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$2.95 • MARCH 8, 2018 70TH YEAR. NO. 5


Be the old man P. 11 Build and fly at Central High P. 18 Why is steam in my engine? P. 15 Flying the aircraft of the future P. 24


General Aviation News —  800.426.8538

March 8, 2018

March 8, 2018 —


The TOC EDITORIAL Janice Wood, Editor


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

General Aviation News • 70th Year, No. 5 • March 8, 2018 • © 2018 Flyer Media, Inc. • All Rights Reserved.

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Photo by Brown/USAFA

Of Wings & Things features several color photos from World War II, captured on long-lasting Kodachrome emulsion.

News 6.......... Lost Tuskegee Airmen’s aircraft explored 8.......... Plane shipments up, billings down in 2017 8.......... Retrofit avionics sales surge more than 20% 9.......... Mechanics retiring faster than can be replaced 16........ The 25 Most Influential Aircraft 17........ SC airports have $16.3 billion impact 18........ Build and fly at Central High 21........ The flying Siegfried family

Columnists 10........ TOUCH & GO: It all started with a CIGAR 11........ POLITICS FOR PILOTS: Be the old man 12........ OF WINGS & THINGS: Kodachrome captured World War II in color 15........ ASK PAUL: Why is steam inside my 152’s engine? 24........ SPLOG: Will you fly the aircraft of the future?

26........ Accident Reports 28........ New Products 30........ Calendar of Events 35........ Aviation Classifieds

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Photo by James Senft

Student Joshua Engberg is one of many at Central High who helped build an RV-12.


On Final

CC# Exp. Mail form to 5409 100th St. SW #39099, Lakewood, WA 98496-0099


NOTICE: The next issue will be mailed March 22, 2018.

The Siegfried family flying in formation. From the top: Rand in his 1964 Beechcraft E18S, Rick in his World War II North American T-6, Bob II in his 1965 S35 Bonanza, and “Old Bob” in his 1943 Stearman. Photo by Bob Burns.


General Aviation News —  800.426.8538

March 8, 2018

Leading Image 23 Skidoo

Photo by Lukas Pritchard

Lukas Pritchard submitted this photo from the 2017 Reno Air Races of the P-38 23 Skidoo.

A D V E R T I S E R Aero Ski Mfg Co Inc........................38 Aerotech Publications.....................19 Aircraft Door Seals..........................12 Aircraft Propeller Service.................34 Aircraft Specialties Services...............2 Aircraft Spruce & Specialty..............40 Airforms.........................................35 Airpac Inc......................................38 Airplane Things...............................34 Alaska Airmen’s Association............33 Alpha Aviation, Inc..........................31 AOPA Insurance Services.................17 AOPA Membership Publications, Inc.............................15 Aviation Insurance Resources..........30 Aviation Insurance Resources..........37 Aviation Supplies &

Academics (ASA)............................16 Avionics Shop, Inc..........................34 Cannon Avionics, Inc.......................32 Cardinal Aviation.............................30 Cee Bailey’s Aircraft Plastics............30 Clay Lacey Aviation.........................32 Corvallis Aero Service......................34 Cubs, Floats and Fun......................37 Desser Tire & Rubber Co.................30 Eagle Fuel Cells..............................31 Electroair.......................................19 Fallon Airmotive..............................34 Fast Aviation..................................37 Flight Design..................................12 Genuine Aircraft Hardware, Inc.........34 Gibson Aviation................................8 Great Lakes Aero Products Inc.........37


Hooker Custom Harness..................38 Hydraulics International...................14 Idaho Aviation Expo.........................14 Kitfox Aircraft..................................31 KS Avionics....................................31 Lycoming Engines...........................39 MH Oxygen Systems.........................6 Micro Aerodynamics........................16 Niagara Air Parts...............................8 Northwest Aviation Services.............34 Northwest Propeller Service.............38 P2 Aviation Technology, Inc................6 Pacific Coast Avionics......................31 Para-Phernalia................................37 Petersen Aviation............................35 Rainbow Flying Service....................35 Rapidset Buildings..........................19

R & M Steel.....................................5 Schweiss Doors................................6 Schweiss Doors..............................38 Sky Ox Limited...............................35 Sporty’s Pilot Shop...........................9 SUN ’n FUN Fly-In...........................13 Tempest Plus...................................5 Univair Aircraft Corporation................7 Univair Aircraft Corporation..............37 Val Avionics, Ltd.............................30 Vantage Plane Plastics....................30 Willow Run Airport............................6 WINGsReality LLC...........................37 Wings West Governors....................37 Winter Haven Municipal Airport..........6 Zephyr Aircraft Engines....................35

March 8, 2018 —


Briefing Vashon Aircraft has introduced the Ranger R7 (pictured), a two-seat aircraft that starts at $99,500. Designed by Ken Krueger, the Ranger is powered by a Continental O-200-D engine and features Dynon SkyView avionics

The first flight of a Legend Cub in Germany was made recently. The plane was purchased by a resident of Germany, shipped overseas via container, and will remain N-registered for leisure flights in the European Union.

TALCO Aviation Corp. will acquire RAJAY Parts, a GA turbocharging company that owns 48 STCs for Piper, Cessna, Beechcraft, Mooney, Lake, and several other aircraft manufacturers. TALCO officials said they will expand RAJAY products and services by offering new turbo kits to the general aviation market.,

The Museum of Flight will award college scholarships for up to $29,500 annually for four years, while flight training scholarships will be awarded for up to $10,000. Mailed applications must be postmarked by March 30, 2018, or hand delivered by April 2, report officials.

FlightSafety International has completed the 63,000-square-foot expansion of its Learning Center in Columbus, Ohio. Fred Telling, chairman of the board of directors of the Reno Air Racing Association, has also been named CEO of the organization.

Photo by Vashon Aircraft

The VintageAirRally International STOL Competition will take place June 14-17 on the beach of the spa town of Knokke-Heist, Belgium. Pilots will engage in precision landing and takeoff maneuvers on the sand, with the shortest distance the winner. The goal is to set new world records, according to organizers.

Engineered to Lead.

Aviation and aerospace industry members, linguistic researchers, and aviation English educators from throughout the world will gather at Embry-Riddle Aeronautical University May 9-11 to discuss ways to improve aviation communications to enhance safety and reduce accidents.

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General Aviation News —  800.426.8538

March 8, 2018

Lost Tuskegee Airmen’s aircraft explored DAYTONA BEACH, Florida — Finding an aircraft wing, machine guns, cannon balls, shackles, a cockpit door and other artifacts from a crashed Tuskegee Airmen’s aircraft in the cold waters of Lake Huron may not sound as glamorous as treasure hunting for gold or silver. But Erik Denson said the treasures he finds while diving are even more important and are about preserving history. “Every artifact tells a story,” Denson told students when he spoke to several classes at Embry-Riddle Aeronautical University in Daytona Beach and to the public at a SpeakER Series presentation as part of events on campus during Black History Month. During the day, Denson, chief electrical engineer in the Engineering Directorate at NASA’s Kennedy Space Center, is working on the new Space Launch System, which will be the most powerful rocket ever built, designed to provide the foundation for human exploration beyond Earth’s orbit. But in his free time, he’s keeping alive African-American history and the stories of his heroes. He’s not only president of DIVERSe Orlando Scuba Club, which is affiliated with the National Association of Black

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Scuba Divers, but also the lead instructor for Diving With a Purpose. The nonprofit organization, dedicated to the conservation and protection of submerged heritage resources, has a special focus on the protection, documentation and interpretation of African slave trade shipwrecks and the maritime history and culture of AfricanAmericans. Denson has been with NASA for 27 years and a scuba diver for 25. At EmbryRiddle, he shared stories from several of his underwater explorations, but focused on the Guerrero slave ship that wrecked in 1827 with 561 Africans on board, including 41 who drowned, and the 1944 crash of Tuskegee Airmen Second Lt. Frank H. Moody. The Tuskegee Airmen were the first group of African-American fighter and bomber pilots in the U.S. military. Formally organized in 1941 as a fighter squadron in the U.S. Army Air Corps, the group eventually included navigators, bombardiers, mechanics, instructors, crew chiefs, nurses, and cooks. Denson was part of the team from Diving With a Purpose that conducted the underwater explorations of Moody’s Bell P-39 Airacobra in 2015. Seeing the military star that was painted on the broken wing of the aircraft on the bottom of Lake Huron near Michigan was emotional for Denson. “This is dear to my heart,” he said. “These guys were heroes who gave their


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lives for our country, especially at a time when our country didn’t believe in them.” In searching for the wreck of the slave ship Guerrero in 2010 and 2012 for the National Park Service, Denson and his team discovered artifacts believed to be from the ship that sank in what is today Biscayne National Park in Florida. Other dives are planned in the future and Denson hopes to establish monuments at the sites of both Lt. Moody’s aircraft and the shipwreck. Students majoring in Aerospace and Occupational Safety found Denson’s talk intriguing and it sparked their interest in


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history. Russell McConnell, a sophomore who was in the Navy for seven years, said the Tuskegee Airmen were “real heroes during World War II.” “They saved many bomber’s lives,” McConnell said. Dr. Nancy Lawrence, associate professor of Aerospace and Occupational Safety at the Daytona Beach Campus, said the hazards Denson was exposed to during the explorations were also important for her students in the occupational safety class to hear. “He had a lot of information to offer and really connected with the students,” Dr. Lawrence said. Kenneth Hunt, director of the Office of Diversity and Inclusion at EmbryRiddle’s Daytona Beach Campus, who arranged for the NASA engineer and underwater explorer to come to campus, said Denson’s talk fit in perfectly with EmbryRiddle as an aerospace university and its commitment to diversity and inclusion. Denson added he hopes the story of the Tuskegee Airmen and his own story inspire students to reach for their dreams. “There is no limit to what they can do if they put their minds to it,” Denson said.

March 8, 2018 —


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U452-093 ...............$38.69 PA-12 Spring Set for hard rubber tailwheel ...........J3TWSHR ....$132.74 for pneumatic tailwheel.... PA12TWSPNEU ....$135.39

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Wooden Wing Tip Bow ...............U453-126.......... $34.72 FAA/PMA

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For original 8.00 x 4 Goodrich Wheels Stamped with “CUB”...........U31702-000.......... $31.46 Plain...................................U31702-002.......... $27.23 For 6.00 x 6 Cleveland Conversion Wheels Stamped with “CUB”.................. U1680-00 ...........$27.41 Plain.......................................... U1680-02 ...........$25.58

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Yoke ........................................... U42692-000 ...$217.52 Heavy Duty Adjustment Screw ... U42961-102 ..... $84.58

PA-12, Left .............................U10028-000.....$1,282.64 Right ..................................U10028-001.....$1,282.64 PA-14, Left ...........................U11353-000A.....$1,378.63 Right ................................U11353-001A.....$1,378.63 PA-12 landing gears have strap brace on gear. PA-14 landing gears have streamlined tube brace and may be used on the PA-12.


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Early PA-12, round top ............. 10212-000........$268.04 Late PA-12, square top ............. 10680-000........$268.04 PA-14 ....................................... 11174-000........$228.69 Note: Above windshields are clear. Visit our website to see prices and availability of tinted windshields.

Prices are per cord Heavy duty (1280HD) .............U31322-005.......... $24.63 Heavy duty, cold weather ....... 1280HD-CW.......... $36.82 1080HD ..................................U31322-006.......... $27.36 1380.......................................U31322-003.......... $28.35 1174.......................................U30462-002.......... $33.28

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Gauge Assembly, less float .....U10676-007........$205.43 Housing Only..........................U10676-012........$125.85 Glass Tube ..............................U10852-000.......... $17.47

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PA-12 .....................................U10431-000........$423.19

One-Piece Stamped Aluminum FAA/STC Wing Rib Kits PA-12 Rib Kit, Left ........................ RK-1201.....$1,402.96 PA-12 Rib Kit, Right ...................... RK-1202.....$1,424.01 PA-14 Rib Kit, Left ........................ RK-1401.....$1,349.09 PA-14 Rib Kit, Right ...................... RK-1402.....$1,381.99

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Switch Panel Cover .................U10176-000.......... $56.85 Instrument Panel Cover, Left Hand ...........................U10298-000........$187.14 Right Hand .........................U10299-000........$187.14 Throttle Panel Cover ...............U10382-000........$175.77 Instrument Panel Top Cover, Three hole ..........................U10854-000........$183.79 Two hole.............................U10854-002........$183.79

Short Spinner Assembly FAA/PMA

PA-12/14 Wing Spars


Front, Left ..............................U14753-002........$403.78 Right ..................................U14753-003........$403.78 Rear, Left ................................U14823-002........$359.29 Right ..................................U14823-003........$359.29

PA-12 Parts Manual.......................... 12PM.......... $15.30 PA-12 Paint Scheme ...........................12PS............ $1.15 PA-14 Parts Manual.......................... 14PM.......... $17.31 PA-14 Paint Scheme ...........................14PS............ $1.25 Service Aids, Bulletins, Letters and Memos, PA-11 through PA-22 ...................PBLPA.......... $61.76 PA-12 Operating Manual ....................12FL............ $8.20 PA-12 Flight Manual .........................12FM............ $4.07 PA-14 Flight Manual .........................14FM............ $4.75 PA-14 Operating Manual ....................14FL............ $9.84 Piper Inspection Report.............. 230-3000............ $1.36

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PA-12/14 Aileron, Left ............U42555-000.....$2,033.50 Right ..................................U42555-001.....$2,033.50 PA-14 Flap, Left ......................U11686-000.....$1,042.56 Right ..................................U11686-001.....$1,042.56

Grove Brake Conversion Kit...............76002........$879.00



PA-12/PA-14 Nose Cowl U10189-000 .....$1,378.63 PA-12 Bottom Cowl U10698-000 ........$262.80 PA-12 Top Cowl ......................U10699-000........$157.69 PA-12 Fuselage Cowl ..............U10691-000........$970.38 PA-12 Side Cowl, Left .............U10701-000........$413.89 Right ..................................U10701-001........$413.89

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For PA-12/14 with DM Sensenich Propellers Spinner Dome ........................U14422-000........$326.26 Front Plate .............................U14426-000........$131.44 Back Plate ..............................U14424-000........$185.91 Complete Assembly....................U14422-A........$558.52

Throttle Control

PA-12 .....................................U12694-002........$416.68


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General Aviation News —  800.426.8538

March 8, 2018

Plane shipments up, billings down in 2017 Segment




Piston Airplanes








Business Jets




Total Airplane Units




Total Airplane Billings




Piston Rotorcraft




Turbine Rotorcraft(*)




Total Rotorcraft Units




Total Rotorcraft Billings




(*) Leonardo Helicopters will release fourth-quarter results in March 2018. GAMA will update the online 2017 report then. For the purpose of comparison, GAMA excluded 2016 fourth quarter data for Leonardo.

