed the gentleman I was speaking to in the process. He’s a bit off base, of course. Airplane ownership doesn’t convey any special rights or privileges. In fact, ownership comes with a substantial list of responsibilities. It can be a worthwhile tradeoff, but it does not allow you to make your own parts of any airplane you own. Go ahead, look it up. That’s what a real expert would do.

Have something to say?

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


Re: “FAA strikes deal to close FAA” on page 6 of this issue and online at This is just the beginning. If this succeeds, many other airports are at risk. I think we should take this to the Supreme Court if necessary. Perpetuity means perpetuity. If AOPA and/or NBAA will take on this

legal fight, they could fund it by voluntary member contributions. I would contribute and I am sure that many many others would too. MARC RODSTEIN via See even more comments about SMO online at


General Aviation News —  800.426.8538

February 9, 2017

Belite introduces Pipper

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WICHITA — Belite Aircraft has introduced its first two-place experimental aircraft design, the Pipper. “I wanted to take my wife flying in a Belite aircraft,” explains James Wiebe, the CEO of Belite, “and implement my years of learning about what it takes to make a light plane quick to build, strong and affordable for the owner. I set my sights on developing an aircraft that comes with a high level of accuracy in parts production, and good repeatability in the build process. The more I aimed for, the more I realized that my many years of building planes had given me the perfect pipper to set my sights with…so the plane was called the Pipper.” A Pipper is defined as the center or bead of a ring gunsight, he explained. According to Wiebe, the  aircraft had the following design goals: Conventional aerodynamic design; side by side seating; quick build time; good short field performance; rugged landing gear; primary structure of aluminum with lightweight honeycomb; 380 pound empty weight (with 2 stroke engine and normal instrumentation); 430 pound empty weight (with 4 stroke engine); 850 pound gross weight; and up to 65-hp engine. With the exception of engine, FWF,

instruments and fuel tanks, everything is included in the airframe kit plus completion kit, he noted. The builder gets to pick tailwheel or tricycle gear. Subassemblies are also available. “I think that the future of experimental aircraft will feature CAD technologies and production technologies which did not exist until recently,” Wiebe said. “Production techniques which are labor intensive add cost and time to aircraft projects. Our vision was to provide a complete kit which can easily be built by an individual in their garage, without special tools, and with state of the art strength and build methodologies.” First flight is scheduled for March. Introductory pricing on subassemblies for the airframe kit includes: Rudder $500; horizontal feathers $700; rear fuselage $2,100; cabin $2,900; and wings $3,800. Or they can be purchased all together for $8,995, a savings of $1,005. Taildragger option is $2,295, while the tricycle is $2,595. A limited number of aircraft will be released at launch price. They can be reserved with a $500 refundable deposit, he said.

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February 9, 2017 —

What mods can help boost power? Paul McBride Ask Paul


Are there any practical, appropriate and compliant modifications that can be made to a 150-hp, narrow-deck O-320? For example, can the compression ratio be tweaked a bit, or are there aftermarket exhaust systems with less back pressure, or is there any porting/polishing possible to effect a tad more power to the propeller?


I wish you had provided me with a specific engine model so that I could offer more specific information in response to your question. There is a possibility that certain models of the O-320-series engines may be converted to a higher compression ratio piston. Generally speaking, most O-320 series 150-horsepower engines, except the O-320-E series, may be converted to a higher compression. This conversion would increase the compression ratio from 7.00:1 to 8.50:1. Any conversion of this type should be completed in accordance with an approved FAA STC. As you mentioned, there are aftermarket exhaust systems that claim to increase engine horsepower, but I have no experience with these products, so I hesitate to comment. There is no doubt that any improvement in helping the engine breathe better Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to:

will result in an increase in horsepower, however it may be very difficult to actually document or detect any increase in power during normal operation. From my experience, I’ve been told that if you take a 2,000-hour engine and put it through a factory overhaul or a good field overhaul using the engine manufacturer’s new limits on all components, the result when flying the aircraft is like the engine has gained horsepower. It stands to reason that any high-time engine may be a bit down on power, so anything new will appear to be a more powerful engine. This certainly makes sense to me. There is one thing that you must keep in mind. Your O-320 series engine, if installed in a certified aircraft, has an FAA Type Certificate stating what horsepower the engine is rated at for that particular airframe engine combination. Therefore, if the TC states the engine is rated for 150 horsepower, you must keep the engine at that specific rating. If any modification you make allows the engine horsepower to exceed that rating, then the aircraft would not be in compliance with the FAA Type Certificate. My suggestion is for you to do some additional research focusing on specific engine modifications for your specific aircraft. Please don’t be misled by all the hangar talk or information provided by aftermarket product suppliers. Check it out for yourself before spending any money. I guarantee you’ll be a lot better off and have peace of mind that you did it right.

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General Aviation News —  800.426.8538

February 9, 2017

Cool story, Bro Joseph (Jeb) Burnside Pilot Related

Any time two or more pilots get together, no matter the reason, the conversation eventually turns to flying. Even if one of them just got married, they’ll at least ask each other how their flight in went, and where they’re headed next. In fact, the only real exception to this rule is when the pilots are in an airplane or working on one in a hangar, when the subject rarely involves actual flying and usually centers on members of the opposite sex. If these two or more pilots just met, one of the conversation’s first objectives is to establish a pecking order of some sort: Hours, certificates, when they last flew, Aviation writer/editor and Uncontrolled Airspace podcast co-founder Jeb Burnside is a 3,200-hour airline transport pilot. He owns a Beechcraft Debonair.

what they’re flying today. Whose airplane is more spacious, has a higher gross weight, is more efficient, or more red. It’s a classic example of “Can you top this?” but can involve moving maps. Once the highest-time pilot of the group is identified and his or her relative primacy over the others established, the next topic typically is the aircraft they each flew last. They’ll go on until by elimination identifying a type in which they both have some recent experience, then one will ask, “What did you think of it? Was yours as much of a dog as the one I flew?” That’s when the real purpose of the conversation begins: Who can tell the best “So, there I was” story. You’ve heard these kind of stories before. Ernest Gann perhaps tells the bestever examples of the genre in “Fate Is The Hunter.” Among so many choices, there’s the


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ice-laden DC-2 with fuel limitations and a DC-4/C-54 fresh out of a spark-plug change on all but one of its engines. These tales typically focus on some operational problem the story-teller encountered, the rising adrenaline and hilarity, and the lessons learned. Stories like this usually have some kind of happy ending, but their message is how superior airmanship saved the day. These stories all have things in common, and usually involve a combination of factors converging at a time and place you would not choose. Classic elements can include a mustdo mission, weather, fuel or mechanical problems, and/or fuzzy weight-and-balance numbers. It can be as relatively simple as a passenger who needs a bathroom or as complicated as multiple system failures. The list is endless. How you tell the story matters, of course. Regardless of the specific set of facts, your hands are so full a mere first officer would have folded like a cheap suit under the pressure. You take it all in stride, managing the situation, making decisions, and exercising the command authority and superior airmanship people around you have come to expect. Telling the story, you secrete noncha-

lance about the whole thing. When you’re asked about your underwear’s condition after the actual event, you lie. One of my favorite examples of this kind of tale involves a Twin Comanche owned by a local business and flown by “Charlie.” STORY | See Page 16

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February 9, 2017 —



General Aviation News —  800.426.8538

February 9, 2017

Safety Alliance launches The Aircraft Owners and Pilots Association (AOPA) Air Safety Institute (ASI) has launched the Safety Alliance, which brings general aviation safety education resources together in one location online to make it easier for pilots. Organized by topic on ASI’s Safety Spotlight web pages, and also on the Safety Alliance web page, the content is free

to all pilots. Topics cover the spectrum of safety-related materials. “ASI is proud to provide a common platform for anyone who is passionate about aviation safety education. Further improvements to GA safety requires a team effort and isn’t something we can do alone,” said Senior Vice President, Aviation Strategy & Programs, Katie Pribyl.

“We know that many other organizations provide high-quality safety-focused content and we want to make it easy for pilots to find that information.” The launch of the Safety Alliance is the result of a collaboration between ASI and several general aviation companies and organizations, including: ASA, Jason Blair, Flight Chops, Garmin, Hartzell Pro-

peller, Leidos, Rod Machado, MzeroA,, Sportys, TBM, and The Finer Points. New programs will be added regularly, so pilots are encouraged to visit often for the latest in general aviation safety education, AOPA officials add.

STORY | From Page 14

whether he implemented lost-communication procedures, how he got the gear down, or if the Twinkie was even flyable again after landing. We also fail to learn what some consider the most important aspects of such a tale: What went wrong with the electrical system and what Charlie did to resolve it. A little more information would make the story even more entertaining, and we might actually learn something. At the end of the day, the stories we tell other pilots are about something we did or didn’t do, a set of decisions we made, and the outcome. And it can be about not flying just as readily as it can involve your last checkride. It’s usually a dark and stormy night, of course, and the ducks are walking. You’ve just missed the approach into your favorite fuel stop and diverted to the closest ILS, landing right before the field goes

below minimums. You order fuel, hit the head and call Flight Service. Then the first briefer you speak with about flying on to your destination says you’re gonna die. Not accepting no for an answer, you call back and talk to a second briefer who tells you to stop wasting his time — nobody’s going anywhere tonight. Besides,

the only legal alternates are Tri-Cities and Savannah, and your Skyhawk doesn’t have gas for that. So you grab your gear and hop into the hotel shuttle for another night on the road. Invariably, the next morning’s flight home is in severely clear, smooth skies. That’s the best kind of tale to tell your fellow pilots.

Hanging around the FBO of my youth one day, someone asked if I’d heard Charlie and his boss had lost all of the Twinkie’s electrics going IFR into Miami one recent night. “Wow,” I said. “What’d they do?” “Bought a Baron,” was the response. This short tale has all the basic elements, haiku-like: An in-flight problem, difficult conditions, a solution to be derived, and an airplane to be flown. That details of the actual outcome are not knowable only adds to its allure. That the professed outcome omits all the gory details amid mass quantities of nonchalance seals the deal. It’s entertaining enough, but the problem with this kind of story is there’s little to learn. We never know how Charlie flew an approach without flowing electrons,



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February 9, 2017

Remote pilots unite The Association for Unmanned Vehicle Systems International (AUVSI) has launched a new initiative, the Remote Pilots Council (RPC). Through a combination of in-person meetings, webinars and surveys, the RPC will discuss opportunities and challenges to ensure safe and responsible use of the National Airspace System (NAS), according to AUVSI officials. “Now that we have rules governing the civil and commercial operations of UAS, more businesses and innovators are flying and unlocking the tremendous economic benefits of the technology,” said Brian Wynne, AUVSI president and CEO. “AUVSI members, particularly those that are Part 107 remote pilots, are driving the value of this technology. The RPC will further enable AUVSI’s collaboration with the government to advance UAS in a safe and responsible manner.” The Small UAS Rule, also known as Part 107, went into effect Aug. 29, 2016. Among the regulatory requirements, commercial UAS operators must obtain a Remote Pilot Certificate by passing an aeronautical knowledge test. The certificate must be renewed every two years. “The RPC’s immediate goals are to bring AUVSI members together to provide feedback on real-world UAS operations, including clarifying and offering suggestions for greater efficiency in the FAA waiver process,” Wynne said. “Going forward, the RPC will identify and discuss operational challenges and potential solutions in UAS regulation as the FAA moves towards the full integration of UAS into the NAS.” The first RPC meeting was hosted by the Silicon Valley AUVSI Chapter in San Francisco on Jan. 12 and featured remarks from Brian Wynne and Airware CEO Jonathan Downey, who also serves on the AUVSI Board of Directors. Wynne moderated a discussion about the integration of UAS into the NAS, which featured Ken Kelley, national FAASTeam manager at the FAA, and Jesse Kallman, director of customer engagement and regulatory affairs at Airware. “Enterprises are no longer just testing and talking about drones, they are deploying them. They are looking for ways to improve operational efficiency, increase worker safety, and drive business outcomes,” Downey said. “AUVSI’s Remote Pilots Council is a great example of our industry coming together in support of scaling commercial operations.” The next RPC meeting is scheduled in Chicago on Feb. 28. Additional meetings will be held in Boston, Florida, and Texas over the next several months. —




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General Aviation News —  800.426.8538

February 9, 2017

Celia Vanderpool and the Staggerwing that captured her heart.

