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$2.95 • FEBRUARY 23, 2017 69TH YEAR. NO. 4

Stuart Air Show thrills crowds


Flying Gourmet Challenge P. 6 Insurance and medical reform P. 8 Don’t cry for Santa Monica P. 10 The Perfect Plane P. 14


General Aviation News —  800.426.8538

February 23, 2017

February 23, 2017

Briefing —


The SUN ’n FUN 2017 Seabird Splash-In is set for April 1-2 at Tavares Seaplane Base (FA1) in Tavares, Florida. The weekend will include contests on the water and transit to the SUN ’n FUN campus for the 43rd annual SUN ’n FUN International Fly-In & Expo on Monday, April 3. The airshow’s official opening day is Tuesday, April 4. In related news, LiveAirShowTV has once again teamed up with SUN ’n FUN to produce eight hours of live video coverage at the event from Friday, April 7, through Sunday, April 9. LiveAirShowTV produced limited coverage of the 2016 show for the demonstration of the Red Bull Air Race series. This year, LiveAirShowTV will cover each day’s full schedule, using some of the same LED wall “jumbotrons” used for the presidential inauguration and one of the same production units used by NFL Productions during Super Bowl week. Featured performers at this year’s event include the U.S. Navy Blue Angels and the French national jet team, Patrouille de France., Air Plains Services is celebrating a milestone this year: Its 40th anniversary. The company, which was founded in 1977 by Mike Kelly, produces the XP extreme performance kits for Cessna piston singles, as well as provides airframe modifications and maintenance for a variety of aircraft models. Air Plains is an FAA Certified Repair Station, a certified Cessna Service Center, owns 20 Supplemental Type Certificates, including five for engine upgrades, and

to boost participation in aviation. The memo of understanding outlines specific areas where EAA and SPA will work together, including support of mutual membership goals, collaborating on advocacy issues, and joint opportunities to promote both organizations to the public. It also encompasses EAA’s continued support of seaplane base operations during the EAA AirVenture Oshkosh fly-in.,

Photo by Alec Thigpen

Previous Splash-Ins were held at Lake Agnes next to Fantasy of Flight. its machine shop can produce more than 1,000 PMA part numbers for a variety of aircraft, company officials report. XTI has selected the Honeywell HTS900 to power the TriFan 600 prototype. Certification for the vertical takeoff and landing business aircraft is expected in 2023, according to company officials. The TriFan 600 will be built of composite materials, with fixed wings and six seats. The maximum operating ceiling is about 30,000 feet. Two turboshaft engines allow you to fly from 800 to 1,200 miles per one fuel filling, depending on the method of takeoff and payload, company officials said. XTI is planning to offer its aircraft at a price ranging from $10 million to $12 million.

The National Air Transportation Association (NATA) has launched NATAMed powered by AirDocs, a program that offers inflight medical assistance. The  program, created by Harvey Watt & Company, includes the creation and maintenance of on-board medical kits, crew medical kit training, flight planning with real-time medical and travel information for locations, and Go/No Go Assessments. Users receive inflight emergency advice, provided by flight surgeons. Post flight, the program can coordinate ground medical assets and evacuations when appropriate and incident documentation reporting will be provided to management within 24 hours of the event., The Experimental Aircraft Association (EAA) and Seaplane Pilots Association (SPA) have entered into a joint effort

General Aviation News • 69th Year, No. 4 • February 23, 2017 • © 2017, Flyer Media, Inc. • All Rights Reserved. EDITORIAL Janice Wood, Editor CONTRIBUTING WRITERS Jamie Beckett •Joseph (Jeb) Burnside Theron Burton • William E. Dubois Joni M. Fisher • Dan Johnson Jeffrey Madison •Paul McBride Amelia T. Reiheld •Tom Snow Ben Visser • Bill Walker General Aviation News accepts unsolicited editorial manuscripts and photos but is not responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. READER INFORMATION General Aviation News makes its subscription list available to other companies for their products and services. To be excluded from such offers, send a copy of your mailing label to General Aviation News, Attn: Mail Preference Service, PO Box 39099, Lakewood WA 98496.

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The Unmanned Aircraft Systems (UAS) Training Team at Avion Unmanned has launched its Online UAS Training Portal. Developed to prepare groups and individuals for the challenges they face in the operation of UAS, also known as drones, in the National Airspace System, the training portal offers self-paced remote training that includes courses in aircraft systems, aerodynamics, flight control software, weather, airspace, and more. Able Flight has awarded nine flight training scholarships to aspiring pilots from across the country. This year’s class, which will train at Purdue University and Ohio State University, includes an Army captain wounded in combat, five people who use wheelchairs due to paralysis caused by injuries, a young woman with diabetes, and a young man who is deaf. Receiving flight training scholarships are Brice Lott of Maryland, Chris Corsi of North Carolina, Melissa Allensworth of California, Zackary Kukorlo of Washington, Kathryn Brenner of Illinois, Kun-

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General Aviation News —  800.426.8538

February 23, 2017

Helicopter accidents decrease The U.S. helicopter accident rate, as well as the fatal helicopter accident rate, have fallen for the third consecutive year, according to FAA data. The overall accident rate fell to 3.19 accidents per 100,000 flight hours in 2016 compared with 3.67 accidents in 2015. The fatal accident rate fell slightly to 0.51 accidents per 100,000 flight hours in 2016 compared with 0.52 in 2015. However, the rate is down from 0.65 in 2014 and 1.02 in 2013, FAA officials point out. In raw numbers, there were 106 helicopter accidents in 2016, including 17 fatal accidents. That is a 12% decrease compared to the previous year and a 27% decrease compared to 2013, officials said. “The FAA and the helicopter industry have worked together to educate the civil

helicopter community about safe practices, to drive these improved results,” said FAA Administrator Michael Huerta. “The FAA and the industry also are taking an active role in advancing safety through new technology, collaborative policy changes and proactive outreach.” Some of the changes include: Creating a culture of safety at helicopter companies and among individual pilots; cutting the red tape to allow owners to install safety equipment through the Non-Required Safety Enhancing Equipment policy; new technology that promotes safety, such as Automatic Dependent Surveillance Broadcast (ADS-B); and a new three-day International Rotorcraft Safety conference hosted by the FAA.

BRIEFING | From Page 3

pany officials. They note that 13 of 24 recipients of the 2015 scholarships are now working in the aviation industry, including jobs at the NASA Jet Propulsion Laboratory, Scaled Composites, Delta Airlines and FedEx, as well as Los Angeles-area business jet charter operators.

ho Kim of Massachusetts, Benedict Jones of Indiana, and Captain Ferris Butler (US Army-retired) of Colorado. Receiving a Flight Training Challenge Scholarship is Steven Martinez of Wisconsin. This is the eighth consecutive year of Able Flight’s partnership with Purdue University, and the first year of its expansion to Ohio State University. Graduates of the Class of 2017 will be guests of honor when they receive their Able Flight Wings on stage at EAA AirVenture, just weeks after becoming licensed pilots. Clay Lacy Aviation has awarded scholarships totaling $10,200 to 22 students in the Aircraft Mechanic Program at Van Nuys Airport operated by the L.A. Unified School District’s North Valley Occupational Center. The scholarships help students pay for tuition, books, tools and FAA exams as they work toward careers in aircraft maintenance. The annual scholarship program is already seeing results, according to com-

Aviation Performance Solutions (APS) has launched its scholarship program for 2017. Each year, APS awards one  Professional Pilot Upset Training Course, a $4,445 value, to a pilot starting their professional aviation career. The course provides training focused on mitigating the risk of Loss of Control In-flight (LOC-I), the number one cause of fatalities in all categories of civil aviation, according to company officials. To be considered for the scholarship, a prospective recipient must be a current student or recent graduate of an aviation college or university aerospace program. The winner will be selected based on their overall GPA, flight ratings/certificates, flight experience, letters of recommendation, and a personal essay. Applications for the APS Upset Train-

Photo courtesy Fahima

ing Scholarship will be accepted through April 1, 2017. The opening reception of Women in Aviation International’s 2017 annual conference will be turned into a 100th birthday party for WASP Dawn Seymour. Accompanied by her two daughters, Dawn will attend the 28th International Women in Aviation Conference March 2-4, at Disney’s Coronado Springs Resort in Lake Buena Vista, Florida. As a Women Airforce Service Pilot (WASP), Dawn flew B-17s on training missions in Florida and New Mexico. She estimates she flew 700 hours in the B-17. The 2017 New York City Drone Film Festival, the world’s first and largest film festival dedicated to works filmed by drones, will be held March 17-19. Awards will be presented in 13 categories, including Best Narrative Film, Best News/Documentary Film, Best Extreme Sports Film, and Best Dronie, a selfie taken with a drone.

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Randy Ball of Fighter Jets, Inc. and his MiG 17F thrilled crowds at the Stuart Air Show in Florida late last year. See more photos from the show on pages 18-19. Cover Photo by Kenneth Strohm.

NOTICE: The next issue will be mailed March 9, 2017.


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February 23, 2017 —


First Migratory Bird Fly-In slated at 9I0 For pilots looking for something different, the city of Havana, Illinois, and the Recreational Aviation Foundation have come up with the first-ever Migratory Bird Fly-in and Photo Shoot. Slated for March 11, 2017, the fly-in will allow pilots to get up close to hundreds of thousands of migrating birds, according to officials. According to RAF officials, the association’s state liaisons are tasked with promoting recreational destinations unique to their areas. The Illinois liaison, Mike Purpura, found this one — along with lots of support from city officials. The airport in Havana (9I0 — that’s nine-india-zero) is a small grass airport in the Midwest with mogas and a great pilot lounge, he reports. “Havana is an old river town, rich in history,” he said. “It was a vital port on the Illinois river in bygone days. During Prohibition, Chicago gangsters would drop in to gamble and hunt ducks. Now it is home to the Emiquon Wildlife Refuge, Asian jumping carp, brick-paved streets, warm-hearted people, and good food.” According to RAF officials, Mayor Brenda Stadsholt and other city officials recognize the importance of aviation in Havana’s community and are taking steps through this one-of-a-kind event to

Pilots can see different kinds of flyers at the Migratory Bird Fly-In, where it’s not uncommon to see flocks of birds numbering in the hundreds of thousands. increase activities at the airport. Canada geese, snow geese, trumpeter swans, pelicans and ducks numbering in the hundreds of thousands are expected to be at the refuge. “This is an unforgettable North American animal migration that must be seen to be believed,” officials note. Pilots should arrive at Havana Regional Airport (9I0) by 9 a.m. They will be transported to the Emiquon Wildlife Refuge, where they will have an opportunity to photograph these birds. A wildlife biologist will explain the ecosystem that supports them, their habits, and migratory patterns.

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City officials also promise to do their best to get pilots and passengers close to the numerous species of birds that can form flocks of 100,000 to 500,000 birds. After lunch at a local restaurant, pilots will be returned to the airport for their flights home. According to RAF officials,  100LL is available at nearby fields. Mogas is available for purchase on the honor system with a check at the Havana airport.

A $20 donation to the Havana Aviation Event Fund is welcome. RAF officials advise pilots that “weather and birds are unpredictable, so dress appropriately and be prepared.” Pilots are asked to RSVP by March 5 to Write BIRDS in the subject line. You can download the Havana Safety Briefing on the RAF’s website.

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General Aviation News —  800.426.8538

February 23, 2017

Flying Gourmet Challenge launches By CHRISTINE HOWARD The airport restaurant is to general aviation what the yacht club is to sailing, or the country club is to golf — a gathering spot for friendship and conversation. It is a place for a cup of coffee, a piece of pie or a pancake breakfast with a few fellow pilots to discuss your last landing, or while planning your next cross country. That’s why, in October 2016,  a small group of aviation industry professionals looking to increase overall general aviation activity in New England launched the New England Flying Gourmet Challenge. The challenge, a joint marketing effort  between eight airport restaurants in New Hampshire, Massachusetts, and Connecticut, was kicked off with a goal to reintroduce New England pilots to the great airport restaurants in the area, while also building friendships between pilots from different airports. The challenge consists of flying to each of eight restaurants: Hangar B (CQX), The Flight Deck (EEN), Nancy’s Airfield Café (6B6), 121 Restaurant (OXC), The Airport Grille (EWB), Papps Bar & Grille (BAF), Mid-Field Café (ASH), and White Cloud (ORE). Pilots have a meal, post a picture on the challenge’s Facebook page, and get a sticker from each restaurant. Upon completion, they receive an “I Completed The Challenge!” T-shirt, as well as entry to a raffle to win tickets to the Nashua Rock’N Rib Fest 2017 on Father’s Day weekend. The Challenge was limited to off season to keep people flying year round, as summer is a popular time for aviation open houses, air shows and events, but there are  typically very few organized winter aviation activities. It was limited to eight restaurants with the theory of one a  month. The organizers wanted to keep the challenge to a level where most general aviation pilots would feel they could accomplish the task. The program has far exceeded the expectations of those involved, with more

Pilots and their families enjoy lunch at Hangar B at Chatham (CQX).

than 300 active participants from more than  60 different airports. By Dec. 23, 2016, six pilots had already completed the challenge. The Facebook page is  full of fun pictures of pilots, families and friends enjoying quality time together. Pilots also are providing great feedback on the restaurants and the airports.

Tim and Christine Howard head off for another gourmet meal as part of the Gourmet Challenge. Based on the success of the program, it is likely there will be another challenge for 2017-2018, which may include switching

out some of the restaurants to keep the program fresh and pilots engaged.