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slightly, by 1.3%, rising from 667 to 676. Driving this growth are the several new aircraft models that entered into service in 2017, GAMA officials noted. Turboprop deliveries slowed to 563 airplanes, compared to 582 deliveries in 2016, a 3.3% decline, while piston airplane shipments strengthened by 6.5%, to 1,085. “The 2017 year-end results were encouraging, especially with the delivery growth we saw in the business jet, piston airplane and rotorcraft segments,” said GAMA President and CEO Pete Bunce. “Looking ahead, we’re optimistic given some very positive economic indicators, stabilization in the used business aircraft market, new manufacturing techniques spurred by additive manufacturing, and innovative aerospace technologies driving urban air mobility platforms, electric and hybrid propulsion, unmanned aerial vehicles and commercial space.”

Retrofit avionics sales surge more than 20% Total year-end avionics sales exceeded $2.3 billion in 2017, according to the Aircraft Electronics Association’s 2017 yearend Avionics Market Report. That’s a 2.9% increase in sales compared to the previous year. The increase reverses two straight years of declining sales and was the first year-over-year in-

crease in sales since 2014, according to AEA officials. Of the more than $2.3 billion in sales in 2017, 42.3% came from forward-fit (avionics equipment installed by airframe manufacturers during original producAVIONICS | See Page 9

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Airplane shipments increased globally 2.5% in 2017, but billings were actually down 4.2%, according to the latest figures from the General Aviation Manufacturers Association (GAMA). The 2017 year-end aircraft shipment and billings numbers show that 2,324 airplanes were delivered in 2017, up from 2,268 in 2016. However, billings dropped from $21.1 billion in 2016 to $20.2 billion in 2017. Rotorcraft shipments rose 7.5%, from 861 in 2016 to 926 in 2017. Rotorcraft billings increased by 1.4%, from $3.6 billion in 2016 to $3.7 billion in 2017. GAMA officials noted that the rotorcraft segment stabilized after several years of declining deliveries. Piston rotorcraft experienced the largest increase of all segments at 264 deliveries compared to 224 in 2016, a 17.9% increase. Preliminary turbine rotorcraft data also indicates an increase of 3.9%, to 662 delivered. Business jet airplane deliveries grew

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March 8, 2018 —


Mechanics retiring faster than can be replaced A new report from the Aviation Technician Education Council (ATEC) has discovered that mechanics are retiring faster than they can be replaced. While new people make up just 2% of the aviation maintenance technician (AMT) population, 30% of the workforce is at or near retirement age. In the U.S., FAA-certified AMT schools produce about 60% of new mechanics, with the military and on-the-job training accounting for the rest. As of midNovember 2017, enrollment at all AMT schools was about 17,800 students, but capacity is nearly 34,300. While filling the pipeline from school to job is important, results from an ATEC survey also reiterates the need for aviation to retain the graduates schools produce. School officials estimate that 20% of graduates pursue careers outside of aviation, and only 60% elect to take the FAA test for mechanic certification. The report notes that schools and the industry recognize these challenges, and are better defining career paths for students through innovative partnerships. When asked about formal cooperative agreements with employers, 87% of schools said they had relationships with industry companies, with repair station partnerships leading the way. The report also found the average age of an FAA mechanic is 51, with 27% of the mechanic population age 64 and above.

Schools are expanding programs in response to specific industry needs — 53% reported having technical programs outside the A&P. The fastest-growing nonA&P programs over the last two years were avionics and unmanned aircraft systems, according to the report. The survey also shows that 41% of all individuals with an FAA mechanic certificate are employed by repair stations (50%), air carriers (45%), general aviation (4%) and schools (1%). Nearly 40% of all A&P students are enrolled at the 10 largest institutions. The AMT school community is, therefore, composed mostly of smaller institutions, with half of schools reporting fewer than 50 enrolled students, the report concludes.

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AVIONICS | From Page 8 tion) sales, or more than $984 million. That marked the lowest dollar amount of forward-fit sales in the last five years. By contrast, the retrofit (avionics equipment installed after original production) market showed an increase in its percentage of total sales for the fifth straight year, recording an all-time high of more than $1.3 billion in sales in 2017, a 20.1% increase over 2016. Retrofit sales amounted to 57.7% of sales in 2017. “The sales growth in the retrofit market is the obvious headline for the year,” said AEA President Paula Derks. “With more than a 20% increase in sales, the retrofit market may be positively impacted due to an uptick in the aircraft equipage rate ahead of the FAA’s 2020 deadline for ADS-B Out avionics. The retrofit surge also could be partially attributed to the possibility that aircraft owners are choosing to have additional avionics work done while simultaneously coming into ADS-B compliance. Many avionics shops are telling us that aircraft owners are electing to order full-panel avionics upgrades rather than just the ADS-B equipment. It will be interesting to see whether the retrofit market continues to grow significantly in the next two years as the mandate draws closer.”

A mechanic conducts field maintenance on a 1956 Cessna 172.

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General Aviation News —  800.426.8538

March 8, 2018

It all started with a CIGAR Ben Sclair Touch & Go

Back in the 1980s when I was learning to fly — first in a single-seat ultralight at 13 years old, then in a Piper J-3 Cub at 16 — I learned the CIGAR mnemonic: • Controls: Free & Correct • Instruments: Set • Gas (Tank, Pumps, Quantity): Check • Attitude (Trim, Flaps): Set • Runup: Complete When I think back, the Robertson B1RD ultralight Dad and I built didn’t have any instruments I could set, it had a single five-gallon gravity fed fuel tank above my head and had neither trim nor flaps. The B1-RD had no brakes, so the runup Ben Sclair is Publisher. He can be reached at

required me to put my feet on the ground (like Fred Flintstone) to prevent the plane from rolling forward. That simple checklist, committed to memory, served me well. Fast forward to 2018, and that same CIGAR checklist continues to serve me well whenever I fly my friend’s J-3 Cub. So that got me to thinking. I know there are gobs of mnemonics that help pilots to fly safely. Some we know and use, some we struggle to remember. So I decided to put together some of the more popular mnemonics onto a single sheet. Whether it is CIGAR, ARROW, TOMATO FLAMES or ?? we all find ways to make remembering important information easier. Download your free copy at


Re: “The Tesla of the sky,” in the Feb. 22 issue: Good forward thinking article. It’s amazing to me that we’re still using leaded fuel in most GA planes in this day and age (with few viable alternatives available). Like most innovations in aviation, it will probably start in Experimental (kits), and has the potential to transform kit aviation just like electric propulsion transformed the R/C (radio controlled scale model) industry years ago by lowering the costs and complexity and increasing reliability and safety. I’m excited about the future of electric propulsion for sport aviation. SEBASTIEN HEINTZ Zenith Air The FAA should be given a prize for oral gratification. They talk the talk, but rarely walk the walk. Won’t be long before they start bragging about how “green” the electric airplanes they’re “allowing” are. So my mission is to get between two locations 1,400 miles apart. How’s that going to work for me with an electric airplane with battery energy densities that we have today? Maybe we’ll build an 18 electric engine C152 look-alike patterned after NASA’s X-57 Maxwell? Maybe if I glue a lot of PV cells to the top of the wing and take about 10 days to get there … if it’s sunny

every day? Beyond all that is the cost. Light Sport airplanes of today were supposed to bring aviation to “every man” at a cost that would be palatable. How’d that work for us? Except for a few hypo performers like the Carbon Cub bought by heavy hitters that have lots of disposable income and like toys … kind of like Roy Halliday and his A5 … more than a decade after establishment of the category, it’s not working. The only way that an electric airplane could become viable is if it cost less than $50,000 and that ain’t gonna happen. As for me, I’m going to spew as much lead out of my O-320 powered airplanes as I can in the time I have remaining to be a stick actuator. I have less than $60,000 tied up in two great airplanes and that’s the way it’s going to be until I’m done. The only hope for GA is the E-AB movement, as I see it. Sebastian’s machines are a perfect example. It sure isn’t going to be a plane powered by D cells. LARRY STENCEL via Many of us can agree that technology will continue to improve and the ultimate flying vehicle will make it to the homebuilt market. My pessimism comes from the ridiculous FAA bureaucracy. There’s no one in the FAA who will sign anything off anymore. By time they get an electric aircraft certified, a two-place trainer

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will cost over a million dollars. Do you have any idea how many decades went by before there was an alternator option for an early model Piper Cherokee? And the FAA still hasn’t settled on a 100LL replacement. Ask Gill and Concord about battery standards and why an obsolete design cost four times more than the modern automotive equivalent. KLAUS MARX via The first thing any good trainer must do is prepare the student for the next aircraft they’ll fly. From the article, “To operate an electric motor safely, pilots don’t have to understand the intricacies of turbos, stoichiometric mixture ratios, or the complicated theory of internal combustion.” Well, unless these new pilots want to spend all their time flying the trainer around the pattern, they damn sure better understand these “intricacies.” I thought this was about training airline pilots? Why are they comparing a four-place, cross-county capable, rugged and reliable Cessna 172, to a plastic, fragile, better stay close to the field two-seater? If you don’t think it’s fragile, just wait until student pilots prang it a few thousand times while leaving it out in the sun for a few years. Or better yet, talk to the flight schools that have already tried using LSAs for training. The bottom line just doesn’t add up. And notice how Bye conveniently

leaves out the cost of amortizing the $250,000 + acquisition cost in his “operating cost” estimates. Again, from the article, “According to Bye, operating costs of the Sun Flyer trainer will be 5.5 times lower than an equivalent Cessna 172 — $16 an hour vs $88 an hour.” If that entire $16 an hour went to pay for just the initial $250,000, it would take 15,625 flight hours to pay it off. And as I recall, most banks still charge interest. And then there’s the immutable laws of physics concerning energy storage. One pound of avgas contains approximately 5,600 watt hours of energy, whereas one pound of lithium-based batteries contain about 100 watt hours. Yes, there are factors of efficiency that favor the electric motor, but you’re still left with an energy deficit of about 17 fold. And don’t forget that the vast majority of electricity is produced using fossil fuels, and will be for a very long time. What GA needs is a more efficient, jet fuel/diesel fuel based engine that can replace the piston reciprocating engines we’ve used for the past six decades or so. Where is this engine? I bet we’d find it very quickly if we started pouring tens of millions of dollars into research and development to find it instead of indulging in the trendy fashion of electric vehicles. SCOTT S via

March 8, 2018 —


Be the old man Jamie Beckett Politics for Pilots

The kid’s pace slowed as the tree line fell behind, the green grass of the airport coming into view. Pedaling slower while steering the bike off the main thoroughfare and onto the little used service road, the kid’s eyes scanned the grounds. Beyond the chain link fence, the Do Not Enter signs, and the undeveloped buffer that lay between the rest of the world and the runway, there were rows of hangars. Some of the hangars were small. Just big enough to fit a single airplane inside. A few of the doors of these smaller hangars stood open, their tenants milling about nearby as they rolled aircraft in, or out, or washed a layer of earthbound grime or formerly airborne insects off the painted surfaces. Another kid, not much older than the one on the bike, wiped a chromed propeller blade with a bright yellow cloth. An adult, maybe the lucky kid’s father or grandfather, wiped the opposing blade with a similar looking piece of fabric. The kid envied that youthful counterpart, even if he was doing a required chore. He was touching an airplane. A real airplane. One that flies and everything. Just 100 yards or so down the road the hangars grew. They got taller, wider, and deeper. Whopper big airplanes sat inside waiting for action. Some were near the front of the hangar, the sun glinting off their brightly colored skins. Others were farther into the cavern, partially disassembled. Engines poked out from their mounts, their covers removed, their dull metal naked to the world, clearly visible even to the curious eye of a bicycle riding 12 year old. The kid could barely see what sort of treasures were hidden in the shadows at the back of those big hangars. But he dare not stop. The fence was high. The Do Not Enter signs were plentiful. There were people in those hangars. Men and women, young and old. They’d turn an intruder into the authorities for sure. The kid kept pedaling. Slowly, but never wavering. Forward progress was imperative. This was no place to give the appearance of being a thief, or a terrorist, or the kind of kid who might climb a fence when nobody was looking. Nothing good could come from that. Curiosity killed the cat, after all. Jamie Beckett is the AOPA Ambassador in Florida. A dedicated aviation advocate, you can reach him at:

Over the summer the kid’s route stayed the same. Two miles from the house to the airport. Two miles home again. Every day. Sometimes twice. The sights and sounds of the airport and the flying machines in those hangars stuck with the kid. Flying became a constant preoccupation. Overnight the kid’s dreams were populated with those exact same airplanes, coming from the very same hangars on the daily route. Throwing caution to the wind on the very next visit, the bike slowed, stopped, and fell over into the soft grass beside the service road. Seeing no police cars or military vehicles nearby, one foot inched toward the fence, then another, then a full step. Suddenly the kid’s face was pressed to the fence’s galvanized steel links. They were sharp and poked young cheeks. Pulling back a fraction of an inch, the hangars seemed to call out, inviting a curious kid sporting a head full of dreams inside. The big hangar where the mechanics were busy mending and maintaining machinery caught the eye. At least five airplanes were visible. Some were big. The kid surmised there must be lots of seats inside. Others were small. Very small. But they must be easier to fly, he thought. Maybe that’s where you start. Maybe I could fly one of those…someday… From out of the shadows in the back of the hangar came an old man. A really old man. The kid guessed he was 50 if he was a day. In one hand he held a cup. Probably coffee. Old people drink coffee. In the other a grease-soaked rag. He spotted the kid. The kid froze. The old man raised the rag and gestured with it. The kid ran. Back to the bike. Back to the service road. Two miles home. No looking back. The kid didn’t go back the next day, or the next. But the lure of the airport, the hangars, the flying machines, and the sounds they all made was too much to ignore, even if it did mean he might get arrested for trespassing. Even if they did haul kids off to the pokey and call their parents at work to let them know what hoodlums they were raising. The airport called out and the kid answered. The bike stopped again, fell in the grass where it had before, and the kid carefully walked up to the fence. The sky was a perfect blue without even a hint of a cloud. July was in full swing. It was hot, even at mid-morning. The kid squinted. The sun was directly behind the big hangar, just clearing the roofline. The kid could barely see, but the sounds of the

Looking into a hangar can spur dreams of flight in a kid. mechanics were familiar, both soothing and exciting at the same time. “Hey, kid!” a voice boomed out. It was close. Startled, the kid squinted harder, peeking in between tightly closed fingers. “What’s your name?” the old man came into view, no more than three steps away. He was on the opposite side of the fence, but close. The kid shuddered but remained silent. “Kid,” the old man repeated. “What’s your name?” “Morgan,” the kid replied with knees and voice exhibiting equal unsteadiness. “You come by here almost every day. Sometimes twice. Maybe more, I don’t know.” “Uh huh,” said the kid, still shaken. “You got family here?” “No, sir.” “Friends?” “No, sir.” The old man took a sip of coffee from his mug. They were so close the kid could

smell it. He looked back over his shoulder at the hangar and the activity inside. The kid thought about taking the opportunity to run, but if caught that would only make things worse. “You know how to use a broom?” the old man asked. The kid looked back, confused. “A broom,” the old man repeated himself. “Do you know how to use a broom?” “Uh, yeah,” the kid said. “I guess so.” “Wanna make $5?” The kid’s mind locked up. This must be a trick question. “My helper couldn’t come in today. Sick. I could use someone who can help wash planes and sweep up. Pays $5.” “Yes, sir,” the kid beamed. “C’mon, there’s a gate just over here. I’ll let you in.” And so it begins…as it has for over 100 years, as it still can. Be the old man, even if you’re not one. You’ll feel good about it.


General Aviation News —  800.426.8538

March 8, 2018

Kodachrome captured World War II in color Frederick A. Johnsen Of Wings & Things

The current ease of making digital color photographs is a taken-for-granted marvel that aviation photographers of earlier generations lacked. The search for practical and permanent color photography began in the mid-19th Century. Early processes were complex and far from user-friendly. The color revolution that changed all that was the introduction by Kodak of Kodachrome color transparency film for movies and slides in 1935 and 1936. By 1938, improvements in the Kodachrome developing process gave this color film superior archival longevity in dark storage when compared to most other color film processes. That color stability has been of vital value to researchers and anyone pursuing color imagery dating back to before World War II. Kodachrome slides found their way overseas with individual airmen who ofFred Johnsen is a product of the historical aviation scene in the Pacific Northwest that has fostered everything from museums to historical publishing. An author, historian, curator and photographer, you can reach him at

ten shot 35-millimeter slides in simple Argus cameras or more sophisticated Kodak models. The military took 35-millimeter Kodachrome into battle, creating images that, when well-stored, are as brilliant today as they were in the 1940s. When feasible, some military photographers used large 4”x5’ Kodachrome sheet film to record remarkable color images. Since Kodachrome was offered in 16-millimeter movie format as well, some motion-picture color footage was shot in gun cameras, offering a rare look at World War II aerial combat in color. When other contemporary color film emulsions faded, turning magenta or orange and losing their historic or aesthetic value, Kodachrome remains vibrant, as the photos accompanying this article show. The dawn of the digital age reduced the need for Kodachrome film. The last roll of Kodachrome color slide film departed the Kodak plant in 2009, although rumors abound that the company is considering a relaunch of the brand in keeping with other retro items like vinyl recordings that are enjoying a newfound younger audience. If modern photography makes it pos-

Photo by Brown collection, USAFA

“The Shack” was an Eighth Air Force B-24J Liberator photographed at its base in England during World War II. Kodachrome film kept its colors fresh over the years. The partially blanked out artwork is due to the later application of armor plate to protect the cockpit.

Photo by Library of Congress

Kodachrome interior view of a pre-war B-17, probably a B-model, shows the complicated early waist gun mount. Historians look for details in vintage color photography like the aluminum-silver paint on the inside of this B-17’s fuselage.

March 8, 2018 —



General Aviation News —  800.426.8538

March 8, 2018

Photo by Cessna via Fred LePage

Winterized Cessna Crane version of the UC-78 posed for the Kodachrome beauty shot.

Photo by U.S. Navy

Manual labor hoisted a Grumman F6F Hellcat fighter aboard a small training aircraft carrier in 1943. A clue to the year comes from the bright red outline on the fuselage star insignia, used only briefly that year. This is one of a large collection of Kodachromes preserved by the Navy and placed in the National Archives for safekeeping. sible to capture incredible imagery digitally with no film and no external wet processing labs, there’s still an old-school mystique about getting the right exposure



HII Gas Boosters deplete O2 source cylinders pressure down to 100-psi before turning them back to the gas supplier.

In 1944, this P-40N was photographed at Kweilin, China, by Gen. Laurence Kuter using 35mm Kodachrome. The color slide reveals a subtly lighter blue border around the national insignia on this American fighter that shared the skies with Japanese adversaries. The blue rim covered a short-lived attempt to introduce a red border on U.S. aircraft insignia in 1943 that was quickly overpainted in the Pacific where any overt use of red paint could be mistaken at first glance for the red in Japanese markings.

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Photo by Laurence Kuter/USAFA

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March 8, 2018 —


Why is steam inside my 152’s engine? Paul McBride Ask Paul


May I ask a question regarding our engine in a Cessna 152? When we shut down from flight, there’s a foam or steam inside the engine and it will come out at the breather like water. What is the cause of this and what is the remedy? Also, what is the hottest cylinder in an IO-540 Lycoming engine? Mario Bedayo, Italy


Here’s a question from an old friend in Italy and it’s interesting to learn that the technical issues we see are quite common worldwide. Mario, I can tell you from my past experience that the Cessna 152 engine installation runs very cool and this is what I suspect is causing the foaming in the oil filler tube and what appears to be steam or vapor coming from the breather tube. My suspicion is that the oil temperature is not getting high enough to cook off the condensation inside the engine. As you know, this is not a good situation and steps should be taken to correct this condition. My suggestion is to confirm the exact engine oil temperature by using a known accurate instrument or by confirming that the aircraft oil temperature gauge has been calibrated. You can confirm the true engine oil temperature by using a glass bulb type laboratory thermometer. These are usually about 18” in length and have a small eyelet at the top end. Using the small eyelet, attach a piece of safety wire or string so that you can retrieve the instrument safely from the oil filler tube. First, you must fly the aircraft until all operating temperatures are normal. As soon as possible after landing, remove the engine oil dipstick and very carefully insert the laboratory thermometer down the oil filler tube until you feel it touch the bottom of the oil sump, then pull it back about 1”, allowing it to rest there for about 30 seconds. Then very carefully remove the thermometer from the oil filler tube and check the temperature of the oil and compare it with the aircraft oil temperature gauge. This information will confirm the accuracy of the aircraft engine oil temperature gauge and also confirm, hopefully, that the oil is not hot enough to cook off the Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to:

condensation that’s causing the situation that you reported. Now for the cure, I’d suggest that you begin with closing off a good portion of the oil cooler using some material like duct tape or, better yet, fabricate a piece of aluminum and secure that to the oil cooler. With the current temperatures in Italy, I wouldn’t hesitate to cover the entire cooler this time of year, but not dur-

ing the hot summer months. At this point, fly the aircraft and monitor the engine oil temperature closely so as not to exceed the maximum oil temperature of 245° F. I’d like to see the oil temperature during normal operation read 180° F or higher. I hope this will lead you to the cause of the problem and you can correct this situation by getting the oil temperature in the range that it needs to be. With cold oil temperatures, we expect to see bad things in the engine like internal corrosion, which can cause things like excessive wear on the camshaft and tappet bodies. If the aircraft is flown infrequently, there could be corrosion on the cylinder walls causing excessive piston ring wear. With regard to your second question,

I cannot give you a specific answer as to which cylinder is the hottest on a Lycoming IO-540 engine. The hottest cylinder is always determined by the specific airframe manufacturer, such as Piper or Cessna. The reason behind this is simply because each aircraft has a different cowling design and different cooling aspects. During certification testing, the aircraft manufacturer determines which cylinder is the hottest for that particular installation. I will tell you that normally on the IO-540 series Lycoming, the number 5 cylinder in most installations is the hottest. Possibly you could confirm this by viewing aircraft installations at your local airport.

AOPA making headway with fighting egregious FBO fees As general aviation pilots, we rely heavily on FBOs whether we’re traveling to a new destination, or just staying in the pattern. But FBOs provide more than just gas and tie-downs, they are a gateway to local communities and businesses. So, when we hear from more than a thousand AOPA members expressing concerns about transparency of fee costs, access, and pricing, we take them seriously. In August 2017, we filed Part 13 complaints with the FAA over egregious FBO fees at three airports, one of which was Waukegan National Airport just outside Chicago. Following continued coverage guidance for airport owners, we began to see several locations take notice and make positive changes to improve conditions and transparency for pilots.

Photography courtesy of Mike Fizer

One of those locations is Waukegan National Airport. Following AOPA’s complaint, the airport ramp, so pilots and passengers would not be forced to go through the FBO. The FBO also reduced the price of self-service avgas by more than $2 a gallon. In light of the recent improvements, AOPA withdrew the complaint against Waukegan and acknowledged the steps taken by the airport to make it more accessible and friendlier to pilots. We applaud Waukegan and the other self-help airports out there that are taking action to ensure they are open to all segments of general aviation. We will stay focused on this issue, assuring other airports where we have received complaints take similar steps. This issue is driven by input from our members and we are working hard to continue addressing your concerns. To learn more about our egregious FBO pricing and fee initiative, please watch the most recent AOPA Webinar on this issue and keep checking for the latest. Find the webinar by searching the AOPA website for “webinars.”

Mark R. Baker President & CEO, AOPA today.


General Aviation News —  800.426.8538

March 8, 2018

The 25 Most Influential Aircraft By BEN SCLAIR If you had to pick what you believed were the 25 most influential aircraft of all time, could you do it? Could you limit it to just 25? Are there 25? For that matter, what you believe to be influential might be vastly different from a list compiled by Bill Lear or Bill Boeing. A few weeks ago in my mail was a book titled, “The 25 Most Influential Aircraft of All Time.” The co-authors are none other than retired USAF Colonel Walter J. Boyne, former director of the Smithsonian Air and Space Museum, and Philip Handleman, president of Handleman Filmworks, an Emmy-winning independent production company. Between the two, they’ve written more than 70 aviation-themed books. So yeah, like all pilots, they have an opinion on what constitutes an influential aircraft. I haven’t yet completed the book, but I have read several of the chapters, including those about the Wright Flyer, Lindbergh’s Spirit of St. Louis, and the Piper Cub. Most refreshingly, the chapters are a mix of history and personal connections, experiences, and opinion. I had forgotten the “Spirit of St. Louis

would be designed and built at the promised combination of at-cost price ($10,580) and breakneck speed (60 days).” 60 DAYS… are you kidding? To be honest, as great as the chapters are, I think some of the best commentary belongs to the authors of the Preface (William Lloyd Stearman), the Foreword (Burt Rutan) and the Introduction (Norman R. Augustine). Along the same lines of a Saturday morning hangar flying session, Stearman, Rutan and Augustine each take the opportunity to ask why the authors didn’t include [fill in the blank]. Most enjoyable to me was Rutan’s comment, “I will state my viewpoints on only the listed airplanes that I am familiar with. I will also candidly state where I disagree with the selection. I am not known to be shy, so I will risk not being asked for an opinion again.” And with that, Rutan is given 10 pages for his comments on nine of the 25 included aircraft, as well as “What is miss-


Photo by NASA

The #46-062 Bell X-1 rocket-powered experimental aircraft (known for becoming the first piloted aircraft to fly faster than Mach 1, or the speed of sound, on Oct. 14, 1947) made the list. ing from the list?” Stearman’s and Augustine’s comments are no less insightful and entertaining. The hardback copy I have has a cover price of $35 but I found it on Amazon for $28.84. The book’s release date was March 1, 2018.