Falling in love…with a Beech Staggerwing By CELIA VANDERPOOL If a woman saw this ad on a dating website, she would most likely pass: “Born in 1944, I’ve been through a war, worked occasionally, but I am well-traveled, steady and true, and love to fly. I’m athletic, though a bit stout, and honestly, I’m a heavy drinker with lots of gas, plus I smoke a little. I have a few peculiarities, such as lots of plastic surgery over thin skin, and a new interior is planned. Parts of me have been rebuilt a couple of times, but I am looking forward to years ahead if I can find the right person to fund my habits.” I did not pass. My first date with a Staggerwing was after winning a ride in one as first prize in a Ninety-Nines Poker Run at Fallbrook Community Airpark (L18) in San Diego. I was fortunate to be able to fly as co-pilot several more times in NC582, including the Hayward Air Rally, where even

last place was fun. We parted ways in 2010 when owner Granger Haugh donated the plane to the National Warplane Museum. It was to be on display and fly in airshows, awaiting restoration funding. And then there was a landing accident. The museum had no money for the extensive work necessary to fix the plane and several more years went by. Granger and his family could not stand that the wreck remained in a forgotten hangar, so they bought the plane back from the museum, had it trucked to California, and began to rebuild. That same Staggerwing has now boom­ eranged back into my life. In 1932, the Staggerwing, known as Model 17, was the first product off the assembly line of the newly formed Beech Aircraft Company. It remained in production until 1949. It is estimated that about 200 of the 785 that were built remain in the world today,

though not all are flying. Staggerwings were gradually replaced by the Beech V-tail Bonanza, which was first offered to the public in 1947. The newer looking mono-wing, with a horizontally opposed 6-cylinder, was much more fuel and oil efficient and flew nearly as fast. And even if it was only a fourplace, it was successful for the company. As a tribute to female pilots, it is necessary to mention that speed made the Staggerwing popular with air racers. Louise Thaden and Blanche Noyes won the 1936 Bendix trophy in a Model C17R Staggerwing, and Thaden went on to win the Harmon trophy, and others. Women’s speed and altitude records were achieved by Jackie Cochran in a Staggerwing. After the decision was made to return NC582 to California  for a complete rebuild, research began on the story of this particular plane, from assembly line to the present.

This Staggerwing served for Great Britain in World War II as FT478, flying out of Heston and Lee-on-Solent on various missions within the UK. Upon returning to America, there were several owners from Alaska to Switzerland before it was purchased by Granger Haugh in 1994, and making its home in California. The current restoration will return the plane to 1944 British Royal Navy standards, and it should be one of a kind in the world upon completion. It is a privilege and aviation dream come true to be a small part of this story. And the secret to falling in love? Fly it! Knowing the qualities and characteristics will be an honor and I appreciate the chance to fly it again. For now, I will continue my flirtation with the Staggerwing and will learn all I can about this historic and special aircraft before our next date. But please don’t tell my Cessna 180….

February 9, 2017 —

Memphis Belle restoration almost done DAYTON, Ohio — One of the most recognizable symbols of World War II will once again report for duty exactly 75 years after its crew finished their last mission in the war against Nazi Germany on May 17, 1943. The B-17F Memphis Belle — the first U.S. Army Air Forces heavy bomber to complete 25 missions over Europe and return to the United States — will be placed on public display at the National Museum of the U.S. Air Force on May 17, 2018. Pilot Robert Morgan named the aircraft after his wartime girlfriend, Margaret Polk, of Memphis, Tenn. Morgan chose the now famous artwork from a 1941 George Petty illustration in Esquire magazine. After returning to the United States in June 1943, its crew flew the aircraft across the country on a three-month war bond and morale boosting tour. With the bond tour and the 1944 William Wyler documentary color film titled “The Memphis Belle” — which contained actual combat footage — the aircraft and its crew became widely known and celebrated. In 1990 a major motion picture of the same name added to their fame. Following decades of display in Mem-

The Memphis Belle soon after it returned to the U.S. after 25 successful missions. phis, the historic aircraft came to the museum in October 2005, when work began on a multi-year conservation and restoration effort, including corrosion treatment and the full outfitting of missing equipment, which continues today. According to National Museum of the U.S. Air Force Curator Jeff Duford, the Memphis Belle is a national treasure, and will soon be the centerpiece of a new major exhibit in the museum’s WWII Gallery. “The B-17F Memphis Belle is an icon that represents the thousands of bomber MEMPHIS BELLE | See Page 27

Restoration specialist Dave Robb works on the B-17F Memphis Belle.

The restoration, which began in 2005, is nearing an end and the Memphis Belle will soon be the centerpiece of the museum’s WWII gallery.



General Aviation News —  800.426.8538

February 9, 2017

Sebring 2017 makes big changes

Photos by Bill Wilson

A taxiway doubled as an active runway for demonstration flights during the show. By BILL WILSON The high-pitched buzz of drone racing was among the new sounds of the 2017 U.S. Sport Aviation Expo, held Jan. 25-28 at the Sebring  Regional Airport in Florida. The drones were flown by a cadre of 3-D-goggled pilots through a Red Bull like fenced-in closed course at astounding speeds, reportedly up to 80 mph. That is, until they crashed into an obstacle. But, not to worry, just grab a screwdriver and a new set of rotors and get back into the game. Good thing, because the grand prize for the event was $10,000 and 120 drone pilots from all over the world came to compete. While they guided their tiny aircraft through pylons to victory, potentially millions of racing fans at home streamed the event live via First Person View (FPV) TV. Drone racing at this year’s Expo was a popular new feature, attracting a much younger crowd than normally populates the show. The Drone Zone at the Expo

took up nearly a quarter of the entire event and was a major draw. But that’s not all that was new this year. The layout of the Expo was entirely different from years past and show attendees

reported it was a big improvement. Instead of separating the exhibits from the commercial side of the airport, they were now squarely in its center. Two of the Sebring Airport’s biggest general

A new layout made seeing the entire show easier for those attending the Expo.

aviation tenants, Lockwood Aviation and Tecnam, opened their hangars and welcomed visitors. Grand entry was provided through the airport’s attractive terminal building after

February 9, 2017 —


Andy Wall, of Autogyro USA, checks out the cockpit of a Calidus gyroplane.

Drone racing pilots came to Sebring to compete for a $10,000 purse.

The Skyrunner fits the powered parachute category of light-sport aircraft.

A tiny racing drone takes off to begin its run through the course at Sebring.

show goers were shuttled from remote parking. Manufacturers showed off their new aircraft facing each other in two long lines that stretched from the terminal building to the drone zone, making it easy for visitors to go from exhibit to exhibit and not miss anything. Best yet, the exhibits were adjacent to a taxiway which, during the show, doubled as an active runway for demonstration flights. Everything this year seemed much more up close and personal. Much of the difference was attributed to new Expo Director Beverly Glarner. When the previous show director resigned after several disappointing years of weather problems that affected the Expo’s success, a decision was made by Sebring Airport officials not to replace her, as such. Instead, Glarner, then the executive assistant to the Sebring airport director, was given the job of heading up a new team of Expo planners. Brainstorming led to the changes that were obvious during this 13th annual session. Besides the revised exhibitor layout and addition of major drone participation, a heavier emphasis was put on youth programs with several female and minority pilot role models and more involve-

ment by aviation notables, such as Patty Wagstaff and Rod Machado. The Experimental Aircraft Association brought in its educational outreach exhibition trailer, specifically set up to interest youngsters in aircraft building. A big hit at the trailer was the virtual reality 3-D video the EAA had specially produced to demonstrate the experience of touring the EAA Museum at Oshkosh, Wisconsin, and featured a virtual helicopter ride around the grounds — all that visible through VR headsets. The Expo also arranged a tie-up with a local hospital that supplied physicians for aviation medicals. Biplane and helicopter rides were available. Taking advantage of the Expo’s being adjacent  to the famous Sebring International Speedway, visitors had the chance to take a track demonstration drive in a new Fiat Chrysler car. The course was designed to show off the vehicle’s handling characteristics and wound around the entire circuit. A free T-shirt was your participation prize. There also were attractions for aviators and aviators in waiting. The Sport Aviation Expo has been a reflection of the light sport side of aviation since its inception, earning the nickname the Sebring LSA Expo. Each year

it is common to see new aircraft come onto the market and be displayed. At the same time a few have disappeared from the scene. Branches of the industry have tended to find their own niches and grow to popularity. This would include weight shift, or trikes, and gyroplanes. While it has been possible for years to buy factory built trikes, only now can a gyroplane pilot purchase a factory manufactured unit. These rotorcraft were registered previously in the experimental category and required owner participation building a kit. No gyroplanes were available under the FAA’s factory manufactured Special Light-Sport category. Now the German Autogyro company has certified its Calidus gyroplane in the FAA’s primary category, not light sport, making it possible to purchase a factory built aircraft. The Calidus is built in the German factory, test flown, then disassembled, shipped to the U.S. and reassembled at the company’s location in Maryland. The tandem seat Calidus features the Rotax 912 or 914 engine and an enclosed canopy. Its sleek appearance has made it one of Autogyro’s most popular models. Another newcomer to Sebring was the

Skyrunner. Literally a powered parachute, it’s a dune buggy-like vehicle with a Rotax 914 engine and Warp Drive propeller for airborne propulsion, and a Ford Ecoboost 1.0 liter engine to drive the wheels upon finding the earth. It claims rapid acceleration and a 70 mph ground speed with around 40-50 mph in the air. Its rugged, angular looks put it at home with the biggest and baddest all-terrain vehicles, but it flies. The fly-by showcase at Sebring was reasonably busy, even though staffers in Air Ops indicated that the number of companies attending the daily briefings to reserve time slots was lower than in past years. The Expo program guide listed 84 inside and outside exhibition areas reserved and the Drone Zone showed an additional 22. The Expo finally got a break in the weather this year with milder temperatures and calmer winds than in the recent past. The Sebring show team looked for around 27,000 attendees to pass through the terminal during the four-day event. They believe this year’s changes will serve them well for the future.