February 23, 2017 —


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General Aviation News —  800.426.8538

February 23, 2017

Insurance’s impact on medical reform By JANICE WOOD While many pilots are anxiously awaiting May 1, when third class medical reform becomes reality, others are facing a problem: Their insurance companies are requiring an FAA medical in spite of the new reforms, now called BasicMed by the FAA. Take Bill Talutis of Murchison, Texas, who said in a recent Letter to the Editor that his insurance company insists he get an FAA flight physical and medical certificate. “If I want to fly BasicMed, they simply will not insure me,” he said. “It is their prerogative, I suppose, to deny insurance regardless of the legality of my BasicMed compliance. And, of course I will seek in-

surance elsewhere. But the hype accompanying the final rule seems a little misplaced at the moment. Perhaps all these issues will sort themselves out in time. Meanwhile I am on the hunt for a better insurance carrier.” But how successful will that hunt be? According to a number of insurance agents, Bill should be able to fly under BasicMed and still be insured — in time. “This is typical when a change comes about with the FAA regs,” noted Jon Harden, president of Aviation Insurance Resources. “Usually the insurance industry takes a very conservative approach at first, as they did with the Light Sport movement and no FAA medical requirement. However after one insurance market decides to embrace the change, most

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some companies required annual medicals for older pilots flying certain aircraft, such as high performance or six-place aircraft. In other situations, insurance companies have stipulated that pilots with certain medical waivers obtain additional medical tests above and beyond those required by the FAA. “These are exceptions and do not come up very often,” he added. However, it is very likely, even with medical reform, that there will be those “rare situations where the pilot is older (an undefined term), and the aircraft is high-performance or configured with six or more seats, that the insurance company may require either an annual FAA medical or an annual Flight Review or recurrent training.” “We are, as any smart aviation insurance broker should, leaning on the insurance company underwriters to look at flight reviews and recurrent training as having more value than an FAA medical,” he noted. He added that his agency contacted all the companies that underwrite aircraft insurance for GA pilots and found that 100% of the companies support the new FAA medical reform. “They also did not anticipate any change in their underwriting approach to pilots flying owned or non-owned aircraft that will no longer require an FAA medical,” he said. “That having been said, we recommend that pilots check with their agent to make sure their insurance coverage will not be affected if they choose to fly under the new BasicMed.”,

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of the other markets tend to follow — maybe not right away, but over a short period of time.” He notes that he hasn’t seen any of the insurance markets indicate a problem accepting the new rules for BasicMed. “With that said, there are some markets that may have in their underwriting requirements that a pilot must have a valid FAA medical on certain make and model airplanes or at certain age limits or combination,” he said. “But since there is so much competition between all of the insurance companies right now — we continue to be in a very soft market, which has been great for aircraft owners — there most likely is a suitable alternative for the pilot who does not want to maintain an FAA medical. The best way to do this is to make sure you are working with an aviation insurance specialist who understands these problems and works with all of the insurance markets to make sure all options are explored.” Some pilots may need to jump through hoops as the insurance markets adapt to the new rules, echoed Bob Mackey, senior vice president of EAA Insurance Solutions administered by Falcon Insurance Agency. Older pilots, those flying certain aircraft, those living in certain geographic areas, and those with a history will find some pushback from their insurance companies, he said. He explained that insurance companies have always established their own standards when it comes to pilots and medicals. As an example, prior to BasicMed,

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February 23, 2017 —


Executive order won’t delay BasicMed By JANICE WOOD When the Trump administration put a freeze on new federal regulations, the general aviation community worried that it would delay the long-awaited third class medical reform, which is set to become effective May 1. After a few days of worry, GA advocates determined that President Donald Trump’s executive order to hold pending and new regulations for a 60-day review does not apply to BasicMed, the FAA’s new name for medical reform. The executive order is a standard operating procedure for new administrations, GA advocates note. “Such a freeze is not unprecedented when a new administration and party enters the White House, and it is intended to allow time to review regulations issued under a previous administration,” said Sean Elliott, vice president of advocacy and safety for the Experimental Aircraft Association (EAA). “As the third-class medical reform regulation is drawn directly from a law passed by Congress and signed by the president, its existence cannot be negated by Executive Order.” Officials with the Aircraft Owners and Pilots Association (AOPA) add that the executive order exempts “any regulations subject to statutory or judicial deadlines.” The FAA had a statutory deadline of early January 2017 to publish the third class medical reform final rule in the Federal Register. That limit was set in the legislation signed into law last summer. Meanwhile, the FAA is working on finalizing the checklist for the physical exam, and is also reviewing AOPA’s online aeromedical course. Under the Paperwork Reduction Act of 1995, the FAA must receive Office of Management and Budget approval of the checklist and course, but that is expected to happen in time for the May 1 effective date, AOPA officials noted. Pilots should note that they cannot operate under BasicMed until the new rules take effect on May 1, and that they must first meet certain requirements to fly under BasicMed. Pilots who have held a regular medical certificate or special issuance anytime on or after July 15, 2006, whose most recent medical was not suspended, revoked, or

withdrawn, can fly under BasicMed by getting a physical exam by a physician in accordance with a checklist that will be filled out by the pilot and the physician, and then completing AOPA’s online aeromedical course.

Pilots should take those steps in that order because upon successful competition of the aeromedical course, certain information must be transmitted to the FAA, such as the name, address, and contact information for the pilot, as well as the phy-

sician who performed the exam, the date of the examination, an authorization for the National Driver Registry check, and the pilot’s certifications acknowledging his or her fitness to fly.,,

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. 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? “Prepare for the unknown, unexpected and inconceivable — after 50 years of flying I’m still learning every time I fly.

Mark R. Baker President & CEO, AOPA

— Astronaut Gene Cernan, 1934-2017 today.


General Aviation News —  800.426.8538

February 23, 2017

Don’t cry for Santa Monica Ben Sclair Touch & Go

As I was reading coverage of the announcement that Santa Monica’s airport is to be closed on Dec. 31, 2028, I couldn’t help but shake my head. Yes, I’m sad. But reading the FAA Administrator’s comments provides a blueprint for opportunity. When commenting on the agreement, FAA Administrator Michael Huerta said, “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 aviation services.” There you have it. The head of the FAA views airports as a local land use decision. And it is. When was the last time the FAA decreed an airport be born where a shopBen Sclair is Publisher. He can be reached at

ping center stands? Or forced a community to take grant money it didn’t apply for? Some communities find their airport has more value than a host of other potential opportunities. That’s why they invest and protect. And in those cases, the FAA is more often than not a friend. I don’t believe the FAA is the enemy. At least not in this case. The City of Santa Monica — its leadership anyway — made it absolutely clear:  We don’t want the airport. And like a weary parent listening to the neverending tantrum of a child, the FAA finally caved, if for no other reason than to get a few minutes of peace and quiet. Had the city valued the airport more than a park or business option, we wouldn’t be having this discussion. So what can we do? Like a Flight Review, we should add Airport Investment Reviews to our efforts. In this case, throughout the year, via coordinated effort


Re: Theron Burton’s story, “A new pilot’s first flying vacation,” in the Jan. 26 issue: Great article man. I have wanted to learn to fly for ages, but life and other circumstances have always gotten in the way. It’s on my bucket list, though, to get my PPL before I turn 50 and do exactly what you are doing with that special someone. Stories like this and following MrAviation101 on YouTube inspire me. Keep flying and getting those endorsements. SEAN THOMPSON via I picked up General Aviation News from the Signature FBO in my city a couple of days ago and saw your article. I certainly could relate to much of what you expressed in your commentary. I’m based in Louisiana and was flying out to Sacramento today and read it on the plane. A student pilot with whom I am acquainted read it first, and then told me I should read it after he learned that I had just flown to Montgomery, Alabama, yesterday alone. It was my first long crosscountry since becoming a private pilot in December of 2016. I appreciate the vivid clarity by which

you share your experience, because much of it is shared by many of us in the pilot subculture and flying fraternity, so to speak. Keep up the good work and maybe we will meet at some point as we keep trying to poke holes in the sky. DR. CALVIN N. EMERY via email I love these stories, and they can almost describe many of my trips in the past 1,400 hours of flying! The trips will get longer, destinations farther, and the country shrinks so much when you fly your own airplane! Keep it up! LARRY SNYDER via Great job of doing things that your wife would enjoy. That is really important to keep our spouses involved and excited about traveling by small aircraft. JAMES DUNN via Great detailed VFR flight testimony. Lots of good information and humor. What a beautiful co-pilot you’re blessed with. I can’t get my wife to fly with me. DAVID LAMB via

Photo courtesy City of Santa Monica

(I’m looking at you NBAA and AOPA) we meet with area elected and business leaders. Take them on a tour of the airport in the spring. Take them for a flight in the summer. Show them the contingency plans the area first responders have in place — should the worst happen — and how they plan to use the airport in the fall. Show them the economic impact of the airport. And help them to understand what that impact means in the winter. Rinse and repeat. But an Airport Investment Review

would be hard — like maintaining a healthy lifestyle. We must eat a well balanced diet, get some exercise and a good night’s sleep. Those choices form the foundation of good health. And you can’t do it every now and again. It requires continuous vigilance. While living a healthy lifestyle doesn’t guarantee a life free of heart attack, it certainly reduces the chances. The question is, are we aviators going to let anger cloud our collective abilities, or will we see this as the opportunity it is? Me? I’m hoping for the latter.

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The letter by Marc Rodstein regarding closing SMO in the Feb. 9 issue is spot on. As he wrote, perpetuity means perpetuity. The airport was given to the city under this condition and accepted by city officials under this condition. Current city officials don’t have the authority to change the definition of perpetuity and must comply. Rodstein is correct, this should go as far as the Supreme Court. This horrible deal by the FAA will open a can of worms for other airports and may set a precedent to be used against anything  given at any time under the same condition.  CARL CHRISTENSEN  Arvada,  Colo. As I see it, the problem goes way beyond Santa Monica. What does this teach the next community that tires of its airport? That the FAA will cave, that’s what. First the illegal closing of Meigs, now this. It is a very bad precedent that says that the people in power don’t care enough about our airports to defend them. Get ready for more airport closings. MARC RODSTEIN via

I’m sorry to see this mistake being made in the interest of a very few. TOM ALLISON via FAA Administrator Michael Huerta didn’t say the 2028 date is an absolute for SMO. This date gives time to the aviation community to continue to show how the airport is an investment in the community. I’m not familiar with the election cycle for Santa Monica, California, but I’m sure there are a few coming up prior to Dec. 31, 2028, which means there is time to educate current and future elected officials and, more importantly, the local community on the necessity and importance of an airport. Or, it gives plenty of time to prepare for the funeral. GREG CURTIS via


Re: “Sport Air Racing League ready to launch,” in this issue on page 16 and online at This is a very fun activity — a race “for the rest of us.” I ran my 1958 stock 145-hp C-172 and LETTERS | See Page 11

February 23, 2017 —


One helping of humble pie, please Jamie Beckett Politics for Pilots

Often, the purpose of a column like this is to create an opportunity to begin a discussion. By opening the floor to a wideranging collection of potential readers, especially because many of those readers can share real insights and personal experiences on the topics raised, the community as a whole can benefit. That sounds good in theory, but this process is not without occasional discomfort. The ideas expressed may challenge firmly held beliefs. Practices and procedures that are recommended may rub any one of us the wrong way for a variety of reasons. Opinions vary, and can sometimes lead to heated exchanges and hurt feelings. There is also the distinct possibility that any one of us may find ourselves in the unenviable position of being flat out wrong, in public. Ouch. Jamie Beckett is the AOPA Ambassador in Florida. A dedicated aviation advocate, you can reach him at:

LETTERS | From Page 10 was second in my category. OK, there were only two in my category. Higher horsepower 172s are in a different one. This is a good way to check your speed, and year over year to check any mods you’ve done. Yes, there were serious racers, but most were there for fun. And, I can say, “I am an air racer!” Fastest planes go first to minimize passing along the course for safety. Of course, that meant they also had to wait an hour or more for the rest of us to finish. I highly recommend all pilots do this for fun and to benchmark your plane’s speed — whether that be 60 knots or 200 knots. You can join the league for several races, or just pay a little for a single race in your local area. JIM McGAUHEY via


Re: Ben Sclair’s Touch & Go, “NORDO Ops: I had no idea I was an ‘idiot’” in the Jan. 26 issue: Mooney driver here, I am also an active skydiver with over 4,000 jumps. If you are flying cross country NOR-

Ain’t nobody got time for that. As regular readers know, I am not immune from this experience. The piece that ran in this space last time, “Ask an Expert,” was 80% on point. In most respects it was true, and it was entirely well intentioned. But it was also wrong —  at least in the latter portion where I related a story about a gentleman who suggested it was acceptable for an owner to make parts for their own airplane even if they aren’t an A&P mechanic. I took the opposite position. I said owners could not make their own parts unless the airplane was a classic or antique that was out of production, making factory parts unavailable as a result. I was wrong. Entirely, completely, absolutely wrong. You can make your own parts and be completely within your privileges doing it. The FAA says so. Imagine my surprise! The regulation that allows for an action I’d always believed to be unacceptable is one I’d never heard of, and frankly, probably wouldn’t have found had I searched the regs for a considerably longer period of time. DO, please check your charts for those little parachute symbols and study your NOTAMs. We Meat Bombs are hard to see coming straight down at 120 knots. Normal jump altitude is 13,000 feet and we open our canopies at 2,500 feet AGL. Between those two altitudes we are difficult to see and avoid. DALE GRADY via I have not been a licensed pilot long enough to weigh in on this subject, but I will say this: Staying alert has been the best advice given to me. Just recently while departing a local small airport on Runway 18, I heard a pilot who stated he was four miles “out” and going to do a “straight” in on 18. I looked twice as I was waiting on the plane that just took off in front of me and then started my roll. As I took off I noticed two aircraft ahead of me and wondered how I could have missed the second aircraft. Turns out, the pilot that had announced (more than twice) that he was four miles out and going to do a “straight” in landing on 18 was turned around completely and was approaching from the south and was headed straight for me coming in on 36.

It’s in 14 CFR Part 21, which is not a section I spent time in when doing my research for that piece. Silly me. Thankfully, the cumulative brain power of General Aviation News’ readership is considerably more powerful than the limited gray matter encased in my skull. Two readers brought my error to light, and I’d like to thank them for doing so. Jim Hausch shared the correction first in the comments section of the online blog post, complete with a link to an article that dealt very specifically with the issue of owner made parts. A couple hours later, a reader known only as DeWayne shared his correction, as well as a link to a column written by the renowned aviation mechanic, Mike Busch, on the exact topic I’d stumbled over. Later, he cited Advisory Circular 2062E, which spells out the procedure for how an owner can make their own parts for the aircraft they own. While I was initially less than pleased with myself, I have to admit, I’m thrilled to have been corrected. While being outed for being wrong may be unpleasant, it doesn’t have to be a negative experience. In fact, it can be quite enlightening. Remember the first paragraph of this piece, the one that explains the reason for writing and publishing columns like this one? Well, that’s exactly what happened. The column sparked discussion, and the discussion was beneficial.

And while I would love to be able to say I have never been wrong, both you and I know that would be a ridiculous assertion to make. After years of writing about aviation, aviators, and the machines we enjoy so much, I can readily admit I have been wrong often enough to recognize my errors as prime opportunities for learning. Like you, I don’t know everything. Age and an overload of information leads me to forget some things, too. Perhaps this is one of those cases, perhaps not. It doesn’t really matter. The important thing is, a column resulted in a discussion of the topics expressed, and the readership (as well as the writer) came away better informed as a result. Winning! Best of all, if you go online to that column and read those comments, you’ll notice there is no animosity. The readers who had something productive to offer weren’t slinging mud or proclaiming superiority. They were, simply and graciously, offering their own insights and knowledge for the benefit of others. Oh, if only all human discourse could be conducted so well. What a wonderland we would live in. Thank you, Jim Hausch. Thank you, DeWayne. You both offered a great service to the rest of us, and I am truly grateful. Humble pie really isn’t all that bad. Especially in a case like this, when I can take it a la mode.

I had to turn right as he continued to descend and it wasn’t until he was on final that he figured it out, let out a few expletives over the radio, and then began to apologize. The airport was busier than normal with the pattern almost full and that could have turned out to be tragic. Anyone can make a mistake and I get that, but it still made me realize that it’s not just my flying I have to watch out for — it’s the other people in the air too. CHRIS BURNS via

Use it. Make sure that anyone and everyone knows your position and intentions — and always keep your eyes outside the cabin. And for all the idiots flying without a radio — get one! MALCOLM ATTWELL via

When all is said and done, it’s the other idiot — with radio comms or without — not paying attention to the pattern, flying a faster plane, perhaps concentrating on the numbers at a little higher than you and BAM, the end. And let’s not be fooled. This happens when both aircraft have two-way comms all too often. So idiots or not, it’s that moment when we lose awareness of our surroundings that an accident will happen. Like other flyers, I believe that in this day and age, with the increased numbers and fast and slow aircraft in the sky, a radio is an imperative part of your well being.