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SC airports have $16.3 billion impact South Carolina airports contribute $16.3 billion annually to the state and local economies, according to a new report released by the South Carolina Aeronautics Commission (SCAC). “We believe this study strongly supports the important contribution that airports make to our economy,” said SCAC Executive Director James Stephens. “Overall, the 57 airports in our system contribute $16.3 billion in annual economic activity and support, in some way, almost 123,000 jobs.” South Carolina has an extensive system of public airports with six commercial airports and 51 general aviation airports, SCAC officials note. Officials add the study was commissioned by SCAC to assess airport roles and measure the annual economic impact provided by these airports, both of which will help ensure that the public and elected officials understand the importance of each airport and the role it plays in the local economy. The SCAC research analyzed five economic activity centers for each airport, including economic activity generated by general aviation visitor spending, commercial aviation visitor spending, capital improvement spending, airport tenants, and airport management. According to the report, the state’s airport system supports an estimated 122,759 jobs with a $4.8 billion total payroll. Spending at and through the airport system is estimated at $11.5 billion, bringing the total economic impact of the South Carolina Airport System to $16.3 billion annually. Of the $16.3 billion, $657 million is attributable to tax revenues received through airport employees, tenants, capital investments made at airports, and visitors that come to South Carolina on commercial and general aviation aircraft. Also released was a Statewide Aviation System Plan that evaluated publicly owned, public use airports in South Carolina. This plan was begun by completing an inventory of the airports, their facilities, and the associated infrastructure, state officials said. Next, forecasts were developed for operations at each airport. Third, the individual airports and statewide system were evaluated to determine airport adequacies, deficiencies, and redundancies through performance measures identified by the SCAC. Fourth, airport roles were considered based on airport facilities, activity, services, and market characteristics. Fifth, each airport was compared to facility objectives for its associated airport role, and the desire to have the airports meet greater roles in the future, state aviation officials explained. Taking that all together, the SCAC

came up with its Statewide Aviation System Plan, which summarizes the needs and recommendations. Officials report that plan identified an overall need of $768 million. Recommendations were made to enhance airport standards, enabling airports to serve customers and users better, and to enable growth within the statewide airport system. Some airports were asked to consider repaving runways or taxiways that were in disrepair, extending a runway to allow for larger corporate jet landings, adding infrastructure needed to sell a variety of fuels to be able to serve different aircraft, or adding a weather reporting system that pilots can use to get an update on that airport’s current conditions like fog, wind,

and more, state officials reported. The report also looked at historical and current airport funding sources, and determined that there was a huge gap between funding and the airport needs and recommendations, officials noted. This gap could be reduced if Senate Bill 792 and/or House Bill 4700, which are currently being considered in Columbia, the state’s capital, passes. The additional funding that is being requested through these bills is generated exclusively by airports through taxes on aviation operators, and the passage of a bill would enable aviation taxes to go back to meet aviation needs, state aviation officials noted. Detailed study results can be found on SCAC’s website.

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March 8, 2018

Build and fly at Central High By JONI M. FISHER Like many high schools,Westosha Central High School in Paddock Lock, Wisconsin, struggled to make science, technology, engineering, and math (STEM) studies relevant and exciting. “Unfortunately, a lot of programs misuse the term STEM,” said James Senft, a pilot for the last 30 years who taught high school physics and is now a college administrator. “Kids are losing that connection to applied STEM knowledge because many schools have eliminated hands-on courses like shop and auto mechanics.” At the same time, people in the aviation community are complaining about the shortage of pilots and mechanics, so Senft — who has also built and restored airplanes — decided to do something about it. In 2014, the year his daughter Rachel Joni M. Fisher is an 800-hour, instrumentrated private pilot, journalist, and author. For more information see her website:

entered high school, he called the people running the Eagle’s Nest Projects in Texas to ask a barrage of questions about how they started their high school aviation program. They invited him to join. Armed with enthusiasm, information, and materials, he sent emails to the school superintendent. “They ignored me, probably because they expected me to ask for money. All I wanted was access to students and space to work in,” said Senft. “I asked for 15 minutes to show the plans and 15 minutes turned into an hour and a half.” He chuckled. “With no cost to the kids and no cost to the school, the school board approved it.” Central High’s STEM Aviation Program began through funding from the Eagle’s Nest Projects, a non-profit organization, to build a light-sport aircraft. The initial funding helps the program become self-sustaining. Once a school builds a plane and trains students on it, it then sells it while students build the next plane. The money from the sold aircraft is used to buy materials to build the next aircraft, and on it goes.

Photos by James Senft

Chandler Gilbertson, Dominic Pham, Declan Steinke, Jake Lampada, and James Smith work on a wing in November 2014. With seed money from Eagle’s Nest Projects, Central High students built a Vans RV-12 and named it Falcon One. Senft has experience building the RV-12. He’s on his third. The school group works in a donated hangar at Burlington Municipal Airport (KBUU). Students who build the plane

earn 20 hours of free flight instruction. “I thought the students would be attracted to the program to fly,” said Senft, “but some join to build something of value. Our students get to take a box of parts and build it and fly it. In the process they learn teamwork. They also learn that the standards to build have to be perfect, be-

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March 8, 2018 —

Students and family participate in EAA AirVenture 2017. Joshua Engberg celebrated his solo on Feb. 21, 2017.

A 2016 graduate displays pride in the aviation program. James Smith inventorying the thousands of parts of Falcon One. cause good enough won’t fly.” The program continues even through summer. In 2015 and 2016, students participated in trips to SUN ’n FUN in Lakeland, Florida, and EAA AirVenture Oshkosh in Wisconsin. “Last year, Josh Engberg flew the plane to AirVenture and I was with him. The students camped out for the week and parents came along,” said Senft. So far, seven student pilots have soloed: Anthony Medina, Alex McGonegal, Declan Steinke, Rachel Senft, Olivia Rasmussen, Nicole Jackson, and Joshua Engberg. Four students have earned their private pilot certificate. Billy Bablitz is studying at Lewis University to become a

commercial pilot. Joshua Engberg, Olivia Rasmussen, and Nicole Jackson will soon head off to college. “Josh graduates this year and he’s going to Liberty University with a $16,500 scholarship and 12 credit hours for having his pilot’s license,” said Senft. “Olivia Rasmussen and Nicole Jackson each got a $2,000 scholarship for college.” “We paint the kid’s names on the tail of the plane they built. I tell you, a picture of a kid with his name painted on an airplane is a conversation starter and a dooropener,” said Senft. “It’s bigger than pulling rivets. It’s a long-term legacy. These students also learn the importance of giving back to the community and the donors

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March 8, 2018

Celebrating a milestone in the building of Falcon One in August 2015 are (left to right) Chandler Gilbertson, Declan Steinke, Angel Spencer, Olivia Rasmussen, James Smith, Mr. Senft, Alex McGonegal, Joshua Fugate, Ryan Laffin, and Dominic Pham. Angel Spencer and Dominic Pham drill rivet holes in September 2014.

Students set up shop in a hangar at Burlington Municipal Airport (KBUU).

On Jan. 11, 2016, the group celebrated completion of Falcon One (N904EN). Builders of Falcon One received plaques from Eagles Nest Projects. Left to right are: Joshua Fugate, James Smith, Alex McGonegal, Joshua Engberg, Jake Lampada, James Senft, Angel Spencer, Olivia Rasmussen, Nicole Jackson, Rachel Senft, and mentors Ron Chisholm and Kan Pai. who support us.” Major sponsors and education partners in the Eagle’s Nest Projects include Embry-Riddle Aeronautical University, Project Learn the Way, the Aircraft Owners and Pilots Association, NASA, the Experimental Aircraft Association (EAA) and JetBlue Airways. Using the student-built airplane, 12

teachers received Teacher Appreciation flights and 30 other people experienced Young Eagle flights. Eight flights were donated for fund-raising activities at the school. Senft mentioned that they also do flyovers for homecoming. “Through a NASA grant, we purchased a Redbird flight simulator,” he added.

Photo by James Senft

Dominic Pham works on a wing of Falcon One in September 2014.

The names of the students who built Falcon One are written on the aircraft. “We keep that at the school and any student can use it.” Flight instructors participating in the Central High program are John Putra, Dan Lund, Jim Farm, and Michael Ferguson. This school year 16 students are building Falcon Two. Falcon One is for sale and proceeds from the sale will go to buy parts for Falcon Three.

Anyone interested in buying Falcon One can contact James Senft through He also encourages other communities to reach out to the next generation. “We need more mentors and sponsors to establish programs like ours,” said Senft.

March 8, 2018 —


The flying Siegfried family

Photo by Bob Burns

Rand’s D18 N929DV, with Rick flying Tim Savage’s C45 45SK at the 2012 Beech Party in Tullahoma. By TOM SNOW Many pilots dream of owning a high performance plane and actively flying it at 88 years of age. And others dream of passing on a love of aviation and raising children and grandchildren who solo at a young age and carry on the family tradition. These dreams and more are being lived today by Bob Siegfried of suburban Chicago, who is known in many aviation circles as “Old Bob,” because his son, Bob II, often attends the same fly-ins. “I always wanted to fly,” said Old Bob. “I can’t remember when I wasn’t interested in aviation.” At age 14, Siegfried used money he earned from caddying at a local golf course to buy a ride in a J-3 Cub with flight instructor Marion Cole, who would later become famous as an air show performer and 1952 U.S. Aerobatic Champion. “I quit high school to work as an airport line boy and then joined the Marine Corps and was trained as an aviation electrician’s mate,” Siegfried continued. “I

attended college for two years on the GI Bill and got my instructor rating before being hired by United Airlines as a DC-3 co-pilot at 21.” In 1958 Siegfried transitioned into Convairs as a captain. As his career progressed, he flew left seat in the DC-6, DC-7, Caravelle, 720, 737, DC-8, DC-10, 767 and, finally, the 747. Siegfried flew for United for 38 years and 38 days and retired “kicking and screaming” 28 years ago due to the age 60 rule in effect at that time. “I learned more from flying the DC-3 than any other airplane,” he added. Siegfried’s ratings earned through the years include glider, single and multiengine Private, Commercial, Instrument, and ATP. He also holds single and multiengine seaplane ratings, plus an unrestricted Lighter Than Air Free Balloon rating. Although he quit logging non-airline flights many years ago, he estimates his flight time totals somewhere in the 35,000 to 40,000 hour range. “I have about 40 hours in the Goodyear Blimp,” recalls Siegfried, “because in

Photo courtesy the Siegfried Family.

Old Bob flying the Ford TriMotor. the early 50s I was invited to instruct the crew how to operate their brand new ADF and VOR receivers. Back then there was not much traffic at O’Hare and we would shoot practice instrument approaches

there when the blimp was in town. After a flight it was not unusual for the crew to find bullet holes in the blimp that needed to be patched.” Even more remarkable than Siegfried’s

22 airline career are his “part time” aviation activities, including owning Piper and Beechcraft dealerships and a long list of general aviation aircraft, including a helicopter. He also owned a Beech Staggerwing, which he bought for $2,500, and Bonanza serial number 10, which he took in on trade. Sadly, the Staggerwing was destroyed in a fire. Siegfried, who calls himself a “Beech man,” owned his Beech dealership and Joliet Air Charter at the Joliet, Illinois, airport from 1964 to 1972. Although he was not involved at the time, the company later evolved into J. A. Air Center of Aurora, Illinois. Siegfried and his wife, Thelma Jean, had five children, three boys and two girls. “I taught all our children how to fly using gliders,” said Siegfried, who was an FAA Pilot Examiner for glider ratings for 17 years. “Some of the basics were taught in a Piper Cub because it was easier to teach the point I wanted to make, but their first solos were always in a glider — on their 14th birthdays — and they all held Private Pilot Glider certificates before they soloed in an airplane,” he continued. Today, all three sons are active pilots and the family has quite a fleet of aircraft between them. “Old Bob” owns a turbonormalized V35 Bonanza, a Stearman and a Piper Pacer, while Bob II has an S35 Bonanza. Rick has a North American T-6 and a J35 Bonanza, and the youngest, Rand, has a Twin Beech E18S. Rick was the only son who followed his father into the airlines and when he retired recently as a United Airlines 747 captain, several members of the family joined in on his final flight from Hawaii. Bob II has a doctorate in geophysics from MIT, which led to a career in the oil business. He likes to fly formation with other Bonanza pilots whenever he can, especially at the annual Beech Party in October, held at the Beechcraft Heritage Museum in Tullahoma, Tennessee. Rand worked in the toy industry and

General Aviation News —  800.426.8538

March 8, 2018

Photo by Bill Miller

Rick Siegfried in his T6. he and his wife currently live on a boat in Sausalito, California, across the bay from San Francisco. They are planning to move to the Alpine Airpark fly-in community near Jackson Hole, Wyoming, where they currently own a hangar which was the site of a family gathering to watch the total eclipse in 2017. For several years Rand and his family lived north of San Francisco at the Pine Mountain Lake Airport, which was in the path of the recent wildfires, but his former home did not go up in flames because the area was burned out from a previous fire that came within a mile or so. Two grandchildren are pilots and both

Photo courtesy the Siegfried Family

Old Bob watching Rand land.

Photo courtesy the Siegfried Family

Old Bob in the DC-6B cockpit.

Photo courtesy the Siegfried Family

Old Bob holding court at a fly-in.