General Aviation News —  800.426.8538

February 9, 2017

Attending the Church of Lean-of-Peak By TOM SNOW Ada is a pleasant little town in south central Oklahoma with a nice airport (KADH), but there’s nothing obvious to attract pilots to visit there except perhaps to refuel on a cross-country flight. However, at least twice a year for the past 16 years, aircraft owners from all over the world have descended on Ada to attend the Advanced Pilot Seminar (APS), sometimes described as “the Church of Lean-of-Peak.” The 2-1/2 day APS course, which has revolutionized how pilots operate aircraft piston engines, is hosted by sister companies General Aviation Modifications, Inc. (GAMI) and Tornado Alley Turbo (TAT). Located next door to each other at the Ada airport, the companies share common ownership. GAMI manufactures GAMIjectors, which are after-market fuel injectors that balance fuel flow and make lean-of-peak (LOP) operation possible. TAT produces turbo-normalizing systems for Bonanzas and other high performance singles and LOP operation of its turbo system is highly recommended. The APS course germinated on the CompuServe AVSIG forum back in the 1990s, during the days of dial-up modems. After meeting online and learning they shared many then-controversial opinions about proper engine operation, course founders John Deakin, George Braly and Walter Atkinson decided to meet at Oshkosh and camp together in the North 40. Each of the founders has a unique background. Deakin is a former Air America pilot who retired as a Japan Airlines 747 captain and lives in Southern California. He was already well known as an early contributor to AVSIG. Braly, who has run 10 engines to TBO, is a longtime pilot and entrepreneur who was raised on a ranch near Ada. He has dual degrees in aeronautical engineering and law and is co-owner and chief engineer of GAMI. Atkinson is a native of Shreveport, Louisiana, who now lives at an airpark near Jackson, Mississippi. A retired dentist with ATP, CFII and A&P ratings, he  has thousands of hours of flying experience and his computerized course presentation, which has been enhanced over the years, is both informative and entertaining. “George Braly introduced the GAMI line of balanced fuel injectors in the mid90s and John Deakin bought the first set,” said Atkinson, who bought set number 3. “Those injectors, along with sophisticated graphic engine monitors, have proven to be the key to successful lean-of-peak operation.” At about the same time, Braly built a highly-instrumented aircraft engine test facility at GAMI that allows an engine to be run under conditions that would never be attempted in the air.

Photos by Tom Snow

George Braly explains the operation of GAMI’s highly-instrumented aircraft engine test cell used for research. “We learned how to operate aircraft engines lean-of-peak like the airlines routinely did back in the days of radial engines,” said Braly. “The trick is having balanced fuel injectors and the knowledge to operate the engine properly.” “It’s amazing how many pilots have no clue about engine management,” added Atkinson, “but it’s pretty easy to win an argument when science is on your side.” “After we wrote extensively on the Internet about the many advantages of LOP operation, friends kept pestering us to do a live class on proper engine management, so we thought we would give the course one time and shut up,” he said. About 20 pilots attended the first class and several articles were written on leanof-peak operation, which was then a radical departure from the typical advice to lean an engine gradually until it runs rough and then richen slightly. Unfortunately, operating that way, typically 50° rich of peak, puts the engine in the now-famous “red box,” where it experiences maximum internal stress. The APS course does not condemn pilots who choose to fly rich-of-peak for maximum speed. Instead, the advice is to be sure to run rich enough (probably at least 100° rich) to avoid damage to the engine. According to the APS instructors, operating LOP results in about a three knot speed penalty, but they point out that a

GAMI President Tim Roehl demonstrates the flow bench used to calibrate GAMIjectors. destination can often be reached quicker if the reduced fuel burn means a fuel stop can be eliminated. “For three years we ran a class every 60 days and after 16 years of doing this we’re now mainstream,” said Atkinson, with a laugh. “It was a lot more fun to be renegades, but so far it’s remained enjoyable to share our knowledge and we plan to continue as long as we keep ticking.”

Deakin is 78, Atkinson is 68, and Braly is 67. The trio has taken the show on the road a few times, including Australia, and they’ve also developed a $395 online course that comes free with the $995 cost of the live presentation. Although spending almost a thousand dollars, plus travel expenses, to attend the seminar in Ada may seem high, I heard no

February 9, 2017 —


Advanced Pilot Seminar attendees fly to Ada, Oklahoma, from throughout the country.

The APS seminar is especially popular with Bonanza owners.

Spark plugs modified with probes feed data to GAMI’s test cell computers.

APS founders John Deakin (left), Walter Atkinson and George Braly.

Although offered for 16 years, the seminars continue to draw attendees.

complaints when I attended last October. For an active pilot, the 20% fuel savings from operating LOP will pay for the seminar in short order. Plus, lower cylinder

uates of the basic course, which has been offered once so far and will probably be scheduled again soon. In addition, the APS course will be of-

head temps result in longer engine life. The next “basic” APS course in Ada is scheduled for March 17-19, 2017. There is also a new “advanced” course for grad-

fered in Europe for the first time this year. It is scheduled for June 23-25, 2017, in Kortrijk, Belgium.


General Aviation News —  800.426.8538

Vickers Wave gears up for 2017 Dan Johnson Splog

Pilots not closely following Light-Sport aviation can be excused for thinking only one LSA seaplane is available. Established LSA companies like Progressive Aerodyne and its Searey or Scoda’s Super Petrel or Airmax’s SeaMax or any number of aircraft to which floats have been fitted may be somewhat baffled by the outsized attention Icon Aircraft’s long-delayed A5 receives from aviation and non-aviation media. On the other hand, most leaders of these companies do admit that Icon’s media juggernaut also brings attention to LSA seaplanes in general. With that in mind, are you ready for one that might out-WOW the A5? You cannot ride a Wave today, but 2017 may be the breakout year for this impressively-configured LSA seaplane entry from New Zealand. Indeed, principal, Paul Vickers — the namesake of Vickers Aircraft — wrote at the end of 2016, “Great strides have been made in the past months here at Vickers. We may have appeared quiet, but we have been very busy preparing for 2017, which will prove to be an incredible year.” Any company making a product as advanced as A5 or Wave requires two ingredients never in sufficient supply, it seems: Time and money. Reams have been written about Icon’s ambitious fundraising and the other developing LSA seaplanes just referenced have also been active in the finance arena. Vickers was working hard at this 18 months ago, but found solid financial support a while back. This allows the  company the ability to concentrate all its energies on finalizing the aircraft. Paul confirmed this impression when he wrote, “We have secured funding from the USA that will allow us to expand our operations.” He continued, “New machinery for carbon fiber part production and larger premises will streamline our processes.” He noted that additional staff was hired to fill key roles to ensure smooth production and timely deliveries. “I traveled to various U.S. states in 2016 to personally meet with potential investors and found the ideal partner in Florida,” said Paul. “Our new partner brings not only a vast wealth of aviaDan Johnson, president of the Light Aircraft Manufacturers Association, is an expert on LSA. For more on Sport Pilot/LSA, go to

tion knowledge, but incredible American business experience which will ensure a strong and responsible Vickers brand in the USA.” With adequate funds in place, Vickers is charging ahead. You are reading it first here that Vickers recently moved into what it calls its  “Stage 1 production facility,” located at Hamilton Airport in New Zealand. This first stage of three will enable Vickers to produce 30 to 40 aircraft a year, Paul said. “In this new temperature-controlled environment, production carbon fiber parts are being prepared in accordance with manufacturing procedures that have been finely tuned over years of development,” he explained. “It has always been of extreme importance to maintain control, quality, and cost over all components for the Wave. This has allowed for a modest investment and will result in an actual aircraft that will be both deliverable and affordable provided by an aircraft company that is sustainable.” “We have been developing the processes to produce conforming production components and we are very close to beginning structural testing on production sub-assemblies, such as the wing carry thru and rear empennage.” TenCate Advanced Composites USA has joined Vickers as a strategic partner to supply carbon fiber materials for Wave. “TenCate is pleased to support VickWAVE | See Page 25

The Zund carbon fiber cutting center.

February 9, 2017

February 9, 2017 —


Testing the Lightspeed Tango Plus, it looks like what an aviation head set ought to look like. By comparison, the $800 Tango looks a little more like something a DJ in a trendy nightclub would wear. It’s a bit overly modern for my taste, all plastic and no metal, decked out in several shades of soft greys and silver. The earphones are large and bulky. The mike boom is an infinitely adjustable soft cable that reminds me of the necks of the Martian War Machines in the 1953 classic “War of the Worlds.” I found the Tango to be light on top of the head, although initially bulky over the ears. On the first long cross-country I took wearing one, my ears felt uncomfortably warm, but I guess I’ve gotten used to them, as they don’t bother me anymore. The earphones stick out from my head quite a bit farther than my old set, and still after nearly two months of use, I sometimes smack the left earpiece on my canopy or the right earpiece on my copilot’s headset.

By WILLIAM E. DUBOIS Lightspeed Aviation loaned our Air Racer in Residence two pairs of its new wireless Tango headsets for a two-month, multi-race no-strings-attached field trial. Here’s his report on what it’s really like to use this first-of-its-kind wireless headset system in the cockpit: Something’s wrong with my engine. The tach is strong. Oil pressure good. The airspeed is coming up nicely as we barrel down the runway. But the engine doesn’t sound healthy. Instead of the throaty roar I’m used to, my engine sounds like a frickin’ weed whacker. My fingers dance on the throttle as I debate aborting the takeoff. But I know it’s just the headset. And sure enough, the plane lifts nimbly off the ground and soars, rather silently, into the sky. I turn to my copilot and say, “Well, that was weird.” It was my maiden flight with the latest cockpit wonder: Tango, the wireless, Active Noise Reduction (ANR) headset from Lightspeed Aviation. The Tango is a two-part system made up of a wireless ANR headset and a somewhat bulky device called a panel interface. Coming prominently out of one end of the panel interface are… uh… wires. So let’s be honest. It really isn’t a wireless system. Instead, what Lightspeed has done is cut the cable from the headset to the panel that has tied generations of pilots to their planes, increasing freedom of movement inside the cockpit, and for many, making getting in and out of the cramped general aviation cockpit easier, and perhaps safer, with no entangling wires. Just how did they do it?