If you have a radio, by all means, USE IT. From that point on, assume NO ONE else has one and proceed accordingly. JEFF ROWLAND via General aviation is important to our communities. GA provides important transportation alternatives to the growing congestion at the largest airports and provides citizens with the ability to travel — contributing to the economy. This is just a prelude to my two main points: 1) Privatizing the FAA is not a good idea, and 2) User fees will destroy GA. Please do not let the major airlines and special interest groups push an idea that will hinder my ability to fly when and where I want. DENNIS OUTCALT via


General Aviation News —  800.426.8538

February 23, 2017

Love is in the air New from the U.S. Postal Service is the Love Skywriting Forever stamp. “The Postal Service issued its first Love stamp in 1973, and over the years, these stamps have dressed up billions of birthday greetings, wedding invitations, birth announcements, and, of course, Valentine’s Day cards and letters,” said U.S. Postal Service Chief Operating Officer and Executive Vice President David Williams. “From the moment they’re spotted on an envelope, these miniature works of art foretell good news. And with this particular stamp, we can really say, once and for all, that ‘love is in the air’ — and in the mail.” The stamp depicts the word “Love” written in white cursive script against a blue sky with wispy clouds and the edges of the letters just beginning to blur. Underlining the word is a decorative swirl of smoke that emphasizes the message. A small, stylized plane completes the end of the swirl, with smoke trailing from its tail.


Skywriting had its heyday as an advertising medium from the 1920s to the 1950s. A message is created by a small airplane that emits vaporized fluid from its exhaust system to form letters in the air. Still used occasionally for advertising slogans, skywriting today commonly broadcasts romantic — and very public — declarations of love. “I think it’s safe to say more people have walked on the moon than are professional skywriters today,” said Sky­ typers CEO  Greg Stinis, who began skywriting more than 50 years ago while working for his father, Andy Stinis, who started the company in 1932, and whose plane hangs in the Smithsonian National Air and Space Museum. “My Dad was friends with Charles Lindbergh and helped him push the Spirit of St. Louis onto the runway for his historic 1927 New York to Paris solo flight,” he noted. “Similar to Lindbergh, Dad also flew mail for 20 years in his amphibious Mallard aircraft to Walker’s Cay in the Bahamas.”

Recreating the Stamp

On the day the stamp was released, Jan. 7, Stinis took off from the Chino Airport in California in his Grumman Tiger to recreate the stamp in the sky. His “paint” was an environmentally safe parrifin-based liquid that is injected into the plane’s exhaust manifold before it passes through a 3-inch diameter exhaust pipe and then mushrooms to a 60-foot dia­meter vapor. To replicate the stamp image, the “L” in Love had to be 6,000 feet tall — more than four times the height of the Empire State Building. The remaining letters were each 2,000 feet tall. It took about 10 minutes to complete the stamp recreation. Stinis’ plane’s speed was between 135

Photos by Mark Saunders, USPS

An image of the stamp against the skywriting by Greg Stinis.

The Love Skywriting Forever stamp was issued Jan. 7 by the United States Post Office.

Greg Stinis prepares to takeoff in his Grumman Tiger to recreate the stamp.

mph and near-stall as he made the tight, curly elements in the letters. The skywriting was visible for 20 miles. “I’ve created more than 2,000 skywritings in 50 years, and this one will be one of most challenging because the letter L is three times the size of the others and in script,” said Stinis. “I usually create block letters, so the timing and visual cues and maneuvers are new. Time is against me. Once I start I can’t stop writing or the whole message will blow away.” Louise Fili of New York City designed the stamp, which is illustrated by Jessica Hische of San Francisco. Derry Noyes of Washington, D.C., was the art director. The Love Skywriting stamp is being issued as a Forever stamp and will always be equal to the current First-Class Mail 1-ounce price.

Recreating the stamp was very challenging, according to Stinis.

February 23, 2017 —

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General Aviation News —  800.426.8538

February 23, 2017

The Perfect Plane By THERON BURTON Time was quickly ticking down to my day with the examiner for my private pilot check ride. I had mastered the steep turns, the frightening stalls and high performance landings and takeoffs. I felt confident that my PPL (private pilot license) would be in hand soon, so I began the next step. I started to research buying an airplane. After all, the whole point of learning to fly was to be able to travel and explore on my own terms. Although lots of people tried to convince me that renting would be a good option and less expensive, I decided against that for a number of reasons. I wanted the freedom to travel where I wanted, when I wanted, and for however long I wanted to. I looked forward to feeling the pride of ownership. I also felt that I would fly more if I owned an aircraft and that becoming very familiar with that aircraft would make me a safer pilot. All of my training had been done in a Cessna 172. I had also flown a Piper Archer and a Cessna 152 once. I looked at the huge variety of planes in the classified section of General Aviation News and picking just one seemed like a daunting task. So, I asked a few other pilots how they’d chosen their plane. The answer from everyone was basically the same: Define your mission, define your budget and then choose the airplane that meets the criteria. As to my mission, I wanted a plane that could easily carry three  people, luggage and four hours of fuel. Insurance premiums are higher for new pilots flying an aircraft with retractable gear. I wanted to avoid that cost, but still have an aircraft with decent speed. I live in Greenville, S.C., and I anticipated that the majority of my destinations would be the coasts of South Carolina, Georgia and Florida. However, I wanted to be able to reach places like New York City, Chicago, and Orlando within four to five hours. For those longer distances, an autopilot would be essential. Since I’m a fairly big guy, and comfort is important to me, my plane would need to be roomy and easy to get in and out of. Finally, I wanted an economical plane that was fuel efficient and easy to fly and maintain. After considering all of these factors and my maximum budget of $100,000, the list of acceptable planes quickly shrunk to three: The Piper Dakota, Cherokee 6, and Cessna 182. The Piper Dakota is fast and can carry a nice payload. However, it’s not very spacious and can be difficult to board since you have to climb on the wing to get in. The Cherokee 6 is a very nice plane with club seating, a roomy cockpit and easy to enter double doors. I had visions of my wife and I relaxing in the back

Photo courtesy Theron Burton

Theron Burton got his first airplane on his birthday. with a snack while someone else flew us around! The drawbacks of the Cherokee 6 are its high fuel burn, the higher cost of insurance for six seats, and the sticker price topping $100,000. The Cessna 182 is just a tier higher than the Cessna 172 that I had been training in, and so very similar. However, it’s bigger, faster and can carry more. The decision seemed obvious. The Cessna 182 was the best option. There are many different models of 182s and each has slight differences, pros, and cons. The early models do not have a rear window. The later models can’t burn mogas. Some carry more than others. I settled on a model that had a rear window, a gross weight of 2,800 pounds, and a low compression engine that could burn mogas. This would be my perfect plane — fast, economical and a mule at heart. With the blueprints of my perfect plane in hand, I spent the next two months scouring the Internet day and night looking for her. After a lot of tireless nights I came across my needle in the haystack. She was a 1965 182H with a low time O-470R engine. She had a STOL kit with flap gap seals, STEC autopilot and 3-blade prop with a stainless steel spinner. The online pictures showed off a shiny paint job and plush interior. I would have bought her sight unseen, but thankfully I had been warned to get a pre-buy inspection from other pilots. They told me horror stories of people buying planes that seemed nice initially and later found out that the plane had been a hangar queen. Hangar queens tend to have lots of issues due to not being flown regularly. I had the seller email digital copies of

Theron helped his mechanic with the pre-buy inspection.

A Piper Dakota was one of the possibilities while searching for his first plane. the logbook to my mechanic to review. After getting a thumb’s up from my mechanic on the logbooks, we scheduled a pre-buy inspection. I wanted to be involved in every aspect of the process, so I asked my mechanic to let me help with the inspection. When we arrived, I had no idea how

to do an inspection, but I could take off panels, turn wrenches, and learn something about the plane I was about to buy. I helped remove the seats, the headliner, cowling and port covers. After poking around with a flash light, the mechanic PERFECT PLANE | See Page 30

February 23, 2017 —



General Aviation News —  800.426.8538

February 23, 2017

Sport Air Racing League ready to launch

Photo by William A. Dubois

Race 53, piloted by our own Air Racer in Residence, William E. Dubois, will compete again this year. grouped into three categories and classed according to power and gear configuration. The experimental category provides the homebuilder a chance to test their plane,

7th Annual




exchange ideas and enjoy the camaraderie of fellow builders. Factory manufactured aircraft compete in their own classes with like criteria. Aircraft range from turbine-powered twins to classic Ercoupes. There are classes for Light-Sport Aircraft (LSA) in both categories. Classics, Warbirds and antiques fly in the Heavy Metal Category. The race pits may sport a P-51 Mustang parked next to a little Quickie and a classic Stearman. At each race, there are rows of Van’s, Lancairs, Glasairs, Bonanzas, Mooneys, Cessnas and Pipers. Aircraft are individually timed over the course and safety is paramount, according to race officials. You have to be the fastest in your class to win first place and set speed records. The league also recognizes point champions — the pilots who are out there racing and supporting the sport and general aviation in a big way. Points are awarded for placements in class and it is not necessarily the fastest plane that amasses the most points in a season. It is the plane that is out there participating the most and gaining the most points, organizers explained. It all starts March 31 with a new two-day multi-event format for the third Sunshine Express 400. Aviamation, an all-volunteer non-profit, is producing the event, which will benefit Able Flight. Able Flight provides flight training to

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Entries are now open for the early events of the 2017 season of the Sport Air Racing League. The league has offered open course cross-country air racing since 2007. All pilots and all fixed-wing propeller driven aircraft are eligible to participate. “Yes, any pilot can be an air racer,” organizers said. “The Sport Air Racing League offers a legitimate racing experience in a safe, fun and fair environment.” The 2017 season kicks off  March 31, with events scheduled across the U.S. through November. Races are mainly one day and range from 150 to 400 miles. All flying is VFR in strict adherence to all FARs. No matter what you fly, there is a class for you, according to organizers. Planes are

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handicapped individuals with a passion to fly. Able Flight provides flight training scholarships annually to as many aspiring pilots as possible. Racers will arrive at KSPA in Spartanburg, S.C., March 31.  The new Boot­legger Challenge takes place April 1. Pilots will be in the heart of “Moonshine” country and the challenge is sponsored by Motte and Sons Bootlegging Company. The Challenge includes an 80 nm Sport League-sanctioned race. There are three challenges, which will give pilots who never have a shot at winning top speed air racing awards the chance to stand tall with the challenge. How fast can you bottle some moonshine? How close can you come on predicting your air race time, and how fast can you zoom around the go kart track? The Bootlegger Air Race will also have all the Sport League classes and top speed awards and league points. Sunday, April 2, will see the air racers launch on the third annual Sunshine Express 400, heading  for Winter Haven, Florida (GIF).  Moulteria, Georgia, is a no penalty, half-way point stop for those needing fuel. This brings all the racers to SUN ’n FUN, which opens April 4. Entries for the earliest races close March 20, 2017. There are currently 20 races on the Sport League schedule, with events in  Ohio, South Carolina, Florida, Tennessee, Indiana, Illinois, Wisconsin, Oklahoma, Texas, Arizona, Colorado and Washington. More will be added, organizers said. Racers receive no cash awards, but take home trophies, awards and prizes.


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Fuels: What to expect in 2017 Ben Visser Visser’s Voice

We are now well into 2017, so I thought I would review all of the significant advancements in the world of general aviation future fuels, especially the development of an unleaded 100 octane avgas. But there were none. We have had a lot of talk about the candidate fuels, testing, new specification, etc. We have also seen the engine manufacturers make small adjustments so their engines can maybe run on mogas or unleaded sub 100 octane unleaded fuel. As always, no one talks about the elephant in the room. If a 100 octane unleaded fuel is ever introduced into the GA market, it will face a huge liability expoBen Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. You can contact him at

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sure from knocking complaints, which may lead to engine damage, exhaust valve recession claims, plus many other lawsuits. But who will they sue? The oil company that supplies the fuel will claim that it meets the new spec. The engine manufacturers will claim the FAA research said that it was safe. And it will go round and round  — the lawyers will make money and GA will die a little more. I have received numerous questions asking how the research into unleaded fuels hurts general aviation. Well, it hurts the industry as a whole because instead of working on updating their engines to at least 1960s technology, the engine manufacturers are playing with these fuels. They could be working on electronic fuel injection, electronic ignition, liquid cooling and many other technology advancements that the rest of the world has been using for almost 50 years.


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from the change in administration is the So what is going to happen in the fuavailability of mogas without ethanol. ture? This is going to be a real crapshoot. There is a possibility that the new adIf the new administration looks at the ministration will look at the whole unbig ethanol picture, leaded avgas thing it would cut all govand conclude it is just a complete waste of “The lawyers will make ernment subsidies and let ethanol fight it out time and pull the plug money and GA will in the marketplace. on the funding. This die a little more.” But that may not hapwould leave a bunch of pen because this would companies holding the hurt the Big Ag busibag and no place to go. ness community. And no politician wants However GA is such a small market, to bite the hand that feeds them. I am and it would not affect many people, so guessing that not much will happen. it would not generate any big headlines. So, the administration may not bother So what will change for  GA in 2017? with it. Not much, and I will probably recycle this The other big effect that GA may note column in 2018.


General Aviation News —  800.426.8538

February 23, 2017

Scenes from the Stuart Air Show

Photos by Kenneth Strohm

Skip Stewart performing his ribbon cut at the 27 annual Stuart Air Show at Witham Field (KSUA) in Florida, which was held Nov. 5-6, 2016. th

A C-17 cockpit.

Lieutenant John “Toby” Keith and the VFA-106 F-18 Super Hornet.

Alex Mello cleaning the prop of his C-46 “Tinker Belle.”

Rob Thomas and his World War II M4A1 Sherman tank.

February 23, 2017 —


Bob Carlton of Vertigo Airshows and his Super Salto Jet Sailplane performed at the show.

The C-47 “Tico Belle” and the Round Canopy Parachuting Team.

A Coast Guard EADS HC-144 Ocean Sentry from Miami, Florida.

The US Navy TAC Demo Team F-18 Super Hornet also performed at the show. This year’s show is slated for Nov. 4-5. Find out more at


General Aviation News —  800.426.8538

February 23, 2017

Baja Bush Pilots tour Central America By ERIK McCORMICK The Baja Bush Pilots, who say they literally wrote the book on flying in Mexico and Central America, recently completed CENAM 2017, a trip to Central America by private aircraft. The organization, which began in 1965 when Arnold Senterfitt mapped his first airport in Mexico, has been owned by Jack and Karen McCormick since 1996. The couple market the Senterfitt “airport” book, “Airports of Mexico and Central America.” Now in its 28th edition, the book has information on more than 1,800 airports. Baja Bush Pilots also leads groups of pilots on trips south of the border, including the recent journey to Central America.