March 8, 2018 —


Photos courtesy the Siegfried Family

Rand discovers a new way to navigate. of them followed the family tradition of soloing a glider on their 14th birthdays. Rand’s daughter, McKinley, helped build her Legend Cub from a kit received on her 16th birthday and she flew it solo from California to Oshkosh three times. The first solo in a powered plane for her younger brother, Cormac, was in his grandfather’s Stearman. Bob, Bob II and Rick all live at Brooke­ ridge Airpark, in Downer’s Grove, Illinois, 20 miles west of downtown Chicago, where most of the homes have hangars. With Rand and his family in California, it became routine for Bob and Thelma Jean to fly their turbo-normalized Bonanza west to visit and, when the winds cooperated, a few of their eastbound trips home were made non-stop at the flight levels. In addition to the annual Beech Party, the family gathers each year in Oshkosh at AirVenture, where they camp. Rick served a term as president of EAA Warbirds of America and Bob volunteers on the popular narrated tram ride. “I’m the luckiest guy in the world,” concludes Siegfried. “I’ve never had to work a day in my life because I’ve always gotten to play with airplanes.“

The family in the backcountry.


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March 8, 2018

Will you fly the aircraft of the future? Dan Johnson Splog

Highly fuel efficient, computer-conThis article may either excite you or antrolled powerplants are common in LSA. noy you. These engines output far less emissions. I understand. I have mixed feelings They are also significantly quieter. You about a new class of airplanes I don’t unmay not care about that, but airport neighderstand as well as familiar, legacy ones. bors certainly do. Imagine what happens Perhaps like you, I’m annoyed because if aircraft of the future all go electric. I didn’t foresee this and because these new In short, the entrepreneurs, scientists, proposed machines are not my experience engineers, and visionover many decades of aries of aviation have flight. Nonetheless I’m delivered much better also excited as I enjoy aircraft while lowernew technologies and ing the price points (at how they can help us least for some aircraft in myriad ways. However, it may not “The idea is to remake types). Most of these develmatter what you or I the way we fly.” opments — and techthink. nologies well beyond You and I may be these — may be incorthe veteran pilots of porated in the aircraft the USA (and perhaps of tomorrow. Will you the world). We have assimilate these changyears of experience. es? Is resistance futile? Americans account for around half of all the pilots, half of the airplanes, and half of the flight hours in What’s the Plan? the world. While I doubt airliner behemoths BoeYet much like veterans of the auto ining or Airbus are aiming to create aircraft dustry, we are in danger (or is it a benyou might buy, their work, along with efit?) of being upended by the world of other developers, may nonetheless lead tech. The Information Age is upon aviato something new in the future for recretion in ways we never envisioned. ational aircraft pilots and buyers. Those in the Light-Sport Aircraft world On the last day of January 2018, the — and a growing number of GA aircraft Airbus-funded Vahana Alpha One spent — now have gorgeous screens in our 53 seconds aloft, under its own power and cockpits that are quite inexpensively reautonomous control. It reached a height placing a panel of round dials, while also of 16’. supplying us with much more informaBig deal, huh? While a 53-second flight tion, even synthetic vision. may not sound like much, look what folEvery pilot can use an iPad to dynamilowed after the Wright brothers’ even cally plan and map a flight in ways we shorter flight a century ago. Humankind couldn’t envision just five years ago. went from primitive powered flight to Airframes are increasingly made of landing on the moon in 66 years and the composite, often carbon fiber. Titanium pace of development is vastly faster tohas found increasing use as well. day. Everyone has a GPS and more are acExecutives from Airbus, Boeing, and quiring ADS-B technology that delivers several other billion-dollar companies real-time traffic and weather to the cocksay the flights of the experimental aircraft pit. seen with this article mark “the start of Airframe parachutes and safety cell a fundamental change in the way we get (crush zone) technology are making pilots around.” safer than ever. Alpha One’s brief flight represents a Autopilots and angle of attack indicafull-scale demonstration of a single-pertors on contemporary sport planes are son, vertical takeoff and landing aircraft. inexpensive and work well. They allow “The idea is to remake the way we fly,” “Level” and “180° Turn” buttons that resay developers. spond with a single tap. They are talking about autonomous transportation, but what if these aircraft get (relatively) cheap and become available to pilots who want to fly them by Dan Johnson, president of the Light Aircraft their own hand — or at least by their own Manufacturers Association, is an expert on decisions? LSA. For more on Sport Pilot/LSA, go to Instead of piling dozens or hundreds of

Photo by Airbus

The Airbus Vahana in the hangar. Its first flight was Jan. 31, 2018.

Photo by Boeing

The Aurora is a small demonstrator of an “eVTOL,” a vertical-takeoff-andlanding electric aircraft designed for short-range trips. During takeoff, an array of propellers in the bottom half of the aircraft spins up to lift the airplane up. Once Aurora is aloft, the VTOL propellers stop, and a single, larger propeller at the rear of the airplane pushes the aircraft forward. This is one of the aircraft Uber hopes to use for its Uber Elevate program, which aims to offer short-range trips within metropolitan areas, initially in Dallas and Dubai, as early as 2020. people into big jets that fly back and forth between airports, these little VTOL aircraft would work much like personal cars, taking a few people (or just one) on short trips in and around cities. Thirty Vahana engineers, funded by $150 million from Airbus, worked for two years to make their aircraft ready for its January flight. This investment is a staggering sum in the world of light aviation. That’s more than Cirrus spent to develop and certify its SR series that has become aviation’s biggest selling single-engine piston aircraft — all to provide one single-seat demonstrator.

Sooner Than You Think?

In another story, through a pairing with Boeing, ride hailing pioneer Uber reportedly plans to launch air taxi networks in Dubai and Dallas — as soon as 2020. Again, we’re talking autonomous, but

these aircraft could easily be configured for on-board-human operation. You are most unlikely to buy an air taxi…even if you might take one sometime in the future, just as we’ve learned to do with the Ubers and Lyfts of the world. Air taxis, whatever their size, will serve a transportation role. In addition, to pass regulatory approval, they will surely be more expensive than one flown by a decision-making human. You may see nothing wrong with the transportation role, but those of us involved with recreational flying prefer to do the piloting, to enjoy the skies in our own personal way. Yet does that mean you would refuse to fly a quad- or octocopter, especially if it was mass produced, affordable, safe and enjoyable to fly? What if this thing could be flown with regular controls like the aircraft you pres-

March 8, 2018 —


Photo by Lilium Photo by Boeing

The Boeing Aurora in flight.

The Lilium Jet prototype is being assembled in a shop in Germany; it has flown like Vahana and developers plan a first manned flight in 2019.

Photo by Workhorse

This “passenger drone” looks to be a piloted aircraft with joystick. Would you fly it? ently love? What if it turned out to be a hoot to fly? What it if had capabilities beyond your present aircraft? My radio-controlled drone flies well in wind. Its gyro-stabilized camera is amazingly smooth even in gusty conditions … and mine is already an antique, a whole two years old. Will the future of recreational flying be transformed the way Vahana developers and Uber envision? A glance at electric autos lead by Tesla with its autopilot capability suggests driving in the future may be remarkably different, possibly safer, possibly more ecofriendly, possibly even more fun in ways we cannot currently imagine. Could tomorrow’s sport aircraft be radical revolutions? Or will this all die down and we’ll just keep flying the aircraft we have today? I feel fairly sure recreational flying isn’t threatened by these new developments, but the aircraft we fly might evolve to become vastly different than what we have at the start of 2018. Stay tuned…!

From a pickup truck builder you may not know comes the folding-arm octocopter SureFly, first unveiled at the Paris Air Show in June 2017.

Recreation or Transportation?

Ride-hailing services have upended the taxi industry and, no matter how you feel about it, that service is unlikely to change because users love them. Uber and Lyft in this country and copycats around the world are changing the way we hire an automobile to carry us around town. Aircraft, like the ones shown in this column, may completely change how people move around big cities. Indeed, Uber has announced its vision for a future in which metropolitan areas are served with “vertiports” — tiny airports where small VTOL airplanes take off and land. I imagine these aircraft landing in your driveway to haul you to an important meeting or a doctor appointment across town. Your driveway may be big enough if your neighbors don’t object. In Uber’s vision for a decade from now, someone traveling from San Francisco to San Jose (a trip that can take two hours in traffic) might take a short self-driving Uber car ride to a vertiport, hop on a

Photo by Airbus

Is Airbus or Boeing designing your next aircraft? self-driving VTOL airplane that takes a 15-minute flight to a San Jose vertiport, and then catch a second self-driving taxi to their destination. Uber estimates such a flight will initially cost $130, but it could become as cheap as $20 in the long run. Less ambitious goals include enabling more affordable short-haul flights between regional airports.

Not only can short-range electric airplane flights be more energy-efficient, but self-flying airplane technology may eventually eliminate the need for pilots on small, short-range flights. This could allow the flights to be even cheaper and might revitalize smaller airports where operating large conventional commercial airplanes doesn’t make sense, aviation visionaries suggest.

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March 8, 2018

Accident Reports These March 2016 accident reports are provided by the National Transportation Safety Board. Published as an educational tool, they are intended to help pilots learn from the misfortunes of others.

Improper soft-field landing technique bends RV-9

While landing on a grass airstrip in Allison, Iowa, the RV-9’s nose landing gear “caught” on the soft turf and collapsed. The plane slid about 60’, the forward portion of the fuselage hit terrain, and the airplane nosed over, sustaining substantial damage to the fuselage, rudder, vertical stabilizer, and firewall. As a safety recommendation, the pilot said he should keep the nose landing gear off the ground longer during the landing. Probable cause: The pilot’s improper soft-field landing technique.

Low altitude and airspeed a bad combination

The non-certificated pilot reported that he conducted a low approach over the turf runway in Neshkoro, Wisconsin, at 50’above ground level with the engine power at idle. About halfway down the runway, he applied full power, but the engine did not respond. He entered a shallow left turn and slowed the Challenger II to stall speed before hitting trees. The pilot was seriously injured in the crash. While the condition of the propeller was consistent with the engine having no power at the time of impact, post-accident examination of the airframe and a test run of the engine revealed no anomalies that would have precluded normal operation, and a reason for the loss of power could not be determined. The pilot was not certificated, and he did not hold a medical certificate. His flight time was unknown. His decision to maneuver the airplane at a low altitude and low airspeed precluded him from selecting a suitable forced landing site following the loss of engine power. Probable cause: A total loss of engine power for reasons that could not be determined. Contributing to the accident was the non-certificated pilot’s decision to maneuver at low altitude.

Partial loss of engine power leads to forced landing

The private pilot reported that, after a preflight inspection and engine run-up revealed no anomalies, he and a passenger departed, circled a nearby mountain, then descended to an altitude about 750’ above ground level. Shortly after, the Piper PA-22’s engine experienced a partial loss of power. The

pilot attempted to restore power, but was unsuccessful, and he elected to land on a dry wash near Fountain Hills, Arizona. As the plane touched down, the right main landing gear sank into the dirt, and the plane made a sharp turn to the right. It hit a tree and came to rest nose down. The atmospheric conditions at the time of the accident were not conducive to the formation of carburetor icing. A post-accident engine examination and test run revealed no anomalies that would have precluded normal operation. Therefore, the reason for the loss of partial engine power could not be determined. Probable cause: A partial loss of engine power for reasons that could not be determined.

Takeoff on ice-covered runway goes awry

The pilot landed the Beech C23 on the runway at the airport in Frenchville, Maine, with visible ice and snow, and noted no issues with the braking and steering capabilities of the airplane. During the subsequent takeoff roll with full power applied, the plane started sliding to the left. He attempted to control the sliding with right rudder. During the acceleration, the left main landing gear got trapped in an area with ice and the plane departed the runway to the left and hit a snowbank. It sustained substantial damage to an engine mount and to the fuselage. The FAA’s Aeronautical Information Manual (2014) provides the definition of a contaminated runway and states in part: “A runway is considered contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber, or other substances are present.” Probable cause: The failure to maintain directional control during the takeoff roll on a runway contaminated with ice and snow, which resulted in a runway excursion and an impact with a snowbank.

Piper gets away from pilot after hand-propping

The pilot shut down the Piper PA-24’s engine to reposition the plane prior to finishing the run-up. Upon attempting to restart the engine, the airplane’s battery charge was low and the engine would not start. He set the parking brake and hand propped the engine. The engine started and the plane began to move without the pilot on board. The plane hit the perimeter fence at the airport in Homestead, Florida, which resulted in substantial damage to both wings. Probable cause: The decision to hand prop the engine without securing the airplane, resulting in a runaway airplane and collision with a fence.

Pilot seriously injured after ‘late’ go-around

sition before takeoff on the accident leg, as required in the engine start and before takeoff checklists, or switched tanks when the engine began to run rough, the total loss of engine power would not have occurred. Probable cause: The student pilot’s fuel mismanagement, which led to fuel starvation and a total loss of engine power during cruise flight. Contributing to the accident was his failure to follow the appropriate engine start, before takeoff, and emergency checklists.

Failure to use checklists results in fuel starvation

Failure to secure seat fatal

The airline transport pilot was landing the experimental amateur-built Jodel F11A at his 1,600’ private runway in Marathon, Texas, when he attempted a “late” go-around. The plane hit trees, a powerline, and terrain, resulting in substantial damage. The pilot was seriously injured in the crash. Probable cause: The failure to conduct a go-around in a timely manner, which resulted in hitting trees and a powerline.