A new kind of wireless

It’s not Bluetooth and it’s not WiFi. I spoke with Lightspeed Executive VP of Sales and Marketing Teresa De Mers at AirVenture 2016, and she told me that the company had some unexpected chalWilliam E. Dubois is an aviation writer, world speed record holder, and National Champion air racer. He teaches Rusty Pilot seminars for AOPA and blogs his personal flying adventures at

WAVE | From Page 24 ers Aircraft with carbon fiber epoxy prepreg and ancillary composite materials for the development and production of their Light-Sport Aircraft,” said David Clarke, CEO of TenCate. “We look forward to their successful introduction of this unique aircraft platform.” “Working with TenCate’s superior products will enable us to produce an aircraft which will be of the highest quality,

Meet the dongle

lenges in developing a wireless headset. Bluetooth wouldn’t work, because while it’s great for moving digital data, it’s a poor technology for voice communication in an aviation headset where you hear what you are saying while you speak. Apparently in this setting, Bluetooth introduces a maddening lag between speaking and hearing your own voice in the headset. WiFi had similar issues that made it equally unsuitable. In the end, the company developed something it describes as being a hybrid of analog and digital technologies. An analog signal carries the pilot’s voice to

the intercom, while a digital signal returns sound to the headset. I guess you could say it’s analog “down” and digital “up.”

yet help keep weight within LSA specifications,” noted Paul. “TenCate is a leader in the aerospace composite industry and having them work with us to bring our aircraft to market will help make Wave exceptional.” Most readers know that carbon fiber is wonderful to combine strength with low weight, but preparing the material for use on aircraft is an exacting effort. “We have now acquired a critical part of our production process, a Zund car-

bon fiber cutting center,” said Paul. “The Zund cutting machine can cut carbon fiber at an astonishing three feet per second, ink mark part numbers and bar codes to integrate individual pieces of carbon fiber into our inventory system to ensure full traceability and correct placement during laminating.” He added that the Zund cutter has the capacity to produce parts for more than 100 aircraft a year. “We looked globally at other industry

Fit and finish

Disclaimer: For the last several years I’ve been flying with a passive Sigtronics Model S-20 and have no complaints about it. I felt it cut the racket from my engine nicely, but left me aware of its health. I found the gel-filled ear cups comfortable even on 10-hour flying days, although by day’s end it was heavy on the top of my head.

Officially called the Panel Interface, the thick, 8-inch-long dongle-like controller is the part of the system that plugs into the plane, and is the command and control device that lets the wireless headset communicate with the aircraft’s audio system. The dongle does have wires and, depending on the model, plugs into either a pair of traditional headset jacks or into a LEMO connector. I had originally thought I could just Velcro it up under the panel somewhere and be done with it, but, like the headset, the version of the dongle I tested needs to be recharged daily. It also has a power-on button and the Bluetooth controls. Lightspeed provides a clip that can attach the dongle to a map pocket on the side of the plane and this worked great for my copilots, but the map pocket didn’t work for me. I repeatedly turned off the dongle by bumping it with my knee, shutting the system down in flight. I never developed a solution that fully worked, but just generally dropped the damn thing on the floor, a far from perfect solution, but I still found it to be an improvement in cockpit clutter over a traditional corded headset. TANGO | See Page 26 leaders and concluded that Zund was a standout within composite manufacturing companies,” reported Darryn Todd, VP of composites for Vickers. Along with fresh funding, Vickers has also appointed an American distributor. “We are very pleased to have such strong support from the USA,” exclaimed Paul. “We are equally excited to have appointed a U.S. distributor in Florida, the ideal location for Vickers Aircraft USA.”


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Tango, which was first released in November 2015, Lightspeed has recently come out with a new version of the LEMO dongle that is powered off the ship’s panel, which now allows it to charge a spare battery for the headset while in flight. But what happens if the batteries were to fail in flight? Well, Lightspeed spent a lot of time thinking about that and it has a Plan A, Plan B, Plan C, Plan D….

TANGO | From Page 25

In the cockpit

Getting into every airplane is different, and some would argue always difficult. In our case, our canopy slides down into the belly of the plane and you step from the wing up over the high fuselage wall and down onto the seat, then slide down deep into the cockpit. It’s not unlike wriggling into a tightfitting pair of blue jeans. And like many airplanes in the GA fleet, our cockpit is cozy. So a tangle of wires like jungle vines has caused no shortage of near injuries to me and my copilots over the years. On a cross-country with a copilot and luggage, our range is only about 200 miles, so we’re stopping for gas every two hours. There’s a lot of getting in and out of those tight jeans on any flight. The idea of a cordless cockpit was enticing, to say the least, and it lived up to its promise. And in flight, the ability to twist and turn my head and torso in any direction without the tug of a cable is wonderful beyond describing — not to mention the lack of shoulder belt entanglements. Setting up the Tango at the beginning of a flight is easy. You simply plug the dongle-looking panel interface into your twin headset jacks and press the on button. Next, press the on button on the back of the left earpiece. The light turns green, and you’re good to go. Volume control is on the right earphone (although the mike boom can be swung 180° to be worn on the right or the left) and is a large rocker switch that makes volume adjustment a snap. Even after years of use, with my old headset I often spun the volume control knob in the wrong direction. Our plane happens to be set up for mono audio. A simple switch inside the dongle sets the Tango up into a monofriendly mode where audio signals are split between the earphones. This is a wonderful design, as I’ve used other high-end stereo headsets in which one earphone was silent and all sound came in the other side, which will drive you crazy in short order. This ability to quickly switch back and forth between mono and stereo with one set of headsets would be handy for pilots who rent a variety of aircraft. But even in mono mode, the Tango maintains stereo for streaming Bluetooth music. Well, at least for one member of a flight crew. We were unable to convince any of our iPhones to link to the two headsets at the same time. Likewise, one headset could be used for making phone calls in flight, a delightful new experience for me. Overall, I found the audio quality to be excellent with the possible exception of the fact that my own voice on the intercom sounded a bit like I was trapped at the bottom of a beer can. That said, I’ve gotten totally used to it.

February 9, 2017

Backup plans

The Tango fits all size heads and is earring friendly.

Care and feeding

One thing that took longer to get used to was having to recharge the headsets. Depending on where we spent the night in our travels to the races, we often left our old headsets in the plane, tucked up deep in the footwell out of sight. This is not an option with the Tangos, as they need to be charged each night. The charging itself is simple enough. Each headset comes with a pair of USB cables and a two-jack wall adapter. There’s a pouch in the headset case that holds the wires and adaptor. In the configuration I tested, both the headset and the dongle have separate batteries that need to be charged. The dongle has a charging port on the side accessible through its protective case. The first generation of Tango headsets required the user to open the battery door to charge the headset’s battery. Although apparently aggressively drop-tested, this door appears flimsy and Lightspeed paid attention to customer feedback and added a rubber flap over the charging port so the battery can be recharged without open-

ing the compartment. This innovation was introduced this summer and the review samples I used had the modification. Lightspeed will upgrade existing sets for $45 for early adopters who want the new access port. Lightspeed describes the new battery flap on its website as, “A durable and attractive rubber cover protects the jack.” Personally I’ve found that the flap closes poorly, sort of hanging open most of the time, which would be hard to justify as “attractive,” but it’s certainly durable. And convenient. I generally charged the headset by using the rubber flap. Once plugged in for charging, both devices display an orange charging lamp that turns green when the batteries are full. The batteries are lithium ion batteries, so there’s no worry about the batteries developing a “memory” from repeated charging. The two devices use identical batteries, so they are interchangeable (or one spare can power either half of the system). The company says a two-hour charge gives you 12 hours use. Continuing the rapid evolution of the

We all know that crap happens, and the Tango was engineered with this in mind. Both the headset and the panel interface dongle “know” when they are in use by monitoring noise levels, so if you forget to turn them off at a fuel or bathroom stop, both devices will shut down to preserve battery life. The batteries themselves are fast chargers  —  a 30 minute charge at a  fuel stop can get you back up to 75% battery. Lightspeed advises pilots to carry a spare battery, but it’s also possible to charge the batteries while the system is in use from either a cockpit power source or “juice box.” I did carry a spare battery on my first few flights, but I’ve yet to experience a low battery myself. I’m told the headset will warn you (by beeping at you) when you have only three hours of juice left. As it gets lower it’s supposed to get more frantic in its warnings. And if all else fails, the final, last-ditch backup system is a thin audio cable stored in a secret compartment in the dongle. It’s possible to tether your wireless headset to the interface dongle, and presto, instant traditional passive headset. I decided to test this feature. In flight, I pulled the battery out of my headset, unwound the emergency cable, and plugged it in. Sure enough, it worked. Sort of. In emergency mode there’s no active noise reduction, and the Tango is one crappy passive headset. It was LOUD in the airplane. But the intercom and radio still functioned, and it’s nice to know that if everything really went wrong you could still communicate.

Family Friendly

I’ve been using two Tangos in our plane, as it’s a two-seat aircraft, but it’s possible to have up to six Tangos dancing a tango with each other. Inside both the headset and the dongle are small channel select dials. Each headset simply needs to match its dongle for six-way communication. To keep track of which headset goes with which dongle, Lightspeed provides six color “chips” that are snapped into both the headset and its paired dongle for quick identification. The colors? Black, blue, green, orange, red, and yellow.

Speaking of family…

My copilot Tango was test flown by my buddy Lisa, my wife Deb, my student pilot son Rio, and my mom. All reported

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Our old headsets often simply slipped off her head during flight. She much preferred the Tango, as it stayed in place on her head. She found the audio quality super and the noise reduction far superior. Having gotten herself hopelessly tangled in headset cords numerous times, she was a big fan of the near wireless nature of the system. She also liked the fact that the headsets were earring friendly. Rio didn’t care for the audio quality quite as much as other ANR headsets he’s flown with during his training, especially the intercom feedback of his own voice, which sounded flat and tinny to him. I find this true, too, but all other incoming sound is excellent: Your partner in the plane, the radio transmissions, and phone

After a little over six weeks of using the Tango exclusively in three air races, one fly-in, and 32 hours of cross country, I switched in mid-flight back to my old headset. I expected a big difference, but to my surprise — at first — there wasn’t really that much of a change. Sure, the engine was a little throatier, but not oppressively loud. But after 30 minutes of wearing my traditional passive system that I’ve worn for more than 300 hours with no complaint, I had a headache. I switched back to the Tango again. The dull throaty roar of my engine diminished to an odd whack-whack-whack that was disconcertedly impotent, but my headache went away. Like all devices, the Tango has both negative and positive aspects. On the bad side of the ledger is the somewhat tinny quality to your own voice on the intercom, which even Lightspeed admits is a compromise to make the wireless feature a reality, and is of lower quality than its corded sets. I was also mildly annoyed that I couldn’t stream music to two headsets via the Bluetooth. I can still plug my phone into the audio panel of the plane, but here we go with wires again, and then my music is in mono. It pisses me off that the carry handle on an otherwise brilliantly designed and easy-to-use carrying case is too small and I find my fingers chafe against the case when carrying it. And speaking of size, I find the “dongle” rather large and heavy. I wish it could

have been downsized. And of course, I also wish the headphones were sleeker. I have a big (not swelled) head, and the Tango makes it feel larger. My only other bitch would be the crummy, poorly-written user’s manual. It’s really bad. On the plus side, never in the history of aviation has there been a simpler headset to put away at the end of a flight. No wrapping of wires. Simply fold the mike boom flat and slide the headset into its case. Really, one of my favorite things about the Tango is taking it in and out of its case. Ironically, from a linguistic perspective, the Tango is the only headset you don’t have to do a dance with before and after use. That in itself is almost reason enough to switch. But there’s more. It’s a comfortable headset you can wear for hours and hours. And I like the easy volume control. I appreciated the fact that the Tango is easy to use with mono or stereo ships, changing with a simple slide switch inside the dongle. When used with mono systems, Bluetooth music streams into the headsets in stereo, a nice touch for musicloving pilots with older audio systems in their planes. And novel to me, but not unique to modern aviation headsets, I loved being able to use my cell phone in flight. But of course the killer feature is the freedom from excessive cables, which is beyond wonderful, both in flight and during entry or egress from the plane. Do the pluses outweigh the minuses? Frankly, I’m sorry to see them go, but I need to ship the review units back to Lightspeed. As soon as I get back from the post office I’m going online to buy a pair of my own. I liked them that much.