Day 1

Pushing the throttles forward, eight aircraft departed Laredo, Texas, with a heading of 160° en route for Veracruz, Mexico. This is one of the eight organized group trips each year the Baja Bush Pilots put together. On this trip, all types of aircraft, as well as both first time and experienced south of the border flyers, are assigned call signs for the trip — Baja 1 through Baja 8. The first stop is  Veracruz, Mexico,  an airport of entry with 100LL fuel. Once paperwork is completed, the group is off in taxis to the hotel, the Gran Hotel Diligencias. Some explore the markets and local attractions in this busy traditional Mexican town.

Day 2-3

Extremely high winds blowing at 40-50 knots created an opportunity for an extra day of exploring as we all agree to stay on the ground and not fly. The next morning the winds died down and we were set to move south. Full fuel tanks and paperwork complete, we push the throttles forward again for Flores, Guatemala. Descending over Lago Peten Itza en route for Mundo Maya International Airport after a 2.5 hour flight, the small island town of Flores is a spectacular sight. Mundo Maya International does not have 100LL fuel, but it does have friendly customs and flight services. This airport is the primary airport for those wanting to see the Tikal Ruins. A $1 (US) ride to town in a three-wheel taxi takes us from the airport to the city. The city now has a causeway, but is still considered an island city by most. The people here are warm and friendly. I tried to give the taxi driver a $5 tip for the ride from the airport to the hotel and he said no. After talking to him, he said that was just way too much and was extremely happy with the $2 we settled on. If you’re thinking of traveling here, you should know that your U.S. money

will work fine, but only if the paper has no rips, tears or folds and looks pristine. A tiny fold or tear will make your money useless. If you want to be a hero, simply tell the manager of the hotel you are willing to trade his bad bills for your pristine bills. Normally you will find they have three to four bills sitting in a drawer that will not work in Guatemala, but will work fine in the U.S. Another good thing to know: $20 bills are the biggest  concern of the locals. Some banks will not exchange them due to high levels of counterfeit $20 bills.

Day 4

The group boards a private bus to explore the amazing Tikal Ruins, “a city of ancient Maya Civilization.” Tikal is a large archaeological site in Guatemala, the largest excavated site in the Americas. Guatemala’s most famous cultural and natural preserve, it is located in the department — their word for state — of El Petén. The Baja Bush Pilots explore and spend the day taking in the sites. Departing Mundo Maya International Airport  for a private jungle strip in Rio Dulce, Guatemala, we decide to stay under the cloud layer and follow the only highway in the area. The pilots on the trip indicate “this is real flying” as we make our way along the jungle-covered terrain. En route — and with permission — we do a low pass at the controlled airstrip of Potun, which is halfway between Rio Dulce and Maya Mundo. Landing at the Rio Dulce private strip we are met by security guards and a trac-

Photos by Erik McCormick

The open air market at Chichicastenango was a popular stop for the pilots.

Jack McCormick in a three-wheeled taxi in Guatemala.

Pilots were able to fuel their aircraft at La Aurora Airport-Guatemala City (MGGT).

February 23, 2017 —

Baja Bush pilots atop the Tikal ruins. Another attraction the pilots toured was Rio Dulce Castillo De San Felipe.

Preparing to land at the private jungle airstrip in Rio Dulce, Guatemala. tor to help haul luggage. A boat takes us to the Catamaran Hotel owned by a Baja Bush Pilots member who always goes out of his way to take care of the group. After exploring the hotel island, we board a launch to explore the local attractions, including Castillo De San Felipe de Lara, a Spanish colonial fort at the entrance to Lake Izabal that is connected with the Caribbean Sea.

Day 6

Departing Rio Dulce we head for Aeropuerto Internacional La Aurora in Guatemala City, where we take on fuel and park the aircraft in secure parking. We have lunch at the private flying club looking over the runway and meet new flying friends. The group then boards a bus to the remote mountain pueblo of Chichicastenango. “Chi chi” (as referred to by locals) is known for its open air market, which is only open Wednesdays and Thursdays, and indigenous Maya culture. The group also explores 16th century churches used for worship and Maya rituals. We always stay at the Mayan Inn. Push a button and a person will be at your door to light a fire or get you anything you desire. Many of the Baja Bush Pilots show up for the happy hour and dinner wearing traditional clothing and even a few machetes. A earthquake late one night sent me

running into the hallway half dressed to presumed safety only to find the locals snickering at my actions as I realized I was in no danger. The earthquakes are from the live volcano near Guatemala City.

Day 7

Departing down the hill we see the live volcano blowing smoke and we are passed by a “chicken bus” full of locals and livestock. En route to Guatemala City we discuss options for flying north and all are dreaming of a cheeseburger in paradise. Ending the trip, most fly out the next day, but some stay for a week exploring new locations. All who attended will have memories that last a lifetime. Phone numbers and hugs are exchanged and promises of more south of the border flying are made in the group as we say “adios amigos” til next time.

Upcoming trips

• Kiss a Whale 2017, Loreto, Baja, Mexico, February 2017. Sold Out. • Cuba by private aircraft. March-April 2017. • Explore The Best of Baja Golf. Tentative 2017. • Explore Under the Sea. Diving the Sea of Cortez. Tentative 2017.

Downtown Veracruz, Mexico, was the first stop on the seven-day trip.



General Aviation News —  800.426.8538

February 23, 2017

Short Field Takeoff Foibles By ROLAND HIGGINS

The Right Way

It was a beautiful summer day and my wife, my son, and I were going to enjoy it to the fullest. We were flying to Madeline Island (4R5) in La Pointe, Wisconsin, for the day. The field length at our home airport is 3,099 feet which, according to my POH, is well within the capabilities of our Cherokee 140 — as long as we use the recommended short-field takeoff technique. So I lined us up at the end of the runway, added two notches of flaps, applied breaks, and powered up. Once the power was at maximum, I released the brakes and we started rolling. I kept just enough back-pressure on the yoke to keep our nosewheel lightly on the ground. My wife was sitting placidly next to me reading a crocheting magazine. Our son sat in the back playing a video game (I made a note to “forget” that at home next time). We accelerated down the runway at breakneck speed as I confirmed oil pressure, airspeed, and power. OK, so maybe not at breakneck speed, but at as much acceleration as one can expect from a Cherokee 140 on an 85° day. Halfway down the runway we had enough speed for me to ease us into ground effect. I held us there until we reached Vx. I glanced up at the trees in front of us. A voice inside of me which, come to think of it sounded a lot like my CFI, said “don’t fixate on the trees, check your airspeed.” Then I pitched for Vx and held it there — if we’re not going to clear the trees at Vx then we’re not going to clear the trees. I glanced up again. “Don’t look at the trees, check your airspeed!” that voice said. My wife looked absently out the side window. And…we cleared those trees by 100 feet easily. I takeoff under these conditions regularly. But it has never become a routine.

It was a beautiful summer day and my friend Cal wanted to go for an airplane ride in our flying club’s Piper Arrow. We also were taking his wife Kathy and her friend. Cal is no lightweight, and I’m really not either. But I ran the numbers and we were right at gross weight. I notably did not run the numbers for takeoff performance, but I knew it’d be close. OK, stop. I knew it’d be close? What kind of idiot was I? I was putting my passengers and myself in great peril. I was a dad! I knew it would be close, but I didn’t check the runway requirements? Was I really that stupid? Yes, yes I was. We lined up at the end of the runway. And when I say the end of the runway, I mean our tail was hanging out over the back end of it. I added two notches of flaps, applied brakes, prop forward, throttle forward, and released those brakes. We just sat there for an instant. Did I mention this was a grass runway? We gradually accelerated down the runway. I started thinking I should abort. But how would that look? Besides, this was an Arrow! It had 180 horses. And on we went. About three quarters of the way down the runway I knew we were in trouble. My buddy Cal started tensing up. “We’ll be fine,” I lied. I’m sure he heard

The Wrong Way

It goes without saying that since I’m here writing this, this next takeoff didn’t go that badly. I’m sure that after reading this you’ll agree that this is not because of my good judgment or skill. Rather my survival is due to sheer luck. Relying on luck is not conducive to a long life. Roland Higgins, who has been a pilot since 1984, owns a Piper Cherokee Cruiser (PA28-140). He has 1,493 total hours and has provided 470 hours of dual instruction. He earns his flying money by developing software for neonatal intensive care units. He hangars his plane at Solon Springs Municipal Airport (KOLG) in Wisconsin.

Roland Higgins and his Cherokee.

the doubt in my voice. When we got to the end of the runway we had enough airspeed to get us into ground effect, but not quite enough to climb. The barb-wire fence at the end of the runway was only about 4 feet high, but it got my attention. We cleared it by a few inches. I pulled back just enough to clear that fence and then lowered us back down to get a few more precious knots. Had there been trees at the end of that runway we’d have certainly hit them. There was a road — and had there been a semi going down that road we’d have hit that. We crossed over the road still in

ground effect. On the other side of the road there was a hill. Fortunately for us it went down and not up. Down to a lake. I raised our gear as we went down that hill and wondered if we’d mush into the water. Had there been a sail boat along our path… As we flew out over the water we finally got up enough speed to achieve Vx. I eased the flaps up as we climbed out over the lake. And as we climbed out my buddy’s wife said, “Hey Roland, that was fun, can we do that again?” “No,” I said. And I never did.

Photo by Roland Higgins

Roland’s son, who is no longer allowed to play video games in the back seat.

February 23, 2017 —


Overcoming obstacles to take flight You’ve heard the saying “the sky’s the limit.” Well, for Johnathan Smith, this phrase has, indeed, been taken literally. Smith, 47, heard all his life that, because of his stuttering, he would never be able to accomplish his dream of becoming a pilot. However, he proved everyone who said that wrong. “I was born with a very bad stuttering disorder and was told as a kid that I would be working on cars or packing bags at the local supermarket, if I was lucky, due to my disorder,” said Smith, who was born in Brooklyn, N.Y., but now lives in Arizona. “Everyone in the school system had the same story: I was not going to become anything due to this stuttering disorder.” He was in his 20s when he discovered his passion for aviation. But it wasn’t until 2010 that he inquired at two flight schools to see about learning to fly. He was told by officials at both schools that he would never be able to become a pilot. “I always loved flying, but was informed by a CFI that due to my stuttering disorder I would never pass the medical exam, so I quit thinking about becoming a pilot,” he remembers. His dream  turned into a nightmare — until 2015. It  was while vacationing in Las Vegas in December 2015 that he took a helicopter tour ride. That flight  rejuvenated his passion. “Within hours, I contacted several flight schools in Arizona and found out about the sport pilot certificate, which meant I would not have to take a medical exam to become a pilot,” he said. “Once again, though, I was informed that with the stuttering disorder I would not pass the checkride.” This was because FAA regulations require all pilots to be fluent in English, the flight school officials explained. But Smith chose to believe that was just their opinions, so he set out to prove them all wrong. He next approached Rick Rademaker, president of Arizona Flight Training Center in Glendale, about teaching him how to fly. Initially, Rademaker was skeptical, not only because the FAA fluency rule still applied to sport pilots, but because, he admitted, “when you meet someone with a stutter, it’s easy to think that they can’t do anything. It’s totally inappropriate, but it’s also subconscious. You don’t even realize you’re thinking it.” Seeing Smith’s passion, Rademaker allowed him to take the FAA knowledge tests before he began flight lessons. Smith committed to studying for the test. “I was just so focused on proving to these guys that my speech doesn’t stop my brain,” he explained. After passing the written exams on the first attempt, Smith continued on with his training. “It was then time to get in the

Photos courtesy Johnathan Smith

Johnathan Smith, who became Lightsport Man once he earned his Sport Pilot ticket. plane — my lifelong dream coming true right before my very eyes,” he recalled. “I couldn’t believe that after being made to feel this would never happen, that my perseverance had finally paid off. I was so excited. I wanted to learn everything about this aircraft and this field. “I did have only one concern — how would my stutter impact my ability to communicate over the radio? I put my headset on, retrieved the ATIS information, and my CFI ordered me to contact ground for permission to taxi. Low and behold, I spoke with 100% fluency — and the 34 hours flying beyond that point, it’s as if my stuttering vanished. “In researching as to why my stutter disappeared, I found out that when people who stutter speak the same material at the same time with another speaker, their fluency increases,” he continued. “Therefore, because a pilot has to speak into a microphone, the sound is then fed through the  headphones, allowing them to hear themselves at the same time that they speak into the microphone. This simulates a Choral Speech Effect.” Once airborne, Smith was committed to the training process. “I was at the airport every day,” he said. “I read every book and I flew every day they would let me.” “People like Johnathan who have something to overcome sometimes have to work harder, so they actually end up knowing the material  even better,” noted  Philip Corbell, Smith’s flight instructor. Once he earned his sport pilot certificate, Lightsport Man emerged. As  Lightsport Man, Smith offers free rides to kids or others with disabilities and

Smith and a passenger. disorders, as well as for those who have never experienced flying in a Light-Sport Aircraft. Now Smith lives his dream almost daily. He is up at the crack of dawn, either advancing his  knowledge with ground study or “flying high” in an LSA. And he didn’t just stop at his sport pilot certificate. Within a year, he added to those credentials, now  holding an  Advanced Ground Instructor Certificate and his  commercial remote pilot certificate. His most recent and proudest accomplishment is that he is now a CFI-S (Certified Flight Instructor-Sport). He flies and teaches out of Glendale Municipal Airport (KGEU) and Scottsdale Airport (KSDL) in Arizona. Rod Hill, a customer-service representative for Southwest Airlines who is a student of Smith’s, describes him as an excellent teacher. “He’s a great guy,” Hill said. “I don’t feel like there’s a communication barrier at all. I’m learning so much from him.” Smith has also gotten attention from a

First flight for this boy was with Lightsport Man. few aviation companies, such as Gleim aviation  training and David Clark headsets, which now both sponsor him. “I am proud, not only for overcoming what I was told could never be for me, but I now am able to share my passion and knowledge with  others by instructing them to become a pilot,” he noted. “Most importantly, I am also a role model for others, opening the doorway into aviation for those who may not ever be presented with the same opportunity.”