The student pilot departed on the solo cross-country flight with about four hours of fuel onboard the Cessna 172. About two hours into the flight, he noticed the left tank fuel gauge was indicating almost empty. He was not concerned, stating he had been trained not to rely on the accuracy of the fuel gauges. However, after landing at one of the intermediate airports along his route of flight, he did not visually check the fuel levels at the tank filler necks. About 45 minutes after takeoff from that airport, the engine experienced a partial loss of power. Concerned that performing troubleshooting steps could further exacerbate the situation, the student did not follow any emergency checklists. For the next five minutes, the engine continued to operate intermittently as the airplane gradually descended, then experienced a total loss of power. The student made a forced landing to a field near McNeil Island, Washington, and the airplane nosed over during the landing roll. Following the accident, the fuel selector valve was found in the left tank position, and the left tank was about one-quarter full. Although enough fuel remained in the left tank to power the engine, it had most likely migrated from the right to left tank via the tank vent crossover line, as the airplane lay inverted for several days after the accident. The fuel capacity of the left tank was about equal to that which would have been used during the flight. The engine was tested while attached to the airframe and fuel supply system, and ran uneventfully at various power settings. The partial, then total, loss of power is consistent with a fuel starvation event. The student stated that he always operated the airplane with the fuel selector valve in the “both” position and that, on the day of the accident, he only checked it once during the preflight inspection before the first takeoff. If he had verified the fuel selector po-

The flight instructor, who was controlling the Cessna 172, and the student pilot were conducting an instructional flight. During the takeoff from the airport in Charleston, West Virginia, the airplane lifted off about 1,000’ down the runway, pitched nose up, and rolled left to an inverted attitude before it hit terrain next to the runway in a nose-down attitude. The student pilot recalled that as the airplane rotated during the takeoff, he heard the flight instructor exclaim, but could not recall any subsequent events. The flight instructor died in the crash. Examination of the wreckage revealed witness marks along the flight instructor’s seat tracks that corresponded with the seat in the nearly full-aft position. Given the flight instructor’s stature, it is unlikely that this position would allow her to fully actuate the flight controls, and it is therefore unlikely she purposefully initiated the takeoff with her seat in this position. While one of the two locking pins that would have secured the seat from sliding fore and aft was found fractured, it is likely that the jockeying of the seat during the victim extraction process resulted in the fracture of the locking pin, and left the witness marks observed on the seat track. Examination of the wreckage and maintenance documents also revealed that the plane was not equipped with a manufacturer-recommended secondary seat stop mechanisms for either of the pilot seats. Review of documents published by the airframe manufacturer showed the critical importance of ensuring that the pilot seats were secured prior to initiating a flight, and that accelerations such as those encountered during a takeoff could dislodge an unsecured seat. Had the flight instructor, who was performing the takeoff, not properly secured her seat prior to initiating the takeoff, it may have resulted in her seat sliding aft, and her inadvertent application of control inputs to the control yoke during the rotation and initial climb, consistent with steep climb, descent, and impact. The aft seat position could have also likely resulted in her inability to apply

March 8, 2018 —  Buyer’s Guide Marketplace —


Accident Reports complete or sufficient control inputs to the rudder pedals, consistent with the left yaw/roll observed during the takeoff. Probable cause: The flight instructor’s failure to ensure that her seat was properly secured before initiating the takeoff, which resulted in a subsequent loss of control. Contributing was the lack of an installed secondary seat stop.

Flight to chase birds ends in crash

The pilot reported that the purpose of the flight in the Piper J5A was to maneuver at low altitude and chase birds away from fields near Lake Harbor, Florida. He had completed about eight to 10 turns over the target field and during a steep “reversal turn” to the left, the airplane hit terrain. The pilot had no other recollection of the accident. According to a witness who was a private pilot, he observed the J5 enter a “steep turn” to the left about 50’ to 75’above the ground. He reported the airplane “stalled and spun into the ground,” and that the engine noise became louder seconds before impact. The fuselage and both wings were substantially damaged. The FAA Pilot’s Handbook of Aeronautical Knowledge in part states an airplane will “stall at a higher indicated airspeed when excessive maneuvering loads are imposed by steep turns, pull-ups, or other abrupt changes in its flight path.” Stalls entered from such flight situations are called “accelerated maneuver stalls,” a term which has no reference to the airspeeds involved. Stalls which result from abrupt maneuvers tend to be more rapid, or severe, than the unaccelerated stalls, and because they occur at higherthan-normal airspeeds, and/or may occur at lower than anticipated pitch attitudes, they may be unexpected by an inexperienced pilot. Failure to take immediate steps toward recovery when an accelerated stall occurs may result in a complete loss of flight control, notably, power-on spins. Probable cause: The pilot’s exceedance of the critical angle of attack while maneuvering at low altitude, which resulted in an accelerated aerodynamic stall, spin, and impact with terrain.

Fuel starvation brings down Mooney M20C

The private pilot conducted a preflight inspection of the Mooney M20C and noted that both fuel tanks were full. He then took off for the cross-country flight. During approach to landing at the airport in Wichita, he extended the downwind leg due to inbound instrument flight rules traffic. The engine suddenly lost power, and he

conducted a forced landing. The fuel tank selector was positioned to the left fuel tank, and the electric fuel pump was in the “off” position. No fuel was found in the left tank. There was no smell of fuel, no evidence of fuel spillage, and the fuel tank did not appear to have been breached. Some fuel, about 2” to 3” deep, was found in the right fuel tank. If the pilot had switched the fuel selector from the left to the right fuel tank and turned on the electric fuel pump, the engine would not have been starved of fuel. Probable cause: The total loss of engine power due to fuel starvation, which resulted from the pilot’s improper fuel management.

First flight for new owner ends in crash

The pilot was departing on his first flight in the experimental Skyraider I he had just purchased. He began the takeoff roll to the west and the wind pushed the plane towards the right side of the runway. He attempted to correct with left rudder, but the plane continued to the right. He then added left aileron, but the plane continued right and the right wing hit a tree limb near the airport in Erwin, N.C. According to the pilot, “The next thing I knew I was on the ground.” The pilot had 200 hours of flight experience, noting his experience was divided between both certified and experimental airplanes. Probable cause: The pilot’s inadequate compensation for the wind, which resulted in a loss of directional control.

Formation flight ends before it begins

The six-ship formation of vintage World War II airplanes had completed their run-ups on the taxiway at the airport in Midland, Texas, and were preparing for departure. A departure clearance was received from air traffic control and the sixship formation proceeded to the runway for takeoff. The Goodyear Corsair was sixth in formation and trailing the Nakajima Zero. These tailwheel airplanes required the pilots to taxi in an S-turn pattern due to the limited forward visibility. As the Corsair pilot proceeded with the S-turn taxi to the runway, the Corsair overtook the Zero and collided with its tail. The Zero spun right about 270° and came to rest. The Corsair stopped quickly and its propeller hit the taxiway. The Zero sustained substantial damage to the empennage and the Corsair sustained minor damage. The pilots conducted an accident de-

brief and determined that a lack of “vigilance” was to blame. Probable cause: The Goodyear pilot did not see and avoid the Nakajima ahead on the taxiway.

Ag flight ends with forced landing to field

The pilot was conducting an agricultural application flight in the Grumman G164. While maneuvering the plane about 300’ above ground level, the engine experienced a partial loss of power. Unable to maintain altitude, he conducted an emergency landing to a field near Juliaetta, Idaho, during which the plane landed hard and nosed over, coming to rest inverted. Post-accident examination of the engine revealed that the No. 2 cylinder head exhibited a circumferential crack of its barrel between the cooling fins. The FAA had previously issued an airworthiness directive (AD) to address cylinder head cracking on the accident model engine. The AD required periodic visual inspections for cracks in the cylinder heads at specified intervals of time in service (every 100 hours for the Grumman). According to the engine maintenance logbooks, the AD was last complied with about 35 hours before the accident. The previous inspections to this were sporadic, indicating that neither maintenance personnel nor the owner were regularly complying with the AD. Probable cause: A partial loss of engine power due to a crack in the No. 2 cylinder.

Excessive temperatures damage turbocharger

The pilot was departing in the experimental, amateur-built Lancair ES. During the initial climb, the engine experienced a partial loss of power. He performed a precautionary landing on a taxiway at the airport in Prescott, Arizona, during which the plane departed the paved surface and the nose landing gear collapsed. Post-accident examination of the engine turbocharger revealed reddish-white discoloration of the turbine wheel, which suggested excessive engine exhaust gas temperature. Likewise, discoloration observed on the turbine end shaft journal was consistent with high temperature. The combination of high exhaust temperature and the rotational speed of the turbine wheel likely caused the blade material to creep and the wheel diameter to increase until the blade tips rubbed against the turbine housing. This eventually caused blade tip failures, which resulted in a rotating imbalance.

It is likely that the combination of wheel rubbing and imbalance caused the turbocharger to slow or stop, which in turn resulted in the loss of engine power. The reason for the excessive engine temperature could not be determined during the investigation based on the available information. Probable cause: A partial loss of engine power due to an over-temperature event, which damaged the blade tips of the turbocharger wheel and resulted in a slowing or stoppage in the rotation of the turbocharger.

Piper pre-buy inspection ends in crash

The non-certificated pilot/owner of the Piper PA22-108 was conducting a local test flight with a prospective buyer, who held a private pilot certificate. After exiting the traffic area at the airport in Lincolnton, N.C., and climbing to an altitude of 1,800’, the owner permitted the prospective buyer to manipulate the flight controls. The pilot then reassumed control for the return flight to the airport. According to the prospective buyer, while on final approach to land, he noticed the plane was yawed to the left and applied right rudder, but the pilot told him to stay off the controls, which he did for the remainder of the flight. After landing, the plane veered to the left and left the runway, where it struck an embankment and flipped over, sustaining substantial damage to the wing struts, rudder, aft lower fuselage, firewall, and nose gear assembly. Probable cause: The non-certificated pilot’s loss of directional control while landing.

Fuel starvation leads to forced landing

During cruise flight in the experimental, amateur-built Mustang II, the pilot attempted to move the fuel selector from the left to the right fuel tank. During that process, the engine lost power, and the plane sustained substantial damage during the subsequent forced landing near Normangee, Texas. The pilot was seriously injured in the crash. The pilot had recently modified the fuel system, and, while attempting to select the right fuel tank, he inadvertently starved the engine of fuel. He reported no problems with the engine before the loss of engine power and stated that the engine lost power because he used improper procedures while attempting to change the fuel selector. Probable cause: A total loss of engine power due to fuel starvation as a result of the pilot’s improper fuel selector positioning procedures during the flight.


General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

March 8, 2018

New Products Cyberinsurance tailored for general aviation introduced Willis Towers Watson Aerospace Cyber Guard, a tailored cyberinsurance solution for the GA industry, has launched. Officials with Willis Towers Watson said they recognize that cyber risk exposure is a growing concern for general aviation companies as their business models evolve and they increasingly rely on inhouse or outsourced technology to run their business. Until now, a cyber-specific insurance product for the industry did not exist, leaving many operators with potential coverage gaps in their insurance programs, company officials note. Willis Towers Watson Aerospace Cyber Guard was developed in cooperation with Berkley Cyber Risk Solutions and is available to a range of North Americanbased general aviation companies, including charter operators, tour operators,

flying clubs, flight schools, FBOs, maintenance repair operators, small aviationrelated manufacturing, and fleet management companies. Features include coverage for: • Losses stemming from data breach response and forensic costs; • Business interruption losses following a data-security event targeting the insured’s computer system or outside service provider’s system; • Hits to the insured’s brand or reputation; • Reasonable dollar amounts surrendered to prevent ransomware extortion; and • Losses stemming from social engineering schemes, including fraudulent money transfers.

All-in-one engine stand and shipping container unveiled S.A.F.E. Structure has unveiled a jet engine work stand and engine container, known as The Engine CAN. The Engine CAN fits the M250, PW200, and RR300 engines, which reduces wasted space in hangars, as well as increases efficiency of shipping and maintenance work, company officials said. Currently, engines are shipped in an engine specific shipping container. The engine is then removed and placed onto an engine stand for the technician to work on. Generally, the engine being replaced is taken out of the aircraft and placed on a separate engine stand. This engine stand is positioned next to the newly arrived engine, making it easy for the mechanic to interchange parts. Then, the mechanic installs the new engine into the aircraft

and the old engine is placed back into the shipping container, sealing the lid with a tedious bolt system, and then shipped, officials explain. S.A.F.E.’s new design includes all three components in one. With S.A.F.E.’s engine container and double engine stand all-in-one, the technician will receive an engine in the shipping container, remove the lid, rotate the engine vertically into an engine stand working height position, and mount the second engine into the additional engine stand. Upon completion of maintenance, the mechanic is then able to insert the new engine into the aircraft, rotate the old engine horizontally back down into the container, seal the lid with quick locking latches, and ship it off.