Duford. “Work is underway to showcase the aircraft in the WWII Gallery, and the surrounding exhibit will include interactive displays, rare archival film footage and many personal artifacts which have

never been seen before by our visitors.” Visitors can currently see the Memphis Belle as it undergoes the final stages of restoration by participating in the museum’s Behind the Scenes Tours, which are

offered nearly every Friday (some exceptions). More information and registration for those tours is available at the museum’s website.

and music. Rio was especially fond of the mike boom, which he found much easier to adjust than our old metal ball and joint model.


A hidden audio cable plugs into the airplane in the event of a dead battery.

Color chips tell you which dongle goes with each headset. preferring the Tango over the Sigtronics we had been using. Of note, you couldn’t find a group of people with a greater variety of head sizes. Lisa, in particular, has a very small head. MEMPHIS BELLE | From Page 19 crews, maintainers, and others supporting the bomber mission, whose service and sacrifice helped win World War II,” said


Volunteer Beverly Smith walks visitors through the Behind the Scenes Tour.

The crew of the “Memphis Belle” after their 25th mission.


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Accident Reports These February 2015 accident reports are provided by the National Transportation Safety Board. Published as an educational tool, they are intended to help pilots learn from the misfortunes of others.

Cessna 206 overruns runway

The pilot made an approach for landing at the airport in Kernville, California. According to airport personnel, the wind was about 170 at 25 knots, creating a tailwind. During the landing, the Cessna U206-G bounced and touched down further than normal. It overran the departure end of the runway onto rough terrain, and nosed over. The plane sustained substantial damage to the wings and fuselage. Probable cause: The pilot’s inadequate flare and failure to maintain airplane control during the landing with a tailwind which resulted in a bounce, long landing, and subsequent runway excursion.

Pilot inadvertently retracts landing gear while landing

According to both the flight instructor and the pilot undergoing instruction, during the landing rollout at the airport in Phoenix, the pilot undergoing instruction inadvertently retracted the landing gear. The landing gear handle was immediately selected to down, however they felt the Piper PA-28R-201 sink to the left. The plane sustained structural damage to the left wing, stabilator, and empennage. Probable cause: The inadvertent retraction of the landing gear during the landing rollout.

Lack of oil leads to engine failure

The pilot reported that, during climbout on the return leg of an out-and-back flight, he noticed the engine hesitate for one or two  seconds and then recover to normal operation. He  continued climbing the Piper PA-28R  and proceeded toward his home airport. While approaching the airport, the engine made abnormal noises, followed by a total loss of power. The pilot then executed a forced landing into a field near Frankenmuth, Michigan. Post-accident examinations of the engine revealed that it had a very low quantity of oil, however no visible evidence of oil loss or indication of excess oil consumption was found. A teardown examination of the engine revealed that all four piston connecting rods had failed. The failure signatures were consistent with a lack of lubrication. Based on the evidence, it is likely that the engine failed due to a lack of oil lubrication, however the reason for the lack of oil could not be determined. Probable cause: The failure of the engine due to a lack of oil lubrication for reasons that could not be determined.

Jammed rudder contributes­ to Zodiac CH-650 crash

The pilot had recently purchased the Zodiac CH-650, an experimental amateur-built airplane. He was flying with a flight instructor to gain flight experience in the airplane. He made a normal left hand pattern and approach to the runway at the airport in Greeley, Colorado. During the flare, he attempted to maneuver the airplane to the right using aileron and right rudder inputs. He said the rudder would not move and he focused on the rudder problem. The airplane rolled out on the runway in a “sideways motion,” the nose landing gear collapsed, and the plane came to rest nose down on the runway. After exiting the airplane, the pilot and instructor observed an auxiliary electrical plug had lodged behind the right rudder pedal and had jammed it. The flight instructor’s safety recommendation, in part, stated, “This could have been prevented by stowing all movable items before and during flight to keep them away from the flight controls.” Probable cause: The pilot was unable to maintain directional control during the landing due to the foreign object that lodged behind the rudder.

Piper ground loops during landing practice

The pilot was practicing touch-andgo takeoffs and landings at the airport in Camarillo, California. During the second landing he failed to maintain directional control. The Piper PA-18 subsequently departed the side of the runway, and ground looped, which resulted in substantial damage to the left wing and left lift strut. Probable cause: The pilot’s failure to maintain directional control during the landing roll.

Landing gear collapses

The pilot reported that he executed a normal approach for landing at the airport in Chicago. During the approach, he lowered the Piper PA-31’s landing gear and verified the extended position by checking the landing gear position indicators in the cockpit. Upon touchdown on the runway, the nose landing gear collapsed, and then the right main landing gear collapsed. The airplane then exited the runway and came to rest upright. The right wing sustained substantial damage. An examination of the landing gear system revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Probable cause: The collapse of the nose and right main landing gears during

landing for reasons that could not be determined.

Balloon ride ends with broken leg

The pilot determined that the wind was faster than anticipated at the landing location near Bernalillo, N.M. He maneuvered the Cameron Z90 balloon for a landing in an open field, the gondola landed hard, and fell onto its side. One passenger sustained a broken leg, but the balloon sustained no damage. Probable cause: The pilot’s failure to maintain the descent rate, resulting in abnormal runway/ground contact.

Student loses control of 172 during landing

The flight instructor and student pilot were practicing landings to a full stop at the airport in Kankakee, Ill. During the sixth landing, the student overcontrolled the Cessna 172 during the landing flare. The flight instructor attempted to correct the flight control inputs, however he was unable to overcome the strength of the student pilot on the flight controls. The airplane hit a bank of snow on the left side of the runway and nosed over. The left wing and fuselage were substantially damaged. Probable cause: The student pilot’s improper flight control inputs, resulting in the loss of control during the landing flare.

Crosswind landing goes awry

The Piper PA-46 veered off the left side of the runway in Akron, Ohio, during landing with a left gusting crosswind. The maximum demonstrated crosswind velocity for the airplane was 17 knots. The pilot said he applied right rudder and left aileron control inputs for the landing. The left main landing gear touched down first and when the right main landing gear contacted the runway, a gust of wind lifted the left wing, resulting in a loss of directional control. The airplane veered off the left side of the runway and into a grass area adjacent to the runway, where the nose landing gear collapsed. The airplane sustained substantial damage to the engine firewall. The pilot and passenger were uninjured. Probable cause: The pilot’s failure to maintain directional control during a crosswind landing in gusting crosswind conditions.

Failure to use checklist ends badly

The pilot stated that prior to entering the traffic pattern at the airport in The

February 9, 2017

Dalles, Oregon, he did not visually verify or confirm that the landing gear positioning lights indicated that the gear was extended and locked. After turning onto the base leg he deployed full flaps and conducted a memorized pre-landing checklist, however he stated that he was unsure if he verified that the gear was extended. The Cessna T210-L subsequently touched down with the landing gear retracted, substantially damaging the lower fuselage. Probable cause: The pilot’s failure to extend the landing gear prior to touch down. Contributing to the accident was the pilot’s failure to utilize the pre-landing checklist.

Sightseeing flight ends in forced landing

The pilot reported that while conducting a low-level sightseeing flight near Garfield, Washington, he inadvertently collided with an unmarked power line with the Piper PA-28’s left wing. He subsequently made a precautionary landing in a field without further incident. A post-accident examination revealed substantial damage to the left wing. Probable cause: The pilot did not maintain clearance from a power line while maneuvering at a low altitude.

Crosswind contributes to Cessna 185’s ground loop

The pilot reported that immediately after touchdown at the airport in Carson City, California, he felt a very strong crosswind from the left that kicked the Cessna 185’s tail to the right. He then added full right rudder and full power in an attempt to go around, however, the torque and P-factor, combined with the wind gust, pulled the right wing to the ground. The pilot subsequently reduced power and aborted the takeoff. With the right wing still in contact with the ground, the airplane rolled off the runway into some soft mud, which resulted in it spinning around onto its nose, followed by the left wing contacting the ground. The airplane came to rest on its nose and left wing. The airplane sustained substantial damage to the fuselage, both wings and associated ailerons, and both elevators. Probable cause: The pilot’s failure to maintain directional control during landing with a crosswind, which resulted in a ground loop.

Twin Otters crash on runway

A deHavilland DHC-6 Twin Otter hit another Twin Otter on the runway at Sebastian, Florida. The pilot of the first Twin Otter  re-

February 9, 2017 —  Buyer’s Guide Marketplace —


Accident Reports ported that, once she started the engines, the airplane rolled forward and to the left 180° because the steering-tiller had been positioned sharply to the left when the airplane was last parked. She added that, when she applied the brakes, there was no response, and the airplane subsequently hit  the right wing of the second Twin Otter. She also noted that the hydraulic circuit breaker was open.  This would have resulted in insufficient hydraulic pressure to control the parking or pedal brakes. She added that she should have noticed that the hydraulic circuit breaker was open before she started the engines because it was part of the Before Starting Engines checklist. Probable cause: The pilot’s failure to conduct all of the required items on the Before Starting Engines checklist, which resulted in her failure to detect an open hydraulic circuit breaker and led to insufficient hydraulic pressure to operate the airplane’s brakes, her subsequent loss of airplane control, and ground collision with an airplane.

Pilot loses control of Autogryo

After departing from the airport where the pilot kept the Autogyro, he flew to his family farm near Crozet, Virginia, and landed without incident on a 1,500-foot grass polo field. Later on, during an attempted takeoff from the same field, when the gyroplane was traveling at 25 to 30 knots and was about 150 feet into the takeoff roll, the gyroplane rose to a balanced position on its main wheels, but then began to bounce up and down violently. The pilot then lost control of the gyroplane and it rolled over on its left side about 300 feet into the takeoff roll. The pilot said  there was nothing mechanically wrong with the gyroplane. He further advised that it was “pilot error” and that he had “over advanced” the blades by pushing the control stick too far forward and that the blades were not yet at speed (too low a rotor rpm) when he did it. The pilot was not injured, but the gyroplane incurred damage to the rotor blades, the pusher propeller, the horizontal stabilizer, the vertical stabilizer, the rudder, the engine cowling, and the wheel pants. Probable cause: The pilot’s improper control inputs, which resulted in a loss of control and rollover during the takeoff roll.

Extreme turbulence bends B300

The pilot reported that while in a descent from 16,000 feet, at 1,500 feet per minute, slowing from 190 knots indicated

airspeed to 160 knots, the Raytheon Aircraft Co. B300 encountered extreme turbulence. He reported one hard jolt up/down, followed by about 15 seconds of light turbulence, then one final hard jolt similar to the first. The weather in the area of  Mammoth Lakes, California, was visual conditions and no turbulence was encountered prior to or after the event. A postflight examination revealed that the extreme turbulence resulted in substantial structural damage to both wing spars. Probable cause: The airplane encountered extreme turbulence during descent.