General Aviation News —  800.426.8538

February 23, 2017

Revisiting the Golden Age of Aviation By JOHN WOLCOTT CONCRETE, Washington — Some of America’s rarest vintage aircraft from the 1920s to the 1950s are still flying around this small town in the North Cascade Mountains, sharing airspace with resident eagles. Honoring those decades of America’s “Golden Age of Aviation,” the North Cascades Vintage Aviation Museum showcases dozens of relics restored to their original flying freshness, giving them another chance to stretch their wings. The museum’s rare birds are nesting north of Seattle at Concrete’s Mears Field (3W5) where they fly from a 2,600-foot paved runway to soar over spectacular mountain vistas and forests. “Among our planes are all five beautifully restored models of the Shortwing Piper line that were so popular that they saved the company from bankruptcy in 1947,” said Jim Jenkins, the museum’s manager, a 40-year veteran of restoring rare aircraft. “We feel we have an important role in preserving our country’s early civil aviation history.” The museum’s historic planes are varied and famous, including a 1929 Boeing P-12C; a 1934 GeeBee Sportster; a 1937 Ryan Special; a 1946 Luscomb 8A; a 1946 Aeronca 7 Champ; a 1937 Monocoup 110; and a 1944 Beech Staggerwing. Dozens more planes are scattered among the museum’s six display hangars, each aircraft representing an important development in America’s civilian history of flight. “It takes a lot of patience and hard work,” said Jenkins, who is also the museum’s director of restoration. “But getting to fly these marvelous historic planes afterward, that’s where it’s really fun for us.” His restoration crew and flying team includes his son, Drew, and Brian White. Sean Phillips is the museum’s newest intern. There’s room for volunteers, too. Julie Hubner of Bellingham has worked at the museum for more than two years. “I enjoy spending time around these beautifully restored vintage aircraft and people with such passion and skills to restore and maintain these antique flying machines,” Hubner said. She encourages others to volunteer and is developing high school outreach programs for the museum. Little publicized for years, the museum is preparing for a new era of growth, inspired by its new president, retired investment banker Barry Smith of nearby Everett, Washington. Smith has consulted for Britain’s Royal Air Force Museum, Germany’s Duetsches Museum and The Pacific Aviation Museum of Pearl Harbor on Honolulu’s Ford Island. In his banking role, Smith met the mu-

Photos by John Wolcott

North Cascades Vintage Aviation Museum President Barry Smith (left) and museum director and restoration manager Jim Jenkins admire a restored “Spirit of Dynamite” 1937 Monocoup 110, one of the museum’s most popular attractions. seum’s founder, Harold Hanson of Monroe, Wash., in the 1970s. That’s when Hanson was financing his passion for collecting and flying old aircraft with profits from his business and real estate successes. Hanson’s collection of rare vintage planes grew quickly. “Harold never met an old airplane he didn’t like,” Smith said, grinning. Hanson once wrote that “falling in love with airplanes can be a dangerous thing… you read about them, talk about them and beg, borrow and steal from the cookie jar to fly them. These are the airplanes our grandfathers, fathers and even some of us flew. You seek them out, restore them and fly them to make sure they are not forgotten, and you put a ‘welcome’ sign on the hangar door.” Hanson’s antique air museum and restoration center at Concrete is doing exactly that, meticulously breathing life back into each rare plane and inviting fans to see, touch and admire these relics of the historic early days of American civil aviation, Smith said. When Hanson began running out of storage space at the small Monroe airfield in 2008, he transformed Mears Field into a new home for his rare planes. Since his death in 2010, the museum staff has continued Hanson’s passion for acquiring, restoring and displaying his extensive vintage aircraft collection. “We wanted to continue providing opportunities for pilots and aviation fans to

Jim Jenkins’ latest project is restoring this 1931 Stinson Junior SM-8A. Only three of the original 100 Juniors remain, including one in the Smithsonian’s collection. see, touch and admire Harold’s historic flying relics,” Jenkins said. He’s particularly proud of the expert aviation restoration skills his team has brought to the museum.

He also treasures each person’s appreciation of the rare opportunity to preserve and fly famous planes that make up America’s early civil aviation history. “We have a rare and fascinating mu-

February 23, 2017 —


The museum’s hangars house a variety of rare planes.

Jim Jenkins, the museum’s manager, curator and restoration guru, often flies to work in his Piper Vagabond. Flying from his airpark home at Lake Stevens, Wash., takes only 30 minutes for his scenic commute, less than half the time he’d spend on the freeway. seum. It’s a national treasure, but we only get about a thousand visitors a year, including tourists, traveling motorcycle clubs and visiting pilots. “Our biggest event is our annual fly-in on the last weekend in July,” Jenkins continued. “Now, that’s changing. Working with Barry we’re launching a new awareness campaign for the museum in 2017.” Smith expects more publicity will increase attendance, as well as attract more donations, plus donations of antique aircraft and early aviation era memorabilia. “We need to find innovative ways to manage the expense of operating a museum and restoration center of this size,”

Smith said. “We’ll continue to slowly add more vintage planes, but we’ll be very selective. We have to finance this whole thing properly for the growth we see coming.” Smith’s priorities include spreading awareness of the museum and strengthening its financial position. As an established 501(c)3 nonprofit corporation, the museum is seeking donations of cash, financial grants, selected vintage aircraft and a variety of aviation memorabilia from the decades of the Golden Age of Civil Aviation, Smith concluded.

Museum President Barry Smith admires a rare 1939 Fairchild PT-19B.

Barry Smith points out a new museum decal on a 1943 U.S. Army PT-19B.


General Aviation News —  800.426.8538

February 23, 2017

Local procedures Jeffrey Madison Human Factors

I remember flying into an unfamiliar airport once and the pilots on frequency chiding me for not knowing the name of their airfield. Didn’t make sense to me. I made each callout using the FAAcharted name. When I wondered aloud what the deal was, the FBO manager told me: “That’s not our local procedure.” Ignorance of local procedure almost led to a midair collision for one multiengine pilot, as he described in his report to NASA’s­Aviation Safety Reporting System: “While I was entering the area of Branch County Memorial Airport (KOEB) from the east, I was calling out my position on common traffic advisory frequency (CTAF) 122.70. I entered the traffic pattern with the standard 45° entry on downwind for Runway 7.” The pilot heard other pilots making position reports for “Coldwater traffic” but ignored them, as he knew 122.70 was a frequency used by several airports in that geographic area. “As I was approaching the 45 and getting ready to turn left base, I saw a Piper at my 8 o’clock making a left turn also toward Branch County Airport. I took evasive action and called out the traffic conflict. The pilot rudely informed me he was calling out his position for Coldwater airport.” On the ground, the reporting pilot announced on the CTAF that the Airport/ Facility Directory calls the airport Branch County and not Coldwater. He wrote that the close call happened because the local pilots were using a name only a local would know. “I was told on the air that it is called both, except they continued using the non-standard name,” he said. The Airport/Facility Directory (officially renamed U.S. Chart Supplements as of March 31, 2016) is an FAA-issued reference book designed to aid pilots traveling to unfamiliar airports. The seven regional manuals comprising it list public-use airports, seaplane bases, heliports, military facilities and certain private-use airports requested by the Department of Defense. The directories include hours of operation and telephone numbers for airports, Jeffrey Madison, a pilot since 1995, is an ATP CFI/MEI. He has over 1,000 hours dual given. He has flown into more than 250 GA airports throughout most of the Lower 48. He is a former Part 121 and Part 135 airline captain. You can reach him at

air traffic control facilities and weather services. What they don’t contain is the tribal knowledge more commonly known as “local procedure” that only pilots based at or familiar with a given airport know. Of 348 reports in the ASRS database labeled “near miss,” “close call” or “runway incursion,” 19 pilots blamed their incident on unfamiliarity with “local procedures.” Ignorance of some local procedures will get you a rude remark on the radio — or the consequences could be more significant. A corporate jet captain wrote in his NASA report about his conflict with ATC that could have resulted in him losing his license. The incident involved a local procedure ATC decided to use for pilots flying in New York airspace. “After being vectored off of the JAIKE arrival to KTEB, ATC issued a descent below the floor of the Class B (assigned 2,000 feet in the vicinity of the VANER intersection) and instructed us to maintain a speed of 210 knots. I informed them that we would be below the shelf of the Class B and would be maintaining 200 knots.” Why 200 knots? Because that is the FAA-mandated maximum airspeed below the shelf of Class B airspace. Why is that? A Class B shelf exists to accommodate typically slower, smaller traffic from satellite airports in the vicinity of much busier, major metropolitan Class B airports. The lower speed limit gives all aircraft better opportunity to see and avoid one another. As the pilot continued in his report, “I have heard other flight crews mention being instructed to do the same thing when flying in the New York metro area.” The genesis of the rulemakings that led to the 250- and 200-knot speed restriction in and under Class B airspace actually began in New York airspace. A midair collision in 1960 and another in 1967 over New York City both involved a faster airliner and a slower private airplane. The aftermath brought into existence CFR Part 91.117, the regulation governing aircraft speeds in the National Airspace System. In preparing for this column, I searched for any written exceptions to CFR Part 91.117. I did find evidence of a test program that took place at Houston International Airport (IAH) that sought to delete the 250 KIAS below 10,000 feet restriction for departures only, and only if authorized by ATC. The phraseology was “no speed limit” or “increase speed to (number) knots” or “delete the 250-knot

restriction.” That program was canceled tion rights as an aircraft on an actual IFR in January 2004. flight plan. Right now there is no evidence that any When ATC used the local procedure controller in the United States has the auinstead of the established IFR procedure, thority to authorize speeds above what is two things happened. First, he violated regulated. the helicopter pilot’s right to the entire The pilot complained in his report that airspace around that airport during the “Atlanta TRACON has been known to IFR approach. Second, he allowed an violate aircraft for exceeding the 200airplane to take off directly into the flight knot restriction below the Atlanta Class B path of the helicopter. That’s more than a when arriving/departing satellite airports local procedure. That’s plain loco. such as KPDK, KFTY, etc. There should Pilots generally enjoy belonging to the be consistency across the system, not an local pilot community. Each pilot comacceptance and expectation of ‘local promunity develops its own character and cedure.’” creates its own local vocabulary, shortTherein lies the problem with local hand for flying “in the neighborhood,” procedures. They establish precedence and a local procedure is born. for exceptions to the rule. They are the Because it works for that local pilot aeronautical equivalent of a colloquialism community, it’s deemed acceptable. Over — an informal, regional way of navigattime, it becomes “the way things are done ing airspace. A local procedure is a convearound here.” Unfortunately, to the unnient shortcut for inflight operation. But it knowing, it sounds more like, “It’s not us, only works if you know about it and you it’s you.” know how to use it. A helicopter pilot filed a NASA report “A local procedure is a after experiencing a NMAC while shooting convenient shortcut, but it only practice approaches at works if you know about it and an unfamiliar airport where he didn’t know you know how to use it.” the local procedure. “We were on the VOR 34 into KGKY. We were asked to report the final apLocal procedures are a slippery slope. proach fix (BROUZ) inbound, which we Local pilots calling Branch County Mecomplied with. ATC asked, ‘What are morial Airport “Coldwater” on CTAF your intentions after the missed?’ I remay seem harmless. After all, Coldwater turned with ‘After the missed, we would is the name of the town in Michigan where like to turn to the southwest and hold at the airport is located. For pilots who live BROUZ,’ which is the published missed nearby, calling it Coldwater may be more for that approach. ATC responded with natural than saying Branch County. ‘roger.’” But referring to the airport by its local The helicopter pilot continued on the name rather than its charted name reduces approach. About a half mile from the transient traffic situational awareness. It missed approach point, ATC informed also increases the likelihood of loss of him of traffic departing the opposite runVFR separation and ups the chances of an way, Runway 16, and climbing through NMAC. his altitude. Both helicopter and airplane Plus, tolerating that behavior has the pilots saw each other and took immediate potential to create an atmosphere where evasive action. it’s OK for, say, a Tower controller to According to the NASA report, Tower permit simultaneous traffic in the opponever told the helicopter pilot to break off site direction in the same airspace. That’s his approach early. what happened with the helicopter pilot The helicopter pilot wrote that once and the Tower controller at KGKY. ATC realized he had caused a near miss, The FAA is responsible for “ensurthe controller told the pilot he thought the ing the safe, efficient and secure use of helicopter was going to turn southwest the nation’s airspace.” The A/FD and the before the missed approach point. The AIM are two ways it provides specific expilot told ATC his intention had been to amples of operating techniques and profly the approach all the way to the MAP, cedures that not only may be required by which was directly over the threshold for federal regulation or other federal publiRunway 34. That’s when ATC stated that cations, but are designed, via standardizathe pilot “must not be familiar with the tion, to keep us safe. procedure here, that at Arlington they go As for the good folks at Branch Counmissed early.” ty, there may be hope. There is a process Chapter 4-23-1 of the AIM clearly through which that pilot community states that a practice instrument approach might be able to make Coldwater the cois an actual instrument approach. That official name of their airport. They could means an aircraft practicing an instrument petition the FAA’s Aeronautical Charting approach is guaranteed the same separaForum.

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ASRS Reports These are excerpts from reports made to the Aviation Safety Reporting System ( The narratives are written by pilots, rather than FAA or NTSB officials. To maintain anonymity, many of the details, such as aircraft model or airport, are often scrubbed from the reports. Aircraft: SR20 Primary Problem: Aircraft Upon takeoff, CHT #5 rapidly climbed into the yellow and kept climbing. I kept the mixture full forward, the fuel pump on boost, and lowered the nose to try to cool the engine, however it stayed hot. I immediately contacted Approach and told them that I needed to return to the airport and my engine was reading hot. Aircraft 1: PA-28 Warrior Aircraft 2: Helicopter Primary Problem: Airspace While operating VFR flight under the Miami Class B over the Miami Beach shoreline, a helicopter flew in the opposite direction with less than 100 feet vertical/horizontal separation of the reporting aircraft, a Piper Warrior. At the time of the near miss, both aircraft were making position reports on the 123.05 reporting frequency. Reporting pilot was flying northbound, conflict aircraft was flying southbound. In the same area there was an aircraft towing a banner, which both aircraft were trying to avoid, and probably became a mutual distraction. Reporting aircraft is equipped with Traffic Information Services (TIS), conflict traffic was not being depicted, and no traffic alert was issued by TIS. Radio position reports may have been interrupted in error by having two helicopter pilots reporting in the area under the call sign “[helicopter].” Traffic was not in sight given that the helicopter was slightly lower and obstructed by the cowling. Situation could be avoided by establishing recommended corridors when flying under the Miami Class B, by pilots providing more frequent position announcements, and by continuous visual scan instead of being briefly fixated on banner towing aircraft. Aircraft: Embraer Phenom 300 Primary Problem: Human Factors Upon touchdown, approximately 100 feet before the touchdown marker, normal braking was applied, and both main brakes locked, resulting in simultaneous catastrophic tire damage. The aircraft was kept under control (nose pointing down the runway) using aggressive rudder/pedal actions, and the aircraft came to

a stop on the runway about 20 off of the centerline pointed in the correct direction parallel to the runway. No apparent damage was sustained by the aircraft other than to the tires and wheels. No injuries occurred. No emergency vehicles were dispatched, other than Airport Operations to assist with towing the aircraft off the runway. Runway was closed for a few hours due to difficulties locating the proper jacking and towing equipment, as well as the careful preparation of the aircraft for towing once the equipment was deployed. Aircraft 1: High Wing, Single Engine Aircraft 2: MD-11 Primary Problem: Environment While flying along the San Mateo/92 Highway at 2,000 feet MSL inside the OAK Class C airspace, we were instructed by ATC to remain clear of an MD11 on final into OAK. We had more than a mile of separation and turned right to the southeast to stay away from the approach path of the MD11. ATC then cleared us to continue pilot navigation once the MD11 was approximately three miles farther down the approach. I turned toward a point that I determined would keep us above the MD11’s wake turbulence at 2,000 feet MSL. We then encountered wake turbulence I would describe like going over a speed bump in a car too fast. I would estimate a momentary negative G of around -0.2. The rest of the flight was a normal flight back to our base airport. The reclining function of the passenger seat was damaged and we think it occurred in the wake turbulence event. No other damage. Aircraft 1: Travelair 95 Aircraft 2: Unknown Primary Problem: Aircraft I was the CFI for a multi-engine training flight. We were practicing a simulated single engine approach to a landing. This is a complex, nonstandard simulated emergency procedure where the power from only one engine is used to fly and land the aircraft. This is a challenging exercise that was further complicated by conflicting aircraft traffic. In the stress and rush of the landing I observed my student, who was flying the aircraft, reached across the instrument panel and put his hand on the landing gear control lever. I believed the plane was configured to land. We did land, but with gear up. My student’s first words were, “I was sure the gear was down.” At that point I checked the gear control handle. It wasn’t in the up locked position. It wasn’t in the down locked position. It