FlyQ v3 adds augmented reality, data recording and more Version 3.0 of the FlyQ EFB from Seattle Avionics is now available. V3.0 adds augmented reality (AR), full iPhone compatibility, a flight data recorder with integrated playback and export capabilities (Cloud Ahoy, Google Earth, etc.), and helicopter charts. Regional support has been extended with airport diagrams, approach plates, SIDs, and STARs for Mexico, the Bahamas, Belize, Costa Rica, El Salvador, Guatemala, Honduras, and Nicaragua. “Adding full iPhone support to FlyQ EFB has been the #1 feature request for some time and the augmented reality feature gives pilots a whole new level of safety and situational awareness,” said Steve Podradchik, CEO. The new Augmented Reality feature is accessed from the Map tab and combines the live out-the-window video feed from the iPad or iPhone with computer-generated overlays showing where airports are. The new iPhone support allows sub-

scribers to use the app on all the iPads and iPhones that a pilot owns. Flight plans, plane and pilot configurations, personal waypoints, and documents are automatically shared by all devices, as well as with FlyQ Online on a PC or Mac. On the iPhone, FlyQ EFB supports all the same features as it does on the iPad with the exception of split screen capability. It is simply not practical on the iPhone’s smaller screen, officials said. The new data recorder works with all ADS-B and GPS systems, including the built-in GPS on iPhones and cellularenabled iPads. The new Track map layer shows “breadcrumbs” of a flight in progress. Post flight, each recording is automatically uploaded to the cloud where it can be exported to CloudAhoy or other systems for playback and analysis. New FlyQ EFB v3.0 is available for immediate upgrade to existing customers and as a free 30-day trial for new users.

STC granted for new prop on Cessna T303 Crusader MT-Propeller has received an FAA STC for its next generation four-blade scimitar composite propeller on the Cessna T303 Crusader powered by TCM (L)TSIO520-AE engines. According to MT-Propeller President Gerd Muehlbauer, the installation features: • Approximately 18 pounds less weight than the original propeller; • 10% shorter takeoff distance over 50’

obstacle (in MTOW, SL, ISA conditions); • 2-3 knots faster depending on altitude or power setting; and • Increased ground clearance for less blade tip erosion. The MT-Propeller natural composite blades also provide significant inside and outside noise reduction, according to company officials.

March 8, 2018 —  Buyer’s Guide Marketplace —

New Products


The Complete Remote Pilot just published

Aerocet floats on C206 get EASA nod Aerocet has received European UnionEASA approval on the 3400 amphibious twin aircraft composite floats for the Cessna 206. EASA approval applies to 27 E.U. member countries, including Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Romania, Slovak Republic, Slovenia, Spain, Sweden, and the United Kingdom. The approval also covers what are called “EASA associated countries,” which include Iceland, Liechtenstein, Norway, and Switzerland. The EASA approval on the model 3400

floats for the 206 was a natural follow on to the already approved Cessna 180 and 185s, company officials note. Officials add that the lightweight composite floats give aircraft owners a higher useful load, as well as eliminate leaks and corrosion typically associated with heavier aluminum floats, reducing operating costs while improving performance. The floats incorporate Aerocet-patented Oil-Bath Wheels, eliminating bearing maintenance, officials add. Other enhancements to the floats include the company’s advanced landing gear advisory system, as well as large storage lockers.

Advertising Spaces Now Available The official newspaper of the SUN ’n FUN Fly-In April 10-15, 2018 in Lakeland, Fla. Reserve your advertising spot by March 23, 2018 Call Ben Sclair at (800) 426-8538 or see

New from ASA is “The Complete Remote Pilot,” a textbook for anyone interested in getting a remote pilot certificate, which is required to operate drones for commercial use. With a friendly and readable style, authors Bob Gardner and David Ison cover all of the details involved in becoming a competent, responsible, and safe remote pilot, according to officials with ASA. The book is designed to not only prepare readers for the FAA Knowledge Exam, but to teach them about how unmanned aerial systems fly, their components and systems, and the aeronautical knowledge required to fly drones in the same airspace as aircraft with passengers. The book covers specifics on drone terminology, regulations, airspace and navigation, airport and off-airport operations, radio communication procedures, weather, aerodynamics and aircraft performance, emergency procedures, human factors, maintenance, and preflight

inspection procedures. The softcover book is $24.95, while the eBook is $19.95. You can get both in a bundle for $34.95.

Have a new product or service you’d like to tell our readers about? Send press releases (in word documents, no PDFs please) to Feel free to put the press release in the body of the email, rather than as an attachment. However, please send photos as a separate attachment. Please put “On the Market” in the subject line.


General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

March 8, 2018

Calendar of Events



Western United States

Mar. 12, 2018, Prescott, AZ. Aspen Avionics Dealer Demo Day at Arizona Air Craftsman (KPRC), 505-288-1858 Mar. 12, 2018, Fresno, CA. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 13, 2018, Denver, CO. IMC Club Regular Meeting, 719-581-2010 Mar. 13, 2018, Tucson, AZ. CAP Squadron 104, 520-307-5775 Mar. 13, 2018, Concord, CA. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 13, 2018, Oakland, CA. Emergency Procedures And Training, 650-336-8105 Mar. 14, 2018, Scottsdale, AZ. Arizona Flight Training Workgroup(AFTW) Meeting, 602-739-0554 Mar. 14, 2018, Mukilteo, WA. Family STEAM Night 2018, 425-438-8100 Mar. 14, 2018, Camarillo, CA. Lessons Learned Flying a Boeing 737-200 on its Last Flight

est B s ’ rica vionics e m A in A y u B 800 - 255 - 1511

with Gary Schank, 805-312-9299 Mar. 14, 2018, Las Vegas, NV. EAA Chapter 1300 Meeting Mar. 15, 2018, Seattle, WA. IA AMT 145 Repair Station AC Owners And Operators Maintenance QA Seminar, 425-227-2247 Mar. 16, 2018, Concord, CA. Monthly MDPA Meeting & Dinner Mar. 17, 2018, Mesa, AZ. EAA Warbird Squadron 50 Fly-In Pancake Breakfast Mar. 17, 2018, Little River, CA. The Seabird Protection Network and FAA Compliance Philosophy Briefing, 510-748-0122 ext. 264 Mar. 17, 2018, Camarillo, CA. IFR Refresher Clinic with Rayvon Williams, 805-312-9299 Mar. 17, 2018, Compton, CA. EAA Chapter 96 General Meeting, 310-612-2751 Mar. 17, 2018, Renton, WA. Cirrus Ground School, 425-610-6293 Mar. 17, 2018, Olivehurst, CA. Yuba City EAA Chapter 1593 meeting, 530-923-0116 Mar. 17, 2018, Torrance, CA. Western Museum of Flight: Celebrating Women

in History, 310-326-9544 Mar. 20, 2018, Fullerton, CA. FAPA Meeting/Seminar, 714-588-9346 Mar. 21, 2018, Mesa, AZ. 18th Annual Mesa Police Aviation Safety Fly-In and FAA Helicopter Safety Seminar, 480-419-0330 ext. 263 Mar. 21, 2018, Lincoln, CA. EAA 1541 Membership Meeting Mar. 21, 2018, Camarillo, CA. Flight Forces and Fundamentals with Brian Schiff and Barry Schiff, 805-312-9299 Mar. 21, 2018, San Carlos, CA. Airworthiness: What Is It And How Does The Faa Try To Enforce It? 408-981-6424

South Central United States

Mar. 13, 2018, Olathe, KS. Civil Air Patrol Meeting, 913-927-1317 Mar. 16, 2018, Wichita, KS. 2018 FAA Inspection Authorization Renewal and Maintenance Safety Seminar, 316-941-1200 Mar. 17, 2018, Jacksonville, TX. EAA Chapter 1592 St. Patrick's Day Fly-In and Pancake Breakfast, 903-312-4810 Mar. 18, 2018, Fayetteville, AR. EAA Chapter 732 Regular Meeting, 479-986-4308 Mar. 19, 2018, Fulton, MO. Kingdom Pilot's Association, 573-219-2113

North Central United States

Mar. 11, 2018, Peoria, IL. EAA Chapter 563's IMC Club at Mt Hawley Airport (3MY), 309-696-1428 Mar. 12, 2018, Grand Rapids, MN. Civil Air Patrol Grand Rapids Composite Squadron Mar. 12, 2018, Omaha, NE. EAA Chapter 80 Meeting Mar. 13, 2018, Kearney, NE. EAA Chapter 1091 Monthly Meeting Mar. 13, 2018, Elkhart, IN. Free Weekly Ground School, 574-312-5117 Mar. 14, 2018, Anderson, IN. EAA Chapter 226 Meeting, 765-208-0299

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Mar. 14, 2018, Fort Wayne, IN. VMC/IMC Combined Club Meeting, 260-267-5505 Mar. 14, 2018, Brighton, MI. EAA Chapter 384 Monthly Membership Meeting Mar. 15, 2018, Peoria, IL. Thursday Morning Coffee in EAA 563 Hangar, south end of airport, 309-696-1428 Mar. 17, 2018, Crete, NE. EAA Chapter 569 Fly-In Breakfast Mar. 17, 2018, Peoria, IL. EAA Chapter 563 Pancake Breakfast, 309-696-1428 Mar. 17, 2018, Oshkosh, WI. 25th Annual Wisconsin Light Aviation Safety Seminar, 262-370-3182 Mar. 17, 2018, Lapeer, MI. Spring Aviation Safety Seminar 2018, 248-431-4282 Mar. 17, 2018, Minneapolis, MN. Loss of Control: How to Keep the Shiny Side Up, 952-210-8600 Mar. 19, 2018, Grand Rapids, MN. Civil Air Patrol Grand Rapids Composite Squadron Mar. 19, 2018, Ypsilanti, MI. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 20, 2018, Elkhart, IN. Free Weekly Ground School, 574-312-5117 Mar. 21, 2018, Anderson, IN. EAA Chapter 226 Meeting, 765-208-0299 Mar. 22, 2018, Peoria, IL. Thursday Morning Coffee in EAA 563 Hangar, 309-696-1428 Mar. 22, 2018, Traverse City, MI. EAA Chapter 234 IMC Club, 231-590-5341 Mar. 22, 2018, Chicago/Aurora, IL. EAA Chapter 579 Meeting

North Eastern United States

Mar. 12, 2018, Carlisle, PA. Carlisle Flying Club Monthly Meeting, 717-830-8773 Mar. 12, 2018, Richmond, VA. IMC Club, 804-564-3233 Mar. 13, 2018, Fitchburg, MA. Fitchburg Pilot's Association (FPA) Monthly Meeting Mar. 13, 2018, Cincinnati, OH. Lunken EAA/IMC Club Meeting Mar. 13, 2018, Taunton, MA. VMC Club Scenario — Mastering the Art of Aviation, 781-238-7536 Mar. 14, 2018, Rochester, NY. Rochester FSDO 2018 Inspection Authorization Refresher Seminar, 585-436-3880 ext. 206 Mar. 14, 2018, Nashua, NH. EAA IMC Club Chapter Meeting, 978-873-0507 Mar. 17, 2018, Canfield, OH. IA Maintenance Presentations, 440-686-2055

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March 8, 2018 —  Buyer’s Guide Marketplace —





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General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

March 8, 2018

For more events and to stay up-to-date, go to Mar. 17, 2018, New York, NY. CFI Refresher Course FIRC at Heritage Flight Academy, 631-471-3550 Mar. 17, 2018, Fitchburg, MA. Flight Instructor Refresher Course (FIRC), 575-392-1177 Mar. 17, 2018, Limington, ME. EAA Chapter 141 Monthly Meeting, 207-318-4427 Mar. 17, 2018, Gordonsville, VA. EAA Chapter 1563 Monthly Meeting Mar. 18, 2018, Batavia, OH. EAA Chapter 174 Meeting, 937-515-7453 Mar. 19, 2018, Middlefield, OH. EAA Chapter 5 Meeting, 843-269-5597 Mar. 19, 2018, Columbus, OH. Civil Air Patrol Columbus Senior Squadron Meeting, 740-990-9169 Mar. 19, 2018, Portland, ME. Bald Eagle Flying Club Monthly Meeting, 207-619-0236 Mar. 19, 2018, Pittstown, NJ. EAA Chapter 643 Monthly Meeting, 908-586-4875 Mar. 19, 2018, Rochester, NY. Artisan Flying Club, 585-615-5710 Mar. 20, 2018, Independence, OH. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 21, 2018, Richmond, VA. Chesterfield Pilots Seminar and Dinner Mar. 21, 2018, Columbus, OH. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 21, 2018, Monroe Township, NJ. EAA Chapter 216 Monthly Meeting

South Eastern United States

Mar. 11, 2018, Naples, FL. Fly-In Breakfast/Young Eagles Rally Mar. 12, 2018, Rock Hill, SC. EAA Chapter 961 Monthly Meeting, 704-965-4998 Mar. 12, 2018, Jacksonville, FL.

AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 12, 2018, Lawrenceville, GA. Civil Air Patrol Meeting/Gwinnett Composite Squadron, 404-444-9852 Mar. 13, 2018, Chamblee, GA. Civil Air Patrol/ PDK Senior Squadron, 404-829-3732 Mar. 13, 2018, Melbourne, FL. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 14, 2018, Daytona Beach, FL. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 15, 2018, Ocala, FL. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 16, 2018, Fort Myers, FL. Fly-In Fridays Hot Dog Social, 239-590-6600 Mar. 17, 2018, Cleveland, TN. CAP Pancake Breakfast, 727-798-4013 Mar. 17, 2018, Huntsville, AL. EAA Chapter 190 Pancake Breakfast at Moontown Airport, 256-852-9781 Mar. 17, 2018, Dawson, GA. EAA Chapter 354 Country Breakfast, 229-435-1667 Mar. 17, 2018, Valkaria, FL. Pancake Breakfast Mar. 17, 2018, Dublin, GA. St Patrick's Day Annual Fly-in & Pancake Breakfast, 478-933-5277 Mar. 17, 2018, Sarasota/Braden, FL. EAA Chapter 180 Young Eagles, Free Pancake Breakfast, 941-356-0591 Mar. 17, 2018, Collegedale, TN. EAA Chapter 150 Monthly Meeting, 423-593-3043 Mar. 17, 2018, Currituck, NC. Airport Breakfast, 909-451-1477 Mar. 17, 2018, Winterville, NC. EAA Chapter 1423 Meeting

Mar. 17, 2018, Ocala/Belleview, FL. Leeward Air Ranch Fly-In, 919-455-5030 Mar. 17, 2018, Lake City, FL. 10th Annual Shamrock Fly-In, 386-466-0997 Mar. 17, 2018, Newland, NC. EAA Chapter 1271 Meeting Mar. 17, 2018, Columbus, GA. River City Aero Club Monthly Meeting Mar. 18, 2018, Columbia, SC. South Carolina Breakfast Club at KCAE, 803-446-0214 Mar. 18-20, 2018, Fort Myers, FL. NBAA Business Aircraft Finance, Registration & Legal Conference Mar. 19, 2018, Lebanon, TN. Lebanon Flying Club Monthly Meeting, 615-479-9991 Mar. 19, 2018, Huntsville, AL. Huntsville IMC Club Meeting, 804-519-5480 Mar. 19, 2018, Orlando, FL. Monthly IMC Club/ WINGS Seminar at KSFB, 817-312-7464 Mar. 19, 2018, Monroe, NC. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 20, 2018, Fletcher, NC. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101 Mar. 20, 2018, Savannah, GA. Savannah Aviation Association, 912-964-1022 Mar. 20, 2018, Archer, FL. EAA Chapter 98 Meeting, 561-354-8270 Mar. 21, 2018, Stuart, FL. EAA Chapter 692 Monthly Meeting Mar. 21, 2018, Greensboro, NC. AOPA Collision Course: Avoiding Airborne Traffic, 800-638-3101


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General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538


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1050 - Aeronca

5300 - Experimentals

6950 - Engines

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2030 - Cessna Parts FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. or Order toll-free 888-433-5433. 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. CESSNA WINGS REBUILT ON JIGS BEECH/CESSNA Control surfaces reskinned on jigs Call for quotes. West Coast Wings 707-462-6822.

FAA Approved Repair Station # VI4R597M

IO-360-A1A, 200hp, 250 SMOH, Reduced to $20K Outright Std Acc. One Stop Aviation, CA 760-721-1389. Bell 222, Immaculate, annual Jan 2018, 1500-TTSN. 8-place, 2 Rolls Royce engines. The most beautiful helicopter Bell ever produced. Will deliver, 650-641-3078. 6375 - Announcements

2055 - Champion Parts FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. or Order toll-free 888-433-5433. Foreign orders pay postage.

Rainbow Flying Service Moses Lake, WA

(509) 765-1606 2550 - Ercoupe Parts FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. or Order toll-free 888-433-5433. Foreign orders pay postage. 3310 - Luscombe Parts FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. or Order toll-free 888-433-5433. Foreign orders pay postage. 3800 - Piper Single VERY BEAUTIFUL P11 Cub, props, every Super Cub mod, tail gear, seat, etc. One-of-a-kind. 623-584-3733. 1946 PA-12 Super Cruiser, O-235, Ceconite , pants, Val76- xpdr/encoder. Owner since 1990, NDH, 26TT, hangared KGRD. $28,500, will trade, want Ercoupe, 864992-5150.

PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487. 6900 - Employment Manager, High School Aviation Initiative. Aviation Program Operations Coordinator. AOPA offers a comprehensive benefits package to full-time employees that reflects how much we care about our employees. And ... although not all AOPA employees are pilots, we offer the opportunity for our employees to obtain a private pilot certificate for free! AOPA is an equal opportunity employer committed to diversity in the workplace. To apply or learn more about these and other career opportunities please visit our website

TRI-PACER and Colt Parts for sale. Tri-Pacer and Colt Fuselages and wings available. Tri-Pacer Colt Projects. Rich Waldren 503-538-7575. 4455 - Stinson FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. or Order toll-free 888-433-5433. Foreign orders pay postage. 4605 - Taylorcraft Parts FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. or Order toll-free 888-433-5433. Foreign orders pay postage.

6990 - Equipment


FAA-PMA Approved Made from Long Lasting Alloys Made in the USA

Superior Silicone Seals Complete NEW Baffle Sets & Individual Parts are Available.

Steel & Titanium Cessna Axles For C-170, C-180, C-182, C-185, C-206

Call Us Today! 1-907-357-8244 Visit Us and Order at Email Us at call 800-253-0800 Sun-n-Fun - Booth #B-59

Ever feel like something’s just missing in your life? The Pulse of Aviation delivers a daily dose of aviation news every weekday free to your email inbox.

Pulse of aviation



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


Phone: 308-832-2200 7250 - Ground Support 2 aircraft hydraulic jacks for low wing general aviation aircraft; Jack House brand. Range: 26” to 40” Rated: 3 Ton/6,000 lbs. 360-668-3832 7300 - Hangars L-shaped end hangar at Bremerton Airport (PWT). Front door 39’x10’, rear door 17’x10’ .Airplane and motor home will fit. Rent: $500/mo. 360-981-8796. T-hangars with 40-foot doors Tacoma Narrows Airport $379.65 (tax included). 253-798-8550 KRNO T-HANGARS, 976-2742 sqft. Monthly or multiyear leases. Move-in incentives. Google: T-Hangar Leases or call 775-328-6486.

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

A Fraction of OEM Cost

Powder Coated Finish Option


NW Indiana T-Hangars available at LaPorte Municipal Airport (KPPO). Prices range from $75 to $150/month. Move in by April 1, sign a 15 month lease and receive three free months. Call 219-324-3393 or email diane@

From the editors of


3920 - Piper Parts

IO-360-A1P “0” SMOH, 750 SNEW, 180hp Std Acc. Reduced to $22K, Outright. One Stop Aviation, CA 760-7211389

Don’t patch your engine baffles... Replace them with NEW baffles from Airforms, Inc.

3900 - Piper 2002 Wag J3 Cub. Sports qualified, ADSB exempt, A&E maintained, factory fuselage, metal spar & ribs, rebuilt 85 with 355 hours, 704-TT, 8-gal aux tank, cargo pod, tail hook, metal prop, 8:00/6 tires, Grove brakes, VGs + more. $36,000. 541-598-6486 pictures.

O-320-D1A, W/D, 160hp “0” SMOH, 900 SNEW, ALL ACCS. $23K Outright - Will Take Trades. One Stop Aviation, CA 760-721-1389

6915 - Engine Parts

Save Time & Money

Specializing in Parts & Service for Aeronca, American Champion, Citabria, Decathalon & Scout Sitka Spruce Spars & Custom Millwork Aircraft Rebuilding Services 100-Hour Inspections & Annuals

ENGINES FROM $200: 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, O-320-E2D “0” SMOH New Superior Cyls, Carb, Mags, & Harness. $22K Outright - Will Take Trades. One Stop Aviation, CA 760-721-1389.

2155 - Citabria Parts FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. or Order toll-free 888-433-5433. Foreign orders pay postage.

O-360-F1A6, “0” SMOH, Roller Cam, New Superior Cylinders, Mags, & Harness, Carb. $26K Outright - Will Take Trades. One Stop Aviation, CA 760-721-1389





Lost Medical: Original Sherpa Model 500 5-Place with amphibious floats. See for more information. 503-330-7152.



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

Custom Engine Overhaul


1957 Champion 7EC 1957 Champion 7EC, 3218-TT, O-200 100hp engine, 418 SMOH, Icom 1C-A200 radio, KT76A xpdr, rebuilt 1996 w/new wood including spares, wingtip strobes, wide back seat. Not light sport. $24,900. 509-765-1606, cell 509-750-2327.


7215 - Fuel

We design and ship pre-engineered steel hangar buildings. The Hangar door style of your choice is included in the design. Imperial or Metric, containerized for export or shipped domestic. 719-268-1325, 7340 - Inspections Annual Inspections specializing in Piper Cherokee 140, 160, 180, 300. Cessna 150, 152, 172, 182. Aero Mechanical Service Inc, Cochran, Georgia 48A, 478-230-2706.

ISEe! ADVmEaRrkTetp lac in the

Call Ben Sclair (800) 426-8538


General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

March 8, 2018

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March 8, 2018 —  Classified Pages —

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

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


Aviation Abbreviations

7350 - Instruction

8150 - Parachutes

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 8225 - Parts

Complete your Private Pilot Ground School We are VFR yearyour round. ComeStarts to Palm and finish live from home! 26Springs January. up your training. 760-399Space limited – Enroll Now! 8371. ONLIN LEARNE IN

8400 - Propellers

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.

Factory Directory Sales




Monthly FAA Wings Webinars Go to for topics and to reserve your spot We are VFR year round. Come to Palm Springs and finish up your training. 760-3998371.

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. 8225 - Parts


7400 - Insurance

More than just UV. we offer complete Solar Control.

Aviation Insurance Resources

Best Rates. Broadest Coverage. All Markets. Access the entire market with just one call.

Toll free 877-247-7767 Classifieds Work!

Upcoming Classified Deadines: Mar. 13, 5 p.m. (PST) Mar. 27, 5 p.m. (PST)

Lakes Ae eat ro Gr


(800) 557-3188

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

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


For 70 years, Univair has been a leading supplier of quality parts and supplies for General Aviation enthusiasts and “classic” aircraft owners. Remember, we’re as close as your phone, computer or mailbox! Toll Free Sales: 1-888-433-5433

7360 - Instruction-Seaplane

Seaplane Training in LA & TX

8225 - Parts WING EXTENSION Kit for S2R Thrush. NIB includes STC. Also G-164 all models. $12,500 plus $250 crating, 509-733-1115.


G Complete your Private Pilot Ground School live from your home! Starts 1 February 2018. Enroll now to reserve your spot!

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

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



Checked out any of these great products above my head yet? Well, what are you waiting for!? Check ’em out already!

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General Aviation News —  Classified Pages — 800.426.8538

March 8, 2018

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

Call (800) 426-8538 to place an ad 8400 - Propellers

Two issues

Addt’l Issues

20-word ad (min. order)

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.67 per word

20-word ad (all bold)

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$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

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8890 - Software

McCauley, Hartzell, Sensenich, Hamilton Standard, MT, PZL Authorized McCauley Service Center Approved Hartzell Network Shop Visit our website: NORTHWEST

Download all U.S. aircraft owners or pilots for as little as $29.95. CSV, TAB, and XLSX (Plus products) formats. Owner records include name, model name, engine name, and all other aircraft data. Each pilot record includes name, address, all certificates and all type ratings. Download free aircraft DOWNLOAD NOW and pilot samples at Starting at $ 95


9000 - Survival

Propeller Service, Inc.

253-770-7400 16607 103rd Ave. Ct. E. Puyallup, WA 98374 Pierce County Airport (KPLU) FAA Approved Repair Station #IT6R625N 8870 - Skis


Also retractables, homebuilt & ultralight skis


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

9210 - Title Services 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. 9650 - Arizona

PRIVATE RUNWAY PRIVATE RUNWAY on 45+ acres of beautiful Northern Arizona. Call Shelbi Haering 928-2302918. 9650 - Michigan BEAUTIFUL SECLUDED House near Torchport Airport in N. Michigan. 8+ acres AND shared frontage on Torch Lake. 349K. Call Joyce Barnard (Realtor). (231) 632-6340, 9650 - Real Estate

(815) 233-5478


installation for:

Cessna 120 to 210F Champ Scout Citabria Decalathon

Advertising Spaces Now Available The official newspaper of the SUN ’n FUN Fly-In April 10-15, 2018 in Lakeland, Fla. Reserve your advertising spot by March 27, 2018 Call Ben Sclair at (800) 426-8538 or see

Hey there Smart Birds! General Aviation News prints stories you can relate to ... No Gulfstreams or Learjets here. Like the old saying about business says “location, location, location” General Aviation News is about “flying, flying, flying” and more! We bring you articles that help you become a better pilot and plenty of stories about people and planes that will keep you reading about flying until you can’t keep your eyes open anymore.

Gift a subscription to your favorite pilot

FAX: (815) 233-5479


9650 - Washington CUSTOM HOME built 2006. 4bd, 3ba, 2600sqft, two story w/1800sqft hangar!!! Automatic door, holds 3 airplanes with 40’ wingspan. 12’ ceilings in home and hangar. Custom cherry cabinets and granite counters in kitchen. Walkin closets in 3 bdrms. 2 water heaters, central vacumn! Even has ships ladder to a control tower. Imagine watching planes fly in to the 7Bays Airport. Overlooks majestic Lake Roosevelt. Boat launch, marina, store minutes sway. $369,000. Tina Craig, Winderemere City Group,

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

Put GAN in your pilot’s hand! 1 year - $29.95 2 years - $49.95 Call (800) 426-8538 to sign up! or go to

March 8, 2018 —  Classified Pages —

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

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

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

© 2018 Avco Corporation



General Aviation News —  800.426.8538

“I have been dealing with you folks for 30 years as a corporation customer and personally. You are the industry standard on quality of product and service.”

“This is my first purchase from Aircraft Spruce and won’t be my last. Fast shipping and they have everything you can imagine for your aircraft needs. Thank you Aircraft Spruce and Specialty company.”

March 8, 2018

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Aircraft Spruce is the leading worldwide distributor of general aviation parts and supplies. Our orders ship same day, at the lowest prices, and with the support of the most helpful staff in the industry. We look forward to our next opportunity to serve you! REQUEST YOUR FREE 2017-2018 1,000+ PG. PARTS CATALOG!

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Mar 8, 2018  

The March 8, 2018 edition of General Aviation News

Mar 8, 2018  

The March 8, 2018 edition of General Aviation News