Student plows 152 into snow bank

According to the student pilot, he was performing takeoffs and landings in the local traffic pattern at the airport in Shirley, N.Y. While on short final, he flared too high, the Cessna 152 stalled, then landed hard and bounced. He attempted a go-around, however the plane veered to the left and hit a snow bank. An FAA inspector reported that the left wing and engine firewall sustained substantial damage. The pilot reported that there were no mechanical problems with the airplane at the time of the accident. Probable cause: The student pilot’s initiation of the flare while too high above the runway, resulting in an aerodynamic stall, hard landing, and loss of directional control.

Fuel exhaustion brings down Piper

According to the flight instructor and the pilot-rated student, both believed the Piper PA 18-150 had been fueled at the time it was pulled out of the hangar by line personnel, and they both observed a fuel truck parked near the airplane prior to the flight. The student had performed the preflight inspection, during which he interpreted the fuel sight gauges as indicating full fuel, however he did not visually check the fuel in the tanks. When the instructor arrived at the airplane, he asked the student how much fuel was on board and the student said the tanks were full. The flight departed from Lynchburg, Virginia, and made several takeoffs and landings at a nearby airport. About an  hour into the flight, as the plane was 1,000 feet above ground level, the engine lost all power. As the instructor began a turn toward a nearby pasture, the engine started produc-

ing power again and the instructor chose to continue the turn, heading toward the nearest airport. The engine then lost all power again. No longer able to glide to the nearby pasture, the instructor flew the airplane straight ahead and let it settle into the trees. The airplane struck the trees and terrain and came to rest inverted near Brookneal, Virginia. Examination of the wreckage by an FAA inspector revealed substantial damage to the wings and fuselage. The inspector recovered about one pint of fuel from each fuel tank. After the accident, the flight school held safety briefings with its instructors, faculty, and students. These briefings included discussion of the circumstances of the accident, and the implementation of policy changes related to pre- and post-flight responsibilities of students and instructors, new fuel level measuring procedures, and dispatch records of fuel status. These changes were applied to all airplane types and operations at the school, and were subsequently written in the Flight Operations Manual. Probable cause: The flight instructor and pilot-rated student’s inadequate preflight inspection, which resulted in a total loss of engine power due to fuel exhaustion.

Gusting winds surprise pilot

The pilot reported that he was landing the Piper PA-32 at the airport in Valdosta, Georgia, in turbulent conditions with gusting wind. During the landing flare, the plane encountered an updraft, followed immediately by a downdraft. The plane subsequently hit the runway and the nose landing gear collapsed, resulting in substantial damage to the engine firewall. Review of archived weather information for the airport about the time of the accident revealed variable wind at 9 knots with gusts to 19 knots. Probable cause: The pilot’s failure to compensate for gusty wind conditions during the landing flare, which resulted in a hard landing and subsequent nose landing gear collapse.

Slush-covered windshield contributes to accident

The pilot reported that, after the cargo was loaded onto the Beech 58 for the

night flight, he performed a contamination check, and the airplane was free of contamination. After performing the run-up checks, he activated the anti-ice systems and taxied onto the runway at the airport in Denver. He noted that air traffic control had reported about an hour before the accident that about 1/2 inch of wet snow had accumulated on the runway and that the runway surface was unplowed and “slushy.” He started the takeoff roll and, as the airplane rotated, slush from the runway hit the windshield, and the pilot lost all forward visibility. Once airborne, the airplane drifted left, and the pilot attempted to abort the takeoff. He reported that he “had difficulty maintaining directional control” and that he tried to land the airplane back on the runway, but it hit the side of the runway and struck a runway light. Once the airplane was stopped on the runway, he taxied it back to the hangar. An examination of the airplane revealed that the right wing sustained substantial damage. Probable cause: The pilot’s failure to maintain airplane control during a rejected takeoff from a slush-covered runway at night.

Helicopter brought down when main drive belt fails

The pilot reported that while in cruise flight, the engine rpm of the Rotorway Executive 162F helicopter suddenly increased to the point where the rev limiter activated. At this point the helicopter was about 700 feet above ground level and the pilot performed an autorotation to a baseball field in Plymouth, Indiana. During the forced landing, the helicopter sustained substantial damage to its fuse­lage. Subsequent examination of the helicopter revealed that the main drive belt that transmitted engine power to the rotor system had failed. Probable cause: The failure of the main drive belt, resulting in a forced landing.

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New Products New combinations added to pivot head wrench line

New edition of ‘Lesson Plans to Train Like You Fly’ released

BONDHUS has added new set combinations to its line of Hex•Pro Hex and TORX tip pivot head wrenches. Tools are now available in boxes or clamshell packaging, with or without storage pouches. The tools have a matte chrome finish to prevent corrosion. They also have long handles to provide extra reach, while the pivoting head can be used at any angle, allowing access to fastener heads in hardto-reach locations, according to company officials. Individual tools are available in inch (1/8”-3/8”), metric (3mm-10mm) and TORX (T15-T55) tip sizes.

Now available is the second edition of “Lesson Plans to Train Like You Fly” by author Arlynn McMahon. McMahon presents lesson plans for flight instructors in the form of scenariobased “maneuver briefings.” A resource for active instructors, the lesson plans are also helpful to CFI applicants preparing their own materials, officials with ASA note. Lesson Plans can also be used as a companion book for flight instructors who are following the principles of scenario-based training taught in Arlynn’s first book, “Train Like You Fly: A Flight

Now available exclusively from Sporty’s are Faro Stealth Headsets. Pilots have a choice of either an active or passive noise reduction headset. With either choice, the headsets feature music input with an aux input jack, and double thick ear seals. An adjustable microphone boom is reversible and features a noise-canceling electret microphone, Sporty’s officials note. The Faro Stealth Passive Headset is available exclusively from Sporty’s for $199.95, and the Faro Stealth ANR Headset is available for $399.95.

CPS has unveiled the Spring 2017 Class Schedule for a variety of course offerings: The Rotax 2 Stroke Service Course is for technicians wanting to rebuild or maintain all water-cooled and air-cooled 2-stroke Rotax aircraft engines. Emphasis is on students being able to perform a complete engine rebuild with failure analysis and a focus on preventative maintenance. The course will be held March 6-7, 2017. The Rotax 912/914 Service Class is for technicians wanting to Service 912 series engines or owners wanting to do their own scheduled maintenance. This course will give any A&P or LSA Repairman certificate holder the credentials to perform all scheduled maintenance and Level #1 troubleshooting procedures. This class will be held March 8-9, 2017. The Rotax 912/914 Maintenance Class is for technicians wanting to perform more in-depth maintenance tasks on 912 series

Instructor’s Guide to Scenario-Based Training.” The second edition is designed to work in complement with any syllabus and has been updated to reflect the FAA Airman Certification Standards (ACS) and Practical Test Standards (PTS). The book is available in softcover for $19.95 or as an eBook for $14.95. introduces Flying is Freedom line Faro Stealth Headsets exclusively from Sporty’s

CPS unveils Rotax class schedule

February 9, 2017

engines. The class focuses on troubleshooting faults, removing major components for shipment to heavy maintenance rated technicians, and reassembly. This class will be held March 10-11, 2017. The Rotax 2 Stroke and 912/914 Renewal Course is for current iRMT license holders. The renewal program will cover all new materials released within the past 24 months. This is the most inexpensive and informative way to get a 24-month extension on your current certification. The course will be held March 12, 2017. The Rotax 912/914 Heavy Maintenance Class is designed with professional mechanics looking to make a living as a Rotax repair technician. The class covers a complete field level teardown, inspection, and reassembly. The class will be held on March 13-15, 2017. All classes will be held in the company’s training facility at the Chino Airport (KCNO) in California. just launched its Flying is Freedom product line. Each item in the line features a nostalgic logo of a biplane in flight. One item in the new line is a brass-fitted hardwoodboxed poker set containing two decks of playing cards, 100 chips, and five dice. The Flying is Freedom logo is stenciled in gold on top of the box, which also contains a historic photograph of a Douglas DC-3. Other offerings include a leather passport holder and magnetic luggage gift tag; a coffee mug; a wine opener; a journal and stylus pen set; and a five-piece decanter set. Also featured is the  Flying is Freedom MA-1 Flight Jacket in sizes small through 2XL. The jacket can be worn with the classic-styled cotton Flying is Freedom Ball Cap, available in Navy or Brown finish. The new products are also part of the PilotMall. com Rewards Program. Customers earn rewards points from every purchase made in the online store.

MT-Propeller awarded STC for new prop on GA8

MT-Propeller Entwicklung has received an FAA STC for the next generation 3-blade scimitar composite propeller MTV-9-B/200-58 on the GA8 and GA8 TC-320 Airvan powered by the Lycoming TIO-540 and IO-540. The installation already has an STC from EASA. According to MT-Propeller Vice President Martin Albrecht, the installation features: • Enhanced takeoff distance by approximately 5%; • Enhanced climb performance by approximately 5%; • Approximately 25 pounds less than the original 3-blade propeller; and • Enhanced cruise performance by 2 to 3 kts.

The MT-Propeller natural composite blades provide significant inside and outside noise reduction, he added. They also have no life limitation and are repairable in case of a FOD. MT-Propeller holds more than  210 STCs worldwide. More than 18,000 propeller systems with more than 65,000 blades are in service.

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February 9, 2017 —  Buyer’s Guide Marketplace —

Calendar of Events



Western United States

Feb. 12, 2017, Fullerton, CA. Fullerton Airport Antique Airplane Display Feb. 12, 2017, Burlington, WA. Sweetheart Flight & Dinner, 360-707-2838 Feb. 14, 2017, Tucson, AZ. CAP Squadron 104, 520-307-5775 Feb. 15, 2017, Lincoln, CA. EAA 1541 Membership Meeting Feb. 15, 2017, Mukilteo, WA. Historic Flight Lecture: Air Racers, 425-348-3200 Feb. 17, 2017, Concord, CA. Monthly MDPA Meeting & Dinner Feb. 18, 2017, Mesa, AZ. Falcon Wardbirds/ Impala Bob’s Monthly Cruise-In Breakfast Feb. 18, 2017, San Diego, CA. Plus One Flyers Club New Member Safety Briefing, 619-925-4100 Feb. 18, 2017, Las Cruces, NM. EAA Chapter 555 Monthly Meeting, 575-520-0451 Feb. 18, 2017, Compton, CA. EAA Chapter 96 General Meeting, 310-612-2751 Feb. 18, 2017, Napa, CA. Vintage Aircraft Display Days, 415-279-0623 Feb. 18, 2017, Renton, WA. IFR Workshop, 425-336-7445 Feb. 18-20, 2017, Mojave, CA. Ancient Valley/Pontious Classic Display Days, 661-824-2839 Feb. 19, 2017, Las Cruces, NM. EAA Chapter 555 Monthly Breakfast, 575-520-0451 Feb. 19, 2017, Napa, CA. Vintage Aircraft Display Days, 415-279-0623 Feb. 21, 2017, Fullerton, CA. FAPA Meeting/Seminar, 714-588-9346 Feb. 21, 2017, Denver, CO. IMC Club at IA, 719-581-2010 Feb. 22, 2017, Carson City, NV. Carson City Flight Civil Air Patrol Meeting, 775-546-9805 Feb. 22, 2017, Concord, CA. EAA Chapter 393 General Meeting, 925-813-5172 Feb. 25, 2017, Torrance, CA. EAA 96 Young Eagles Rally, 424-242-8771 Feb. 25, 2017, Albany, OR. Hamburgers and refreshments, 541-730-3345