was in a central or neutral position. We both failed to confirm that the gear was actually down. Very expensive, indelible lesson learned, the hard way. Shouldn’t the gear position selector have only two possible positions (settings) up or down? My student thought he had moved the selector from up to down, when in fact he had only moved it out of the up latched position. The center/neutral/off position seems to have no purpose other than to cause expensive problems. Aircraft: Caravan Primary Problem: Procedure Departed a private airstrip with jumpers on board to conduct parachute jump operations. After passing 2,000 feet I contacted the local controlling agency to request traffic advisories during the climb, jump, and descent. I made the standard two minute call to ATC and ATC began to give advisories to the surrounding area that parachute jumping was in effect in two minutes. Before releasing the jumpers, ATC informed me of an aircraft two miles northwest of my position, headed southbound. Not overly concerned with the traffic advisory because the suspect primary target was headed away from the drop zone, I told ATC I copied and we were 30 seconds from the jump on our current heading (giving more info to ATC to see if opposite direction traffic would pose a threat to our flight path). ATC did not advise of a potential conflict and I knew the traffic was heading in the opposite direction. I gave the command for the jumpers to open the door, spot, and exit. Upon descent I saw an aircraft fly directly over the drop zone where the jumpers were. I called ATC and asked if they were talking to the aircraft and they were not. I cancelled radar services and began trying to contact the suspect plane on the local CTAF frequencies of nearby airports to raise the pilot, but with no luck. The aircraft apparently made a 90° turn in course and headed directly for the drop zone, causing jumpers to pass extremely close to it in free-fall. Aircraft: High Wing, Single Engine Primary Problem: Procedure This was an instructional flight with a student pilot. We were cleared for takeoff on Runway 27 with a right turnout. The takeoff proceeded normally with the student flying and we climbed straight ahead to 1,900 feet MSL in accordance with noise abatement procedures. Just prior to reaching 1,900 feet, tower requested that we start our turn and we complied. On crosswind, tower issued a traffic advisory. As we were a high wing we had difficulty


seeing the traffic, which was joining directly on the downwind for Runway 27. When I finally saw the traffic, we appeared to be on a collision course. I took control and performed a diving turn to the right. Tower then requested that we maintain 2,500 feet MSL, which we did until the edge of the Class D, at which point we resumed normal navigation. It appeared that the tower had tried to turn us early with the expectation that we would pass in front of the aircraft joining downwind. Aircraft: Skyhawk 172 Primary Problem: Aircraft I performed a preflight inspection, and found nothing unusual. Upon attempting to start the engine, the battery did not seem to have enough cranking power. I assumed this was due to the cold weather, and requested a GPU jump start from the FBO. On the second attempt, the engine started, and the GPU was disconnected. I continued my after starting-engine check list and all seemed normal. I made it a special point to check the ammeter, and it appeared to be charging slightly. I also have a “cigar lighter” USB charger/ voltmeter that I use as a secondary reference to the battery health, and I remember it being around 13 volts (which seemed normal from past experiences). I received my IFR clearance, performed my run-up, and proceeded for normal flight. I departed from ZZZ. I was handed off from ZZZ Tower to ZZZ Departure, which instructed me to climb and maintain 13,000 feet. I initiated my climb and keyed my mic to read back my instruction. As I keyed the mic, my #1 radio (a Garmin 430W) went out. As I switched my panel to my #2 radio and tuned it, I heard ZZZ Approach repeating my climb instruction. I again keyed my mic to confirm with a read-back, and the #2 radio (Garmin SL-30) went out. I reached for my handheld and attempted to make call out to ZZZ Departure, but my attempt failed. I powered off the handheld to conserve battery when I realized that I was unable to transmit for anyone to reach me. I cycled the power on each radio, as well as the radio master, in attempts to re-establish communications. None of my efforts worked. The transponder failed to come back up after one of the power cycles. I then left the power off to the avionics for a couple minutes and turned off all but the transponder with hopes that when turning back on the transponder would have enough power to send a signal. After various attempts, the transponder did come up, and I squawked 7600, and the transponder cut back out.


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ASRS Reports I reverted to training (that I remembered), and that was to fly my assigned clearance. Being my last instruction was to climb and maintain 13,000, and that was my filed altitude, I leveled off at 13,000. I turned on my oxygen tank about 15 minutes after crossing 12,500 feet and maintained oxygen flow for the remainder of the flight. I proceeded navigating with my iPad and its built-in GPS. At ZZZ VOR, I turned Direct to ZZZ1. As has been instilled in me — Aviate, Navigate and Communicate — I established that the aircraft was safe to continue flight, with the noted electrical issue, so I flew it. I navigated with the iPad, and established course heading to maintain for the remainder of the flight to ZZZ1. I then decided to attempt to communicate with my cell phone. I included my cell phone number in comments of the flight plan when it was filed. Later I noticed that I received a voicemail. The message from ZZZ TRACON stated that they saw I was on my flight plan route at 13,000, and that I was out of their airspace, their concern was the busier airspace near ZZZ1, they asked for a call-back. I was able to have a strong enough signal to make an outgoing call. I called ZZZ Center and informed them that I was following my clearance and intended to continue to ZZZ1 at 13,000. I provided a position report and advised of the electrical issue. I also reported that the conditions were VMC. I was told to call ZZZ TRACON upon landing. Additionally, I requested the phone number for ZZZ1 ATC (and was provided Tower phone number). I received a voice message from ZZZ1 Center advising that I would be entering a MOA and to call them. As soon as I was able to get a call out, I did call them. I gave them a position report and confirmed that I would maintain 13,000 within 100 feet. ZZZ1 Center called and left me a few messages that they lost radar and when they picked it up again. The last of their messages requested that I maintain 13,000. They provided the call-back number. I made several attempts to communicate with them, however the cellular signal did not allow the call to go through. There was one point where I had brief communications and was able to get a position report to them. I continued my flight directly to ZZZ1. Within 10 miles of ZZZ1, I was unable to get cellular signal to call Tower. I used my handheld to get the ATIS information, and then switched to Tower frequency. When within about four miles (at 13,000 feet) I was able to contact Tower using the handheld, but it was broken. I copied that I was cleared to land Runway 1. I needed to lose 12,500 feet of altitude. I crossed midfield

and started my descent over a right pattern for Runway 1, applied a forward slip to lose more altitude quicker. Continued a right pattern, and crossed the runway threshold around 6,000. I made one more right pattern to lose the remaining altitude, and during that time, I heard Tower advise me that I was cleared to land any runway. I made a normal landing on Runway 1, taxied off where emergency vehicles were awaiting me. I taxied to the FBO, parked, and shut down the aircraft. I then noticed I had an additional call from ZZZ1 Approach asking me to call. Once the aircraft was secured I called ZZZ1 Approach, and we discussed what happened. Then I called ZZZ TRACON and they asked me why I didn’t squawk 7600 immediately. I explained that I attempted to cycle the radios first. I asked the FBO’s mechanic to check the electrical system before I used the aircraft again. I was informed that the alternator was generating 12.6 volts, while it should be above 13. He recharged the battery, but his belief is that over time it has been slowly discharging because the alternator was not producing enough to support all the avionics. The alternator was last replaced in 2015. After landing, I was reminded that the IFR Lost Communications procedure in VMC is to land at the earliest practicable airport. I believe that turning back to the ZZZ area would have been more dangerous without communications. I could have landed at ZZZ2, or many other airports along the route, but I kept them in mind if I needed to deviate for a more serious emergency. Being my mind was stuck in the mantra of Aviate, Navigate, Communicate, I was focused on safely flying the aircraft, assuring that my navigation (with the iPad) was accurate, and attempting to communicate with ATC via phone. I believe that I did the best that I could with the resources available to me, however I do understand that it may have caused undue burden on ATC facilities. Aircraft: J-3 Cub Primary Problem: Human Factors The instructor and pilot were returning to the home airport after flying around the area performing landings at six various airports. On return, the pilot set up for final to the runway and made a perfect wheel-landing on the grass runway. Upon landing and roll-out, the aircraft started to veer slightly to the left. The pilot was told by instructor to give the aircraft slight right rudder to compensate. The pilot accidentally pressed the right brake, which sent the right wheel into the soft sandy grass. At this time the pilot also pushed the stick forward, which sent the aircraft

over. I, the instructor, had no option to recover the aircraft after the pilot accidentally pressed the right brake. I crawled out of the starboard side of the aircraft and turned off the master, starter, and fuel control. I then assisted the pilot out of the aircraft on the starboard side. Even though the front cockpit pilot is a very competent commercial pilot, he reacted incorrectly and opposite of the instructor’s guidance, which resulted in an incident that the instructor could not recover from. Once the brakes are applied while the aircraft still has momentum on roll-out, the pilot (instructor or otherwise) no longer has control. My recommendation as a pilot and instructor in tailwheel aircraft is that all people be instructed to only use the brakes in times of an emergency when there is an obstacle on the ground and the tailwheel is firmly on the ground. The pilot was instructed in this way, but it is pertinent that all pilots be taught in this procedure. Incidents can happen with this training, however the training will lessen the frequency of such incidents occurring in the future. Aircraft 1: Skyhawk 172 Aircraft 2: Low Wing, Single Engine Aircraft 3: PA-44 Seminole Primary Problem: Human Factors While in the pattern at CPT on my third touch and go, I called myself on final for Runway 15 with my intentions of doing another touch and go. On climb out I heard another airplane call two miles southwest of CPT. I then called out [my call sign], turning right crosswind for Runway 15, followed by a Seminole announcing takeoff and following me in the pattern. Upon following my turn to downwind, I saw my shadow, and a low wing airplane descending near us. I once again called my position. What was this low wing doing descending into a pattern from above the traffic pattern altitude? The Seminole that had been following me diverted its pattern in order to make room for this person, who thought he could just make room for them and see everyone else make room. I then descended to make sure that this person, who clearly didn’t observe the traffic pattern, was clear of me. Aircraft: PA-28 Primary Problem: Aircraft We departed ZZZ airport to the southwest practice area to do a review flight with my student. We were passing over military airspace heading to a local lake. After passing the lake we started performing slow flight (3,500 feet; 240 heading). Then, I asked the student to perform the maneuver (about 3,300 feet; 210 head-

February 23, 2017

ing) and upon recovery the student added full power and then started to remove the flaps. After removing the first notch, the engine started knocking with “severe engine roughness.” After that I took control to recover. Moments after, we had smoke in the cockpit. We were around 2,800 feet, so I reported to ZZZ Tower our aircraft call sign and position, then maintained glide speed 73 knots. Picked out a field and started heading towards the field. After losing altitude we reported again to ZZZ Tower that we were making an emergency landing in a field three to four nautical miles south of the lake, that we had smoke in the cockpit, and engine failure with two people on board. Then they asked us if we had fuel, I replied, “almost full fuel.” Then started doing engine restart procedures. While doing this the tower tried to direct us to ZZZ, then they got confused and thought we were northwest of ZZZ Airport. They tried to give us heading to ZZZ1 “northwest of our position.” We were around 1,400 MSL. Tower asked us to make a 180° turn, if possible, to go to ZZZ1. I declined the request and continued gliding towards the field, did securing procedures and concentrated on making a safe landing. Squawked 7700 and kept going to the field. Made a safe soft field landing and evacuated the aircraft. Aircraft was not damaged at all. Aircraft: PA-28 Primary Problem: Weather We were cruising at 8,000 feet and at first we had an increase in altitude with a corresponding increase in airspeed to get back on altitude when we started a 500 foot/minute descent. I added full power and raised the nose to compensate, to no avail. The 500 ft/min rate continued with our airspeed decaying to 65 knots. The entire event was a smooth ride. No turbulence whatsoever. I called ATC and let them know our situation and got the reply of “roger.” The loss bottomed out at 7,100 feet and we recovered to 8,000 feet and normal airspeed. The waves continued but not nearly as severe as this one. Had it continued with the same intensity, we could have turned back to the east away from the mountains. I was not informed of any conflicts or loss of separation. Clearly had the descent continued, we would have had to discontinue our southwest course and turned east away from the terrain. I was certainly glad we started at 8,000 feet and not any lower. This event makes one appreciate altitude, airspeed and horsepower.

February 23, 2017 —  Buyer’s Guide Marketplace —

Calendar of Events



Western United States

Feb. 26, 2017, Santa Maria, CA. Mooney Fly-In, 805-305-1546 Mar. 01, 2017, Truckee, CA. Tahoe Flying Club Monthly Meeting, 530-378-4832 Mar. 01, 2017, Camarillo, CA. Stalls, Spins, and Unusual Attitudes with Judy Phelps and Rochelle Oslick, 805-312-9299 Mar. 03-04, 2017, Casa Grande, AZ. 59th Annual Cactus Antique Aircraft Fly-In, 480-403-1190 Mar. 03, 2017, San Diego, CA. Fly Days, 619-259-5541 Mar. 04, 2017, Perris, CA. Ultralight Squadron of America Monthly Meeting, 714-692-0525 Mar. 04, 2017, Hillsboro, OR. EAA 105 Pancake Breakfast Mar. 04, 2017, Concord, CA. Monthly MDPA Safety Meeting, Breakfast & Fly-Out Mar. 04, 2017, Reno, NV. EAA Chapter 1361 Meeting, 775-393-9403 Mar. 04-05, 2017, Salinas, CA. Mystery Trip Fly-Out, 831-206-7761 Mar. 04, 2017, Camarillo, CA. Weather: Beyond the Standard Briefing with DPE Doug Stewart, 805-312-9299 Mar. 04, 2017, Chula Vista, CA. San Diego Ultralight Association Meeting, EAA 114 Mar. 04, 2017, Watsonville, CA. Watsonville EAA 119 Young Eagles Rally, 831-531-8440 Mar. 04, 2017, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display Day (First Saturday of the Month), 831-634-0855 Mar. 04, 2017, Carlsbad, CA. EAA Chapter 286 Monthly meeting, 760-207-2770 Mar. 04, 2017, Modesto, CA. Airport Lunch Mar. 04, 2017, Camarillo, CA. True Confessions: The Mistakes I’ve Made, with Doug Stewart, 805-312-9299 Mar. 06, 2017, Concord, CA. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Mar. 07, 2017, Napa, CA. EAA Chapter 167 General Meeting, 415-279-0623 Mar. 07, 2017, Fresno, CA. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Mar. 08, 2017, Carson City, NV. Carson City Flight Civil Air Patrol Meeting, 775-546-9805 Mar. 08, 2017, Irvine, CA. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Mar. 08, 2017, Camarillo, CA. The Art of Flying IFR: Situational Awareness with DPE Doug Stewart, 805-312-9299 Mar. 11, 2017, Compton, CA. Compton Airport Open House & Young Eagles Rally Mar. 11, 2017, Logan, UT. Leading Edge Aviation Monthly Breakfast, 435-760-0684 Mar. 11, 2017, Modesto, CA. CAF Monthly Breakfast. Open to the public. Mar. 11, 2017, Glendale, AZ. EAA Chapter 55 General Meeting, 623-670-1313 Mar. 11, 2017, Hood River, OR. Second Saturday at WAAAM Air and Auto Museum, 541-308-1600 Mar. 11, 2017, Camarillo, CA. Preparing for the Private Pilot Practical Exam with K Wittekeind & M Phillips, 805-312-9299 Mar. 11, 2017, Renton, WA. VFR Workshop, 425-336-7445 Mar. 12, 2017, Fullerton, CA. Fullerton Airport Antique Airplane Display

Mar. 14, 2017, Denver, CO. IMC Club at IA, 719-581-2010 Mar. 14, 2017, Tucson, AZ. CAP Squadron 104, 520-307-5775 Mar. 15, 2017, Lincoln, CA. EAA 1541 Membership Meeting Mar. 15, 2017, Camarillo, CA. Understanding VFR Charts and Aerospace with Judy Phelps, 805-312-9299 Mar. 15, 2017, San Carlos, CA. In-Flight Weather Decision-Making, 650-856-2030 Mar. 17, 2017, Concord, CA. Monthly MDPA Meeting & Dinner Mar. 18, 2017, Mesa, AZ. Falcon Wardbirds/ Impala Bob’s Monthly Cruise-In Breakfast Mar. 18, 2017, Redlands, CA. Redlands Airport Spring Fling Pancake Breakfast, 909-499-1777 Mar. 18, 2017, Erie, CO. Chapter 43 Young Eagles Rally, 303-744-8180 Mar. 18, 2017, Camarillo, CA. Annual Pilot Refresher with Michael Phillips, 805-312-9299 Mar. 18, 2017, Compton, CA. EAA Chapter 96 General Meeting, 310-612-2751 Mar. 18-19, 2017, Napa, CA. Vintage Aircraft Display Days, 415-279-0623

South Central United States

Feb. 28, 2017, Springfield, MO. Civil Air Patrol meeting, Springfield Regional Composite Squadron, 417-849-6923 Mar. 02, 2017, Austin, TX. Austin Aviators Monthly Meetup, 512-656-1101 Mar. 04, 2017, Hot Springs, AR. Hot EAA Breakfast Mar. 07, 2017, Springfield, MO. Civil Air Patrol meeting, Springfield Regional Composite Squadron, 417-849-6923 Mar. 11, 2017, San Antonio, TX. EAA Chapter 35 Fourth Annual Open House, 210-952-6216 Mar. 14, 2017, Springfield, MO. Civil Air Patrol meeting, Springfield Regional Composite Squadron, 417-849-6923 Mar. 14, 2017, Olathe, KS. Civil Air Patrol Meeting, 913-927-1317 Mar. 14, 2017, Arlington, TX. EAA Chapter 34 Meeting, 817-875-4259 Mar. 15, 2017, Fort Worth, TX. EAA Chapter 670 Social and Meeting

North Central United States

Feb. 28, 2017, Juneau, WI. Instrument Ground School, 920-386-2402 Feb. 28, 2017, Eden Prairie, MN. EAA/ IMC Club 878, 612-272-4600 Mar. 01, 2017, Juneau, WI. Private Pilot Ground School, Wisconsin Aviation, 800-657-0761 Mar. 02, 2017, Two Harbors, MN. EAA Chapter 1128 Monthly Meeting, 218-830-0185 Mar. 02, 2017, Bolingbrook, IL. EAA 461 Chapter Meeting, 630-465-9842 Mar. 02, 2017, Ray, MI. EAA Chapter 13 Monthly Meeting, 586-918-3838 Mar. 03, 2017, Hot Springs, SD. Coffee and Dessert Mar. 04, 2017, York, NE. Breakfast Mar. 04, 2017, Peoria, IL. EAA 563 Pancake Breakfast, 309-696-1428 Mar. 04, 2017, Bolingbrook, IL. Zenith 750 Cruzer Build First Saturday of Each Month, 630-369-1562 Mar. 06, 2017, Chicago, IL. Chicago Executive Pilots Association (CEPA)

Board Meeting, 847-4981597 Mar. 07, 2017, Naperville, IL. Monthly BFC Meeting, 630-712-0059 Mar. 07, 2017, Davenport, IA. IMC Club Meeting, 309-798-2282 Mar. 07, 2017, Juneau, WI. Instrument Ground School, 920-386-2402 Mar. 08, 2017, Juneau, WI. Private Pilot Ground School, Wisconsin Aviation, 800-657-0761 Mar. 08, 2017, Houghton Lake, MI. EAA Chapter 1580 Regular Monthly Meeting, 989-366-7660 Mar. 08, 2017, Gaylord, MI. EAA Chapter 1095 Regular Monthly Meeting Mar. 08, 2017, Green Bay, WI. EAA Chapter 651 IMC Club Monthly Meeting, 920-819-4774 Mar. 09, 2017, Fremont, MI. EAA Chapter 578 Monthly Meeting, 616-667-7837 Mar. 09, 2017, Bemidji, MN. EAA Chapter 1397 Monthly Meeting, 218-368-3162 Mar. 09, 2017, Omaha, NE. Omaha IMC Club Meeting Mar. 09, 2017, Chicago, IL. Fox Flying Club Membership Meeting Mar. 10, 2017, Hot Springs, SD. Coffee and Dessert Mar. 11, 2017, Minneapolis, MN. What Components Of Your Airplane Are The Most Likely To Fail? 612-991-0013 Mar. 11, 2017, Havana, IL. Migratory Bird Fly-In and Photo Shoot, 630-936-3282 Mar. 13, 2017, Omaha, NE. EAA Chapter 80 Meeting Mar. 14, 2017, Juneau, WI. Instrument Ground School, 920-386-2402 Mar. 14, 2017, Kearney, NE. EAA Chapter 1091 Monthly Meeting Mar. 14, 2017, Kalamazoo, MI. EAA Chapter 221 IMC Club Meeting Mar. 15, 2017, Juneau, WI. Private Pilot Ground School, Wisconsin Aviation, 800-657-0761 Mar. 15, 2017, Lansing, IL. SSIPA Safety Seminar, 708-251-5818 Mar. 16, 2017, Plymouth, MI. EAA Chapter 113 General Meeting, 734-392-8113 Mar. 17, 2017, Hot Springs, SD. Coffee and Dessert

North Eastern United States

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 Feb. 28, 2017, Gaithersburg, MD. Congressional Flying Club/MSS Civil Air Patrol, 240-232-2786 Mar. 01, 2017, Wilmington, DE. DellPenn Flyers Club New Member Drive Mar. 01, 2017, Erie, PA. EAA Chapter 160 Monthly Meeting, 585-732-0278 Mar. 01, 2017, Gaithersburg, MD. US Coast Guard Auxiliary Flying Flotilla 24-4 Monthly Meeting Mar. 02, 2017, Morehead, KY. EAA Chapter 1525 Meeting, 606-356-1941 Mar. 02, 2017, Portland, ME. Hangar Flying/Burger Night, 207-619-0236 Mar. 04, 2017, Morehead, KY. FlyIn Drive-In Pancake Breakfast Mar. 04, 2017, Barton, VT. EAA Chapter 1576 Ski Planes on Crystal Lake, 802-626-0464 Mar. 06, 2017, Columbus, OH. Civil Air Patrol Columbus Senior Squad-

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! ron Meeting, 740-990-9169 Mar. 07, 2017, Palmyra, PA. Monthly Scenario Discussion, 717-304-4187 Mar. 07, 2017, Chesapeake, VA. EAA Chapter 339 Monthly Meeting, 757-647-1564 Mar. 08, 2017, Nashua, NH. EAA IMC Club Chapter Meeting, 978-873-0507 Mar. 09, 2017, Frederick, MD. Sugarloaf 99s Chapter Meeting, 301-471-9103 Mar. 09, 2017, Toms River, NJ. Meeting of Garden State Angels Chapter of Women In Aviation, 609-709-7676 Mar. 09, 2017, Reading, PA. Reading Aero Club Monthly Meeting, 610-370-7101 Mar. 09, 2017, Medford, NJ. Is Your Electronic Flight Bag (EFB) Properly Packed? 856-986-1331 Mar. 09, 2017, Wadsworth, OH. EAA Chapter 846 Monthly Meeting, 330-321-6274 Mar. 09, 2017, Sussex, NJ. EAA Chapter 891 Monthly Meeting, 845-820-2651 Mar. 10, 2017, Trenton, NJ. EAA Chapter 176 Monthly Meeting Mar. 11, 2017, Ronkonkoma, NY. Mid Island Air Service Monthly Safety Seminar, 631-588-5400 Mar. 11, 2017, Norfolk, VA. Old Dominion Squadron Monthly Meeting, 757-465-1589 Mar. 13, 2017, Richmond, VA. IMC Club, Richmond Chapter, 804-564-3233 Mar. 13, 2017, Carlisle, PA. Carlisle Flying Club Monthly Meeting, 717-830-8773 Mar. 14, 2017, Fitchburg, MA. Fitchburg Pilots Association (FPA) Monthly Meeting

South Eastern United States

Feb. 26, 2017, Naples, FL. Ford Tri-Motor Flights

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


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February 23, 2017

For more events and to stay up-to-date, go to Feb. 27, 2017, Lawrenceville, GA. Civil Air Patrol/Gwinnett Composite Squadron, 404-444-9852 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. 01, 2017, West Columbia, SC. IA Renewal, 803-451-2648 Mar. 02-04, 2017, Orlando, FL. 28th Annual International Women in Aviation Conference Mar. 02-05, 2017, Vero Beach, FL. EAA Chapter 99 Ford Tri-Motor Visit, 772-532-7493 Mar. 02-05, 2017, Fort Pierce, FL. Exuma Flying Adventure, 912-964-1022 Mar. 04, 2017, Burgaw, NC. EAA 297 Chapter Meeting, 910-880-5669 Mar. 04, 2017, Winchester, TN. EAA 699 Fly-In Breakfast, 931-967-0143 Mar. 04, 2017, Winter Haven, FL. Cen-

tral Florida Flying Club Party at the Derry Down, 863-258-1126 Mar. 04, 2017, Rome, GA. EAA Chapter 709 Pancake Breakfast, 864-316-5250 Mar. 04, 2017, Titusville, FL. FlyIn and Pancake Breakfast Mar. 04, 2017, Lawrenceville, GA. First Saturday Aviation Program and Pancake Breakfast, 404-314-7573 Mar. 04, 2017, Lakeland, FL. Second Annual Aunt Betty Fly-In and Pancake Breakfast, 941-915-8883 Mar. 04, 2017, Fort Lauderdale, FL. FXE Safety Expo, 954-828-4955 Mar. 04, 2017, Hernando, FL. Twelve Oaks (5FL7) Spring Fly-In, 352-476-6518 Mar. 05, 2017, Bishopville, SC. South Carolina Breakfast Club (52J), 803-446-0214 Mar. 06, 2017, Greenville, SC. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101

Mar. 07, 2017, Stuart, FL. EAA Chapter 692 Monthly Meeting Mar. 07, 2017, Oxford, NC. Private Pilot Ground School, 919-693-4300 Mar. 07, 2017, Pooler, GA. EAA Chapter 1514 Monthly Meeting Mar. 07, 2017, Columbus, GA. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 Mar. 07, 2017, Chamblee, GA. Civil Air Patrol/ PDK Senior Squadron, 404-829-3732 Mar. 08, 2017, Huntsville, AL. AOPA Nontowered Cases Studies: What Went Wrong, 800-638-3101 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 In-

formation 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 Mar. 05, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267 Mar. 05, 2017, Kars, ON. 15th Annual Fly-In, 613-296-3391 Mar. 06, 2017, Debert, NS. TFC Annual General Meeting, 902-662-2228 Mar. 12, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267 Mar. 18, 2017, Killam, AB. Coffee, 780-608-5413 Mar. 19, 2017, Ottawa, ON. Sunday Morning Coffee and Pilot Chat, 613-791-6267

PERFECT PLANE | From Page 14

Besides a couple of minor issues, my needle in the hay stack was indeed a good find. The seller and I went back and forth until we finally settled on an agreeable price. With the deal closed, I was the new owner of a Cessna 182! My Cessna 182 was delivered to me on my birthday, two days after receiving my private pilot license. I was eager to get my bird in the air, but to do so I needed a high performance endorsement from my instructor. With my instructor in the right seat, we primed the engine and started her up. Listening to that deep throaty sound of the 182 gave me goose bumps and a hint of what was to come. As I lined up on the runway for the first time, I eased the throt-

tle in. I felt a rush as I was pushed back into my seat from the power of the 182. At that moment, I understood why you need a high performance endorsement to fly this beast of an airplane. We climbed out faster than I had ever climbed. As we leveled out in cruise flight, I noticed that the ride was a lot smoother and quieter compared to the 172 that I had trained in. In addition, I was traveling much faster without even noticing it. The Cessna 182 lived up to all of the hype that I had read and it was a treat to fly.

Although a few upgrades were in store, I was very happy with my purchase. As a new pilot and first time buyer, I learned a lot about choosing a plane; a decision that shouldn’t be based solely on style, color, and speed. If I had chosen my plane solely on that notion, I may have ended up with a black Bonanza V-Tail with cream leather interior! I am very satisfied with my Cessna 182. It has given me the freedom I desired, while meeting my mission and budget. It is the perfect plane for me!

explained that he was looking for corrosion and other issues that may affect the structural integrity of the aircraft. He pointed out that firewall wrinkling is a concern on 182s due to improper landing technique. Luckily I didn’t have any wrinkling in my firewall. He then looked over the engine and had me assist him with a compression test.



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February 23, 2017

New Products

SkyRoamers Flight Training Manuals now at Aircraft Spruce Now available from Aircraft Spruce are the SkyRoamers Flight Training Manuals. The SkyRoamers Private Pilot Flight Training Manual is used by students training to be private or commercial pilots, as well as commercial pilots training to be flight instructors. It applies to airplane pilots, regardless of their certification level. For students training to be instrument or ATP pilots, the Instrument Pilot Flight Training Manual is also available.

New book on Twin Cessnas released

AirClassics Flight Bag updated Just introduced is the updated ASA Flight Bag. According to ASA officials, the bag is large enough to fit everything a pilot needs without being too bulky to manage. Made with durable, water-repellent 600D polyester, the bag has sturdy comfort-grip connectable handles, a non-slip detachable carry strap, heavy duty zippers, and reinforcing straps that go around the bag for extra strength. Sturdy feet built onto the bottom protect it from the elements on the ramp, officials note. The large, central pocket has adjustable

dividers that allow for customized configurations, both lengthwise and crosswise, depending on your specific needs. Zippered pockets on both ends of the bag are ideal for headsets, or can be used to carry other items, such as a tablet, book, or a small binder. The zippered compartment on the front of the bag is designed for smaller items with pockets for a flashlight and fuel tester, a smaller zippered ID pocket for your certificate, and a large mesh pocket to keep loose items contained. Price: $79.95.