South Central United States

Feb. 14, 2017, Springfield, MO. Civil Air Patrol Springfield Regional Composite Squadron, 417-849-6923 Feb. 14, 2017, Olathe, KS. Civil Air Patrol Meeting, 913-927-1317 Feb. 14, 2017, Arlington, TX. EAA Chapter 34 Meeting, 817-875-4259 Feb. 15, 2017, Fort Worth, TX. EAA Chapter 670 Social and Meeting Feb. 18, 2017, Houston, TX. Wings and Wheels Chopper Day, 713-454-1940 Feb. 18, 2017, Pine Bluff, AR. PBF EAA Breakfast Feb. 18, 2017, Fort Worth, TX. Fort Worth Flying Club Seminar Feb. 21, 2017, Springfield, MO. Civil Air Patrol Springfield Regional Composite Squadron, 417-849-6923 Feb. 21, 2017, Wichita, KS. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Feb. 22, 2017, Oklahoma City, OK. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Feb. 23, 2017, Rogers, AR. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Feb. 25, 2017, Parsons, KS. Biscuits

and Gravy Fly-In, 620-336-3440 Feb. 25, 2017, North Little Rock, AR. ORK EAA Breakfast Feb. 25, 2017, St. Louis, MO. Gateway Eagles at the SLSC Feb. 28, 2017, Springfield, MO. Civil Air Patrol Springfield Regional Composite Squadron, 417-849-6923

North Central United States

Feb. 13, 2017, Omaha, NE. EAA Chapter 80 Meeting Feb. 14, 2017, Kearney, NE. EAA Chapter 1091 Monthly Meeting Feb. 16, 2017, Plymouth, MI. EAA Chapter 113 General Meeting, 734-392-8113 Feb. 17, 2017, Hot Springs, SD. Coffee and Dessert Feb. 18, 2017, Crete, NE. EAA Chapter 569 Fly-In Breakfast Feb. 18, 2017, Peoria, IL. EAA 563 Pancake Breakfast, 309-696-1428 Feb. 18, 2017, Tea, SD. EAA Chapter 289 Fly-In Breakfast , 605-310-9984 Feb. 18, 2017, Bolingbrook, IL. Zenith 750 Cruzer Build Third Saturday of Each Month, 630-369-1562 Feb. 18, 2017, Oshkosh, WI. EAA Skiplane Fly-In Feb. 18, 2017, Antigo, WI. Wisconsin Flying Hamburger Social, EAA Chapter 75 meeting, 715-536-8828 Feb. 18, 2017, Mandan, ND. EAA Chapter 1008 Monthly Meeting, 701-391-1394 Feb. 21, 2017, Oshkosh, WI. EAA Chapter 252 IMC Club Monthly Meeting, 920-213-7672 Feb. 22, 2017, Wheeling, IL. CEPA (Chicago Executive Pilots Association) Safety Meeting, 847-498-1597 Feb. 23, 2017, Chicago/Aurora, IL. EAA Chapter 579 Feb. 24, 2017, Hot Springs, SD. Coffee and Dessert Feb. 28, 2017, Eden Prairie, MN. EAA/ IMC Club 878, 612-272-4600

North Eastern United States

Feb. 13, 2017, Richmond, VA. IMC Club, 804-564-3233 Feb. 13, 2017, Carlisle, PA. Carlisle Flying Club Monthly Meeting, 717-830-8773 Feb. 14, 2017, Fitchburg, MA. Fitchburg Pilots Association (FPA) Monthly Meeting Feb. 14, 2017, Bowling Green, KY. Civil Air Patrol Bowling Green Senior Squadron GLR-KY 057 Meeting, 270-670-0901 Feb. 15, 2017, Cincinnati, OH. Monthly Meeting of the Cincinnati Aviation Heritage Society, 513-208-8145 Feb. 15, 2017, Reading, PA. Introduction to ForeFlight, 610-288-2496 Feb. 16, 2017, Cleveland, OH. Women in Aviation, Cleveland Chapter Social Feb. 16, 2017, Columbus, OH. EAA Chapter 9 Member Meeting Feb. 18, 2017, Owls Head, ME. Maine Aviation Forum, 207-323-0616 Feb. 19, 2017, Batavia, OH. EAA Chapter 174 Meeting, 937-515-7453 Feb. 20, 2017, Columbus, OH. Civil Air Patrol Columbus Senior Squadron Meeting, 740-990-9169 Feb. 20, 2017, Portland, ME. Bald Eagle Flying Club Monthly Meeting, 207-619-0236 Feb. 20, 2017, Pittstown, NJ. EAA Chapter 643 Monthly Meeting, 908-803-8301

Feb. 20, 2017, Rochester, NY. Artisan Flying Club, 585-615-5710 Feb. 25, 2017, Franklin, VA. Old Dominion Squadron/EAA Pancake Breakfast, 757-465-1589 Feb. 25, 2017, Washington, DC. The EAA 186 17th Annual Chili Cook-Off, 248-756-8047 Feb. 26, 2017, Lumberton, NJ. All You Can Eat Pancake Breakfast at the Flying W Airport Patti Wagon Cafe, 609-265-2233 Feb. 28, 2017, Carroll, OH. Compliance Philosophy, 614-255-3014

South Eastern United States

Feb. 12, 2017, Naples, FL. EAA Pancake Breakfast Fly-In, 239-263-9121 Feb. 13, 2017, Lawrenceville, GA. Civil Air Patrol Meeting/Gwinnett Composite Squadron, 404-444-9852 Feb. 14, 2017, Chamblee, GA. Civil Air Patrol/ PDK Senior Squadron, 404-829-3732 Feb. 14, 2017, Vero Beach, FL. EAA Chapter 99 Members Meeting, 772-532-7493 Feb. 18, 2017, Conway, SC. EAA Chapter 1167 Monthly Meeting Feb. 18, 2017, Huntsville, AL. Moontown EAA 190 Pancake Breakfast Feb. 18, 2017, Dawson, GA. EAA 354 Country Breakfast, 229-435-1667 Feb. 18, 2017, Apex, NC. Chapter 1114 Meeting, 919-523-3242 Feb. 18, 2017, Geneva, FL. Cedar Knoll Fly-In Breakfast, 407-947-5777 Feb. 18, 2017, Venice, FL. Young Eagles at KVNC, 941)-71-4570 Feb. 18, 2017, Columbia, SC. EAA 242 Palmetto Sport Aviation Pancake Breakfast, 803-309-3130 Feb. 18, 2017, Winterville, NC. EAA Chapter 1423 Meeting Feb. 19, 2017, Greenville, SC. South Carolina Breakfast Club (KGMU), 803-446-0214 Feb. 20, 2017, Lebanon, TN. Lebanon Flying Club Monthly Meeting, 615-479-9991 Feb. 20, 2017, Sanford, FL. IMC Club of Orlando, 817-312-7464 Feb. 20, 2017, Jacksonville, FL. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Feb. 21, 2017, Sumter, SC. EAA Chapter 1456 Chapter Meeting Feb. 21, 2017, Melbourne, FL. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Feb. 21, 2017, Chamblee, GA. Civil Air Patrol/ PDK Senior Squadron, 404-829-3732 Feb. 22, 2017, Daytona Beach, FL. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Feb. 23-26, 2017, Naples, FL. Ford Tri-Motor Flights Feb. 23, 2017, Ocala, FL. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Feb. 25, 2017, Shelbyville, TN. EAA 1326 Fly-In Breakfast Feb. 25, 2017, Tampa, FL. EAA Chapter 175 Breakfast/Meeting, 813-770-9372 Feb. 25, 2017, Warner Robins, GA. EAA Chapter 38 Breakfast Fly-In Feb. 25, 2017, Baxley, GA. Southeast Georgia Fly-In Feb. 27, 2017, Lawrenceville, GA. Civil Air Patrol/Gwinnett Composite Squadron, 404-444-9852

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

Now get out there and FLY! Feb. 28, 2017, Oxford, NC. Private Pilot Ground School, 919-693-4300 Feb. 28, 2017, Chamblee, GA. Civil Air Patrol/ PDK Senior Squadron, 404.829.3732 Mar. 02-04, 2017, Orlando, FL. 28th Annual International Women in Aviation Conference Mar. 02-03, 2017, Vero Beach, FL. EAA Chapter 99 Ford Tri-motor Visit, 772-532-7493 Mar. 04, 2017, Burgaw, NC. EAA 297 Chapter Meeting, 910-880-5669


Feb. 12, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267 Feb. 12, 2017, Hawkesbury, ON. SkiPlane Fly-In, 613-678-0325 Feb. 13-14, 2017, Hong Kong, Kowloon. Aircraft Asset Management Seminar, 441342324353 Feb. 14, 2017, Acapulco, Acapulco Winter Fiesta Fly-In, 52-1-744-449-06 Feb. 18, 2017, Killam, AB. Coffee, 780-608-5413 Feb. 19, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267 Feb. 26, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267 Mar. 01, 2017, Pitt Meadows, BC. Aero Club General Meeting, 604-465-0446 Mar. 03, 2017, Cambridge, ON. Gyro Information Night, 519-497-9828 Mar. 04, 2017, Hawkesbury, ON. Breakfast and Meet & Greet, 819-923-6767 Mar. 04, 2017, Gatineau, QC. COPA Flight 169 Monthly Breakfast Meeting/Dejeuner Mensuel, 819-360-0706 Mar. 04, 2017, Three Hills, AB. Coffee Break, 403-443-8434

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


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FRI | FEB 24 | 8:00 – 15:00

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Jobs, education, military transition, training & networking for students, new, career & mlitary pilots. Lunch FRI and Conference admission. Register: Early Bird $35/ $45

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SAT 4 sessions SUN overview

Basic survival skills & knowledge: kits, signaling, navigation, food and water procurement as well as envirnoment protection.

SAT 9:00 – 17:30 SUN 10:00 – 16:00

122,000 sf aircraft and static displays, 350+ vendor booths, exhibits as well as over 75 hours of safety & flying presentations. Tickets at the door $5

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February 9, 2017

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February 9, 2017

call 800-253-0800 Or visit us at Sun-n-Fun or Oshkosh Financial - 7050 TITLE SEARCHES: Same day reports if called before noon CT, most searches. 800-666-1397 or 405-2328886. Visa/ MC. Aircraft Title Corp. Established 1957.