South Wind replacement cabin heaters now available As a result of its asset purchase of C&D Associates in 2016, Hartzell Engine Technologies (HET) is now producing a line of South Wind replacement heaters under the Janitrol Aero brand. “Our new Janitrol Aero brand replacements for South Wind cabin heaters are FAA certified and/or PMA approved and will not be affected by the FAA’s proposed Airworthiness Directive (AD) on South Wind aircraft cabin combustion heaters,” President Mike Disbrow said. Once issued, the AD related to the

FAA’s most recent Notice of Proposed Rule Making (NPRM) will require that owners with the affected South Wind heaters (8XXX and 9XX series), comply within the next 10 hours of heater operating time or next scheduled maintenance activity, whichever occurs first. The FAA estimates that 90% of the heaters will fail a Pressure Decay Test, which will be required under the AD. With an estimated 6,300 aircraft affected by the AD, there will be limited capacity at heater shops to handle the number of South Wind systems needing testing and repairs, HET officials noted. HET’s Janitrol Aero cabin heaters are FAA PMA approved as direct replacements for the South Wind 8XXX, company officials added. Janitrol Aero replacement heaters can be purchased directly from HET or through one of its authorized distributors.

Schiffer Publishing has released “Twin Cessna: The Cessna 300 and 400 Series of Light Twins.” The Cessna 310 broke new ground in general aviation when it appeared in 1953. It remained in production for nearly 30 years and nearly 6,000 were built. This book, by Ron Smith, a British aeronautical engineer, author, photographer, and historian, reviews the type’s origins, competitors, and development, including the many variants produced. Detail includes comments on ownership and operation, visual differences between individual models, and after-market upgrades. The book continues with the Cessna 320 and the later “cabin class” twins, the

Cessna 340, 335, and 303. A second section examines the larger cabin twins in the Cessna 400 series from the Cessna 411 to the turboprop Cessna 425, 441 Conquest II, and Reims Cessna F406 Caravan II. This family includes nine distinct types of aircraft and the section also includes some amusing tales about flying the Cessna 404 Titan. The hard-cover book, which includes 215 photos, is $34.99.

Airfoil app upgraded Airfoil, a new app for pilots and aviation enthusiasts, has launched version 1.3.0 with a portfolio of new features. Airfoil members can now access airport weather through the new “1-Tap METAR” bar on the Discussions tab and navigate to the Airport page for a full weather preview and a click-through to ForeFlight to “file and fly,” company officials noted. The new version, which is available for iOS and Android, also includes a host of new features on its community pages, including Discussion thread previews, click-to-open images, Roger That (Like) and Follow buttons, Airport community pages, expanded member profiles, and customizable push notifications. Pilots and aviation enthusiasts using Airfoil can connect to one another to buy, sell and lease everything from aircraft to hangars; create and participate in discussions locally and around the globe; and see event calendars for all kinds of aviation happenings.

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

February 23, 2017 —  Buyer’s Guide Marketplace —


New Products

Reliefband helps prevent nausea Have a family member or friend who would love to go flying with you, but gets motion sickness? Relief might be available through the new Reliefband, wearable technology that treats motion sickness and nausea. Reliefband’s patented technology uses programmed pulses with highly-specific waveform, frequency, and intensity parameters to stimulate the median nerve on the underside of the wrist. This stimulation, known as neuromodulation, uses the body’s natural neural pathways to block the brain from producing waves of nausea in the stomach, company officials explain. Reliefband is priced at $114.99 and available at Reliefband. com and

Lightspeed Aviation debuts Zulu 3 headset

Lightspeed Aviation has introduced the Zulu 3 ANR headset. Zulu 3 builds on the performance and features of the original Zulu and Zulu.2 headsets, according to company officials. Enhancements in the Zulu 3 include: New contoured ear seals designed to hug the curve of the jaw, for a more natural fit that increases comfort and stability; new cables built around a Kevlar core that are stronger and more flexible than standard cables, while weighing less; a seven-year warranty; and an optional free taller head pad for smaller head shapes. Zulu 3 is available with Dual GA, LEMO (panel powered), and U-174 (Heli) connectors and sells for $850.

TNA tugs now assembled in the U.S. TNA Aviation Technologies, a supplier of semi-robotic aircraft tugs and ground support equipment in North America, reports it will now assemble its aircraft tugs in the USA. Company officials added that while the tugs will be assembled in the USA, future designs will continue to be developed by a team of German and American engineers. The company supplies ROTVs (Remote Operated Tug Vehicles) and a range of German designed and towbarless airplane repositioning systems. The company’s line of aircraft tow systems are for aircraft as small as 4,000 pounds up to airliners weighing 200,000 pounds, officials noted. Unlike traditional aircraft tow tugs, TowFLEXX aircraft repositioning systems allow customers to utilize hangar and apron space to much higher extent, according to company officials.

STC awarded for new prop for Cessna Supervan MT-Propeller has received a new FAA STC for the  5-bladed QFJ Propeller MTV-27 on the Honeywell-powered Cessna 208 Supervan. The MTV-27 propeller, called the Quiet Fan Jet Propeller, takes skydiving enthusiasts up in the air with a lot of new features, according to MT-Propeller officials. MT-Propeller President Gerd Muehlbauer noted that, due to the best damping characteristics of the natural composite blades, vibration is reduced up to 60% on the aircraft fuselage, reducing maintenance cost compared to 4-bladed prop. The lightweight MT-Propeller blades reduce the weight of the original OEM propeller by approximately 31 pounds, officials added. Due to the reduced moment of inertia, the wear on the starter and battery is also reduced and cooler engine starts are the result, company officials said.

Certification flight tests have also shown improvements in overall performance. Ground roll is reduced by 10%, climb performance is improved by 5-8% and speed is increased by 2-3 KTAS, officials said.

RocketRoute Fuel App now available on iPhone Air BP’s RocketRoute Fuel App is now available on iPhone. Launched in October 2016, the Rocket­Route Fuel App offers general aviation pilots a new way of buying fuel direct from Air BP, regardless of whether they are a customer or not. It provides online access to a global network of fuel locations, convenient payment

methods and the opportunity to offset carbon emissions, according to company officials. Existing Air BP customers also benefit from their specific pricing, as well as aircraft and Sterling Card details being visible in the app when they link to their account.

For all phases of flight.

SUPPLIES GA_ASA_Supplies2017.indd 1

7/18/2016 10:51:57 AM


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ELMA, WA T-Hangars $97.50/mo Completely enclosed w/lockup. Pilot controlled runway lights. 360-482-2228.

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1967 PIPER Cherokee 140, $22,000. 150hp, 3684-TT, 1748-SMOH, current annual, ALWAYS HANGARED, same owner last 16years (retiring), Narco Mk12D, Nav 824, A-150 xpdr, Garmin 195 yoke GPS, Portable Com, electric HSI, 2-VOR's certifiable to IFR, Tanis heat, shoulder harness front seats, all logs. MI 231-788-3880.


LARGE STAND-ALONE8 hangar Tacoma Narrows Airport, 10 minutes to Tacoma; 7200 sf, three offices, bathroom, 3-phase power, fire sprinkler system overhead gas heat, 60' door.. $2642 month. 253-798-2421,,

FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA'd parts. Order toll-free 888-433-5433, info@ or Foreign orders pay postage. SELKIRK AVIATION Inc. has FAA approval on composite cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. or 208-664-9589. Champion Parts - 2055


Cessna 170/175/177 - 1906

FREE 400-PAGE UNIVAIR CATALOG. with hundreds of FAA/PMA'd parts. Order toll-free 888-433-5433, info@ or Foreign orders pay postage. Attorney - 5100

Fuel - 7215


Cessna 150 - 1904 BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You'll love it!

Engines - 6950


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

Taylorcraft Parts - 4605



Aeronca - 1050 —  Classified Pages —


February 23, 2017

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

Classifieds Work!

Family owned since 1961

Factory New FAA-PMA Oil Coolers (800) 866-7335 For all your oil cooler needs

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

Buy, Sell, Repair, Overhaul, Exchange ENGINES FROM $200 GUARANTEED: Kawasaki, Rotax, Hirth, and most other brands with the BEST reduction drive, carburetor, exhaust selection of accessories with top-notch service from our friendly staff. J-Bird, 210 Main St, Kewaskum WI 53040, 262-626-2611

(800) 426-8538

CORPORATE HANGARS for rent; Tacoma Narrows Air- port, 10 minutes to Tacoma; 65'X56'; 62' door, office, bathroom $2331 month. Without office/bath $1798. 253798-2421, 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, AUBURN WA AIRPORT Box Hangar for rent. 50x55'. Available Now. Call Marty for details. 425-503-8511 or call the Auburn Airport at 253-333-6826. ECONOMICAL AIRCRAFT HANGARS with the Banyan Steel Arch Systems. Will ship worldwide. (800)533-7773, (317)849-2246, Fax: (866)-886-0547, POWER METERS for hangars. Recover the cost of electricity used by tenants, Davidge Controls, 800-824-9696, T-HANGARS with 40' doors, Tacoma Narrows Airport, $336.45, 253-798-8550.. "THE NEW LIFT STRAPS" BI-FOLD DOORS By Schweiss for airplane hangars. Electricall operated. Lose no headroom, we install and deliver. Schweiss BiFold Doors 800-746-8273. Visit NASHUA (NH) Airport: 2 hangars/ 1 p;roperty. 3960sqft hangar with 8880sqft office, R&D space plus 5482szft hangar with 1260sqft office. 603-8806655. ARLINGTON, WA. Corporate Hangar for Lease or Sale (Owner Financed) by Neal. 75X70, 65X19 Hydroswing, Separate 2 Story 20X25 Pilot Lounge, Restroom, Office. Top Quality Polished Concrete Floor, Walls, Lighting, Heat and Insulation.. 425-418-4299. KRNO T-HANGARS, 976-2742 sqft. Monthly or multiyear leases. Move-in incentives. Google: T-Hangar Leases or call 775-328-6486. 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 23, 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 Instruction - 7350 ONLIN LEARNE IN

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

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

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 Parachutes - 8150

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 Parts - 8225

PILOT'S EMERGENCY Parachutes --hundreds of new and used rigs --military and aerobatic types. Prices from $250 and up. Western Parachute Sales, Inc., 29388 SE Heiple Road, Eagle Creek, OR 97022. 503-630-5867 or fax 503-630-5868. Partnerships - 8200

Software - 8890

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

More than just UV. we offer complete Solar Control.

Lakes Ae eat ro Gr


OUR FREE APA OUR FREE web-based partner and partnership-finder works worldwide for any aircraft. Join today to fly more and pay less! Parts - 8225

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

The best pilot SPORTYS.COM supplies for 1.800.SPORTYS over 50 years

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

Insurance - 7400 Aviation Insurance Resources Best rates, Broadest coverage. All markets. Access the entire market with just one call. Toll free 877-247-7767 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. Miscellaneous - 7700 TEXAS AVIATION ONLINE. All things related to Texas aviation. Parachutes - 8150

Polishing and Plating - 8380

Factory Directory Sales


Survival - 9000

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. Propellers - 8400

(815) 233-5478

FAX: (815) 233-5479


4:28 PM



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!

installation for:

(800) 557-3188

2500 Himalaya Road • Aurora, Colorado • 80011 Info Phone ................................... 303-375-8882 Fax ....................800-457-7811 or 303-375-8888 Email Website

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

Classifieds Work!

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.

Toll Free Sales: 1-888-433-5433

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

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 6/22/16 - 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.

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.


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

GA News Classified.indd 1 FLORIDA SEAPLANES

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

Video, Audio, DVD - 9400 Skis - 8870


Also retractables, homebuilt & ultralight skis


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

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

(800) 426-8538 •

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

February 23, 2017 —  Classified Pages —


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

Call (800) 426-8538 to place an ad Real Estate/Airport Property - 9650

Two issues

Addt’l Issues

20-word ad (min. order)

$27 per ad

.67 per word

20-word ad (all bold)

$44 per ad

$1.10 per word

Color Photo (3” max) + word fee

$60 per inch

$30 per inch

Color Logo (3” max) + word fee

$78 per inch

$39 per inch

Real Estate/Airport Property - 9650 Florida - 9650

Alaska - 9650

ORLANDO AREA Aviation-properties, hangars, hangarrentals, Some priced like bank-owned. Chandelle Properties. Ron Henderson 407-712-4071 Keller Williams/ Ad- vantage II Realty Illinois - 9650

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,

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 California - 9650 LARGE, AFFORDABLE 2.5 acre lots for sale in S. Calif. on the runway:


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, con- do's from $139,000. Lots available. Long/ short term rentals avail. Spruce Creek Fly-In Realty, Pat & Lenny Ohlsson, 800-932-4437. sales@fly-in. com

Real Estate/Airport Property - 9650

North Carolina - 9650

Washington - 9650

AVIATION, INVESTMENT & residential properties. Licensed in both Carolina's. Sell airpark & airstrip property That's what we do 877-279-9623. Pennsylvania - 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 DISCOVERY BAY @ Table Rock Lake. 60-miles long lake near Branson, MO. Lake and Lake-View Lots. Un- derground 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. PRIVATELY OWNED, Public Use airport/ airpark (3K6). For sale or lease. 2700' lighted paved runway. Full serv- ice FBO. 21-miles from St. Louis MO $890,000. 618-644- 5411.

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 in- tention, to make any such preference, limited or discrimination.” Familial status includes children under the age of 18 living w/pa- rents or legal custodian, pregnant women & people securing cus- tody of children under 18. This newspaper will not knowingly ac- cept 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 com- plain of discrimination call HUD toll-free 800669-9777. Toll-free for the hearing impaired: 800927-9277.

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

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

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, (

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@

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. Florida - 9650 SARASOTA FL Hidden River Airpark, 2640' paved and lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives. 941-928-3009

Real Estate/Airport Property - 9650

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.

I’ve got an idea!

You put an advertisement for your product in here and we’ll send it out to thousands of people looking to buy stuff. Sound good? Call (800) 426-8538 to reserve your space

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. 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, 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,


HORSE RANCH with private 2480-ft airstrip (Crown Creek- 57WA). 3000+ sq-ft custom home w/4-car garage, 35-acres fenced. Barn w/4 matted stalls. Covered riding arena w/heated tackroom. Heated hangar w/Schweiss door. Quality outbuildings. $895,000. Call Ron Matney, 509-684-1012. BLAKELY ISLAND, WA. Premier Airpark. Paved lighted runway. Marina. Owner access to two 70ac lakes:.Airpark Property Information: Flying Island Realty 360375-6302 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. 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.

of General Aviation News readers have a net worth north of $500k. Get your product in front of them!

call Ben Sclair at (800) 426-8538


General Aviation News —  800.426.8538

February 23, 2017

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Feb. 23, 2017  

The February 23, 2017 edition of General Aviation News

Feb. 23, 2017  

The February 23, 2017 edition of General Aviation News