KRNO T-HANGARS, 976-2742 sqft. Monthly or multiyear leases. Move-in incentives. Google: T-Hangar Leases or call 775-328-6486. CORPORATE HANGARS for rent; Tacoma Narrows Airport, 10 minutes to Tacoma; 65'X56'; 62' door, office, bathroom $2331 month. Without office/bath $1798. 253798-2421, PEARSON FIELD VUO. T-hangars w/42'doors, pavedfloor, electrical, $300-$330. Full service airport w/instrument approach. Closest to downtown Vancouver & Portland. Contact Willy 360-487-8619, 50' x 48' Mammoth Yosemite (MMH) hangar for sale. Two story living area with hot tub, full kitchen, washer, dryer and more. Owner can carry down payment. $255,000 OBO Danny Cullen,310-714-1815, Inspections - 7340 AMATEUR BUILT/ Light Sport Aircraft AW inspection. Frank Sperandeo, DAR, function codes 46/47/48/11(UAV's)/12-(air racing, unlimited, horsepower). 479-5212609,


General Aviation News —  Classified Pages — 800.426.8538

February 9, 2017

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

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

Instruction - 7350

Insurance - 7400

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 Partnerships - 8200

Parts - 8225

TITLE SEARCHES & INSURANCE: Same day reports if called before noon CT-most searches. 800-666-1397, 405-232-8886. Visa/MC. Aircraft Title Corp. Est 1957.

The best pilot SPORTYS.COM supplies for 1.800.SPORTYS over 50 years fax: 1 (USA) 513.735.9200 phone: 1 (USA) 513.735.9000 Clermont County/Sporty’s Airport 2001 Sporty’s Drive Batavia, OH 45103-9747 USA



LEARN 1 GA News Classified.indd IN


G Complete your Initial CFI Ground School live from your home! Starts 11 May. Space limited – Enroll Now!

HANGAR SWAP: BUY/SELL AIRPLANE PARTS. The one place to find great deals and sell your unwanted parts.

Miscellaneous - 7700

Flight Training Courses • DVDs • Headsets • GPS • Radios Flight Bags • Kneeboards • Flashlights • and Much More

Polishing and Plating - 8380

TEXAS AVIATION ONLINE. All things related to Texas aviation. Parachutes - 8150 PILOT'S EMERGENCY Parachutes --hundreds of new and used rigs --military and aerobatic types. Prices from 4:28 PM $250 and up. Western Parachute Sales, Inc., 29388 SE Heiple Road, Eagle Creek, OR 97022. 503-630-5867 or fax 503-630-5868.

Complete your Private Pilot Ground School live from your home! Starts 26 January. ONLIN Space limited – Enroll Now! LEARNE IN G Recreational/Model Drone Flying Online, self-paced, interactive course $29.95 for 60-days unlimited access

Factory Directory Sales


FLORIDA SEAPLANES - High Perf/Complex Seaplane Training and Ratings. New M7-235 Maule Super Rockets and Classy G44 Grumman Widgeon. Seaplane Maintenance and Repairs.Pvt, 407-3315655. ORLANDO AREA. Insurance - 7400

I’ve got an idea!

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

Aviation Insurance Resources Best rates, Broadest coverage. All markets. Access the entire market with just one call. Toll free 877-247-7767 Parts - 8225

Parts - 8225

Got parts to sell? Need parts?

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

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

Propellers - 8400

Parts - 8225

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

Instruction-Seaplane - 7360

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


(800) 557-3188

For 70 years, Univair has been a leading supplier of quality parts and supplies for General Aviation enthusiasts and “classic” aircraft owners. Remember, we’re as close as your phone, computer or mailbox! Toll Free Sales: 1-888-433-5433 2500 Himalaya Road • Aurora, Colorado • 80011 Info Phone ................................... 303-375-8882 Fax ....................800-457-7811 or 303-375-8888 Email Website

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

WING EXTENSION Kit for S2R Thrush. NIB includes STC. Also G-164 all models. $12,500 plus 250 crating, 509733-1115.

Visit our website: NORTHWEST

Propeller Service, Inc.

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

253-770-7400 More than just UV. we offer complete Solar Control.

It’s not hoarding if your stuff is cool.


Simple. Efficient. User Friendly. Frustration Free.

Lakes Ae eat ro Gr


ducts, Inc


915 Kearsley Park Blvd Flint, MI 48503

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



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

February 9, 2017 —  Classified Pages —

Skis - 8870

Alaska - 9650

Montana - 9650


39 Washington - 9650

Discovery Trail Farm Airpark

FAA Approved Up To 3700 Lbs.

Also retractables, homebuilt & ultralight skis

Sequim, Washington

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

A neighborhood for pilots and their families


Software - 8890

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


Survival - 9000

LONGMERE LAKEFRONT, 5 min from Soldotna, 8.34 acres. Three rental homes (condo, townhome, duplex), 40x60 warehouse/hangar w/mezzanine & drive-through doors. 1000' natural sandy beach and float plane basin. Monthly income of $2450 from three rentals. Less than a mile to Sterling Hwy (main road from Anchorage to Homer). Stocked lake, great for fly-in fishing lodge to wilderness areas. Bring your PILOTS & people of vision Realty One Group,, 480-683-2000, Arizona - 9650 AWESOME VIEWS of Lake Powell and mountains. Adjacent to airport. Lovely townhome 2bd, 1.5ba, 1329sqft, 1car garage. Community pool/spa. 248-561-4140. California - 9650 LARGE, AFFORDABLE 2.5 acre lots for sale in S. Calif. on the runway: TRINITY CENTER Estate, walk to airport, 1.8 acres, 4bdrm, 2178sqft, basement used as shop, 36x36 garage, 3 roll-up doors. Pat 650-302-6866, Daren 707-822-5510.

MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. 1-acre or larger, on Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground utilities installed, paved streets, taxiway to 37S public airport. Lanny Hanson Visit: 406-526-3535, 406263-1154. Don't miss the opportunity to Live in a beautiful hunting and fishing recreational paradise! LOTS NOW SELLING $60,000. Nevada - 9650 FLYING EAGLE Airpark (77NV): Near Reno, Nevada, 15 minutes to major shopping, 40acre parcels w/taxi access to paved runways 16/34 and 7/25. Max 775-772-8049. North Carolina - 9650 AWESOME VIEWS of majestic Lake Roosevel (7 Bays Airport). 3bd/2ba, 1995sqft. Hangar.. $399,000. Tina Craig, Winderemere City Group, 509-977-2002. MLS#201617570, ( BLAKELY ISLAND, WA. Premier Airpark. Paved lighted runway. Marina. Owner access to two 70ac lakes:.Airpark Property Information: Flying Island Realty 360375-6302 RARE RESIDENTIAL HANGAR LOT! $395,000. Hangar lot on the Lynden Municipal Airport. 212' runway frontage, 20,000' for large house and hangar. Rod Blankers, Broker, 360-815-0325.

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

Florida - 9650

(815) 233-5478

FAX: (815) 233-5479


installation for:

Cessna 120 to 210F Champ Scout Citabria Decalathon Title Services - 9210 TITLE SEARCHES: Same day reports if called before noon C.T., most searches. 800-666-1397 or 405-2328886. Visa/ MC. Aircraft Title Corp. Established 1957. Video, Audio, DVD - 9400 QUAD CITY CHALLENGER VIDEO. 45 minutes of flying fun on floats, ski's, soaring and other neat stuff. Send $10 to QCU, POBox 370, Moline IL 61266-0370. Money back if not totally satisfied Also see our web site. For VISA/MC order call 309-764-3515. Real Estate/Airport Property - 9650

ORLANDO AREA Aviation-properties, hangars, hangarrentals, Some priced like bank-owned. Chandelle Properties. Ron Henderson 407-712-4071 Keller Williams/Advantage II Realty SARASOTA FL Hidden River Airpark, 2640' paved and lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives. 941-928-3009 SPRUCE CREEK FLY-IN REALTY SERVING THE SPRUCE CREEK COMMUNITY since 1985 America's Premier Fly-In & Country Club Community, Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, condo's from $139,000. Lots available. Long/ short term rentals avail. Spruce Creek Fly-In Realty, Pat & Lenny Ohlsson, 800-932-4437. Illinois - 9650 CHICAGO, IL Suburbs Residential Airpark Specialist. Get expert advice and knowledge from, Albert Miranda, managing broker, pilot & airpark resident. 10+ homes for sale in 5 different airparks from $325,000 to over 3 million. Pictures and information of available homes and airparks at or call 312-543-1220 Missouri - 9650

NEW AIRPARK: Northeast Pennsylvania, 29-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500'paved IFR approach, lighted, all services, Build Your Dream Home This Spring! “Model Home Being Built Now”. 866-924-7787 or South Carolina - 9650 NORTH of Hurricanes, SOUTH of snow 3300turf. 10mi to Myrtle Beach. 1, 5,10,acre lots Low taxes/insurance, “free DVD”. 843-602-8220. Texas - 9650

IF YOU are interested in owning a residential hangar property on the Lynden Municipal Airport, I have some options for you. Please call Rod Blankers at 360-8150325. 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.

FAIR WEATHER FIELD Aviation Community (TX42) west of Houston. Pilots - live on the runway or just hangar/ build your plane(s). 1 acre lots. Three runways: 3400' paved, 2500' grass, 2000' water. No state income tax. Temperate winters. 281-7023331,

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

Classifieds Work!

Alaska - 9650

ONCE IN A WHILE an opportunity comes along to fulfill your dreams, this is that time! Located on the West side of Mirror Lake. 30 minute commute to Anchorage. Beautiful mountain views of Bear Mountain, east facing deck, prow front home w/lots of windows. Large 3600 SQ FT hanger, in floor heat w/48x15 door. Two docks to accommodate 4 planes and paved permitted ramp to the lake. Bob Bolding, Let's Talk Real Estate, 907-230-0700

HORSE RANCH with private 2480-ft airstrip (Crown Creek- 57WA). 3000+ sq-ft custom home w/4-car garage, 35-acres fenced. Barn w/4 matted stalls. Covered riding arena w/heated tackroom. Heated hangar w/Schweiss door. Quality outbuildings. $895,000. Call Ron Matney, 509-684-1012.

DISCOVERY BAY @ Table Rock Lake. 60-miles long lake near Branson, MO. Lake and Lake-View Lots. Underground utilities, 2300' hard surface strip (MO06). Hangared lots with lake views starting at $40,000. 28' boat slips available. Lake view home and townhouse for sale. 605-366-5447. Montana - 9650 BEAUTIFUL 5-ACRE lot on Flathead Lake Skyranch OUTSTANDING PANORAMIC VIEWS in all directions. All utilities. $125,000. Possible owner-financing.,406-270-9627, email for photos: georgeshryock@

AeroVillas: LOCATION! LOCATION! LOCATION! West Houston Airport: 10,000 sqft lots--you design your perfect hangar home. 4000' runway, AWOS, full service amenities. Jet A/100LL fuel will be delivered to your hangar door. Full service Maintenance & Avionics Shops located on field. to see what AeroVillas has to offer, woody@westhoustonairport,com 281-492-2130. NORTH TEXAS PILOT'S DREAM! Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quiet seclusion only 5 minutes from shopping, restaurants and universities, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home. Several 1-acre lots available, also some homes. 940765-2382,

Upcoming Classified Deadines: Feb. 14, 5 p.m. (PST) Feb. 28, 5 p.m. (PST)

(800) 426-8538

ISEe! ADVmEaRrkTetp lac in the

Call Ben Sclair (800) 426-8538


General Aviation News —  800.426.8538

February 9, 2017

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Feb 9, 2017  

The February 9, 2017 edition of General Aviation News

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