$2.95 â€˘ April 1, 2011 63rd Year. No. 7
Bob Gannon in his Cessna 182 flies by the Christ the Redeemer statue in Rio de Janeiro. Journey starts on P. 18.
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Sonex Aircraft is now accepting refundable deposits to reserve kit production slots for the Onex single-place, foldingwing, aerobatic sport aircraft (pictured). Airframe kit deliveries are expected to begin by mid-year, with tail kit deliveries beginning much sooner, according to officials with the Oshkosh-based company. Base price for a complete airframe kit is $12,995. SonexAircraft.com
Jeppesen recently completed a successful rapid decompression test of the iPad 2. The test was completed to an altitude of 51,000 feet, proving the integrity of iPad 2 in the unlikely event of sudden cabin pressure loss, company officials note. Last year, Jeppesen completed a similar test of an iPad as part of a program to obtain FAA authorization for the Jeppesen Mobile TC Charting App. Because of structural changes in iPad 2, Jeppesen officials determined that a new test was warranted. No anomalies were detected during either iPad testing period. Jeppesen.com Airport weather information from every SuperAWOS across the country is now available over XM Weather, providing weather in the cockpit to pilots for free. David Wartofsky, owner of Maryland’s
tive Director Jeff Hamiel. MetroAirports.org
Photo courtesy Sonex Aircraft
The National Transportation Safety Board (NTSB) has revamped its Most Wanted List, limiting it to 10 safety recommendations each year. The list now includes 56 items, such as improving runway safety and reducing the dangers to aircraft flying in icing conditions, many of which have been on the list for several years. Now the list can be changed every year, with the board focusing on those issues of the utmost importance, officials say. NTSB.gov
Potomac Airfield, and inventor of SuperAWOS, notes that it took “three years of persistence” for the weather information to become available. “As a pilot I knew XM satellite weather has become the real way pilots actually get their weather en route these days. When was the last time a pilot had to ask a briefer for a report over VHF? We knew we needed to plug into the right system to deliver safety and value to pilots, the real customers in this industry.” 800-207-8999 or SuperAWOS.com
drives more than $639 million in economic activity and supports more than 8,000 jobs across the state. Governor.NH.gov
South Dakota Governor Dennis Daugaard, who has worked to attract new aviation businesses to his state, recently signed into law a liability bill that bars claims for defects against aviation products more than 10 years after delivery. SD.gov/Governor
Work crews have begun deploying temporary sections of a floodwall at St. Paul Downtown Airport (STP), in anticipation of spring flooding of the Mississippi River in St. Paul, Minn. “Prior to developing the floodwall in 2009, flooding sometimes caused hundreds of thousands of dollars of damage and expense and closed St. Paul Downtown Airport for weeks at a time,” said Metropolitan Airport Commission Execu-
New Hampshire Governor John Lynch has declared March “General Aviation Appreciation Month,” noting GA
A recently released study by the North Dakota Aeronautics Commission found that aviation-related activity creates nearly 15,500 jobs and produces $1.6 billion in economic activity across the state. The state’s 89 airports created 9,792 jobs, generating payroll that tops $366 million. ND.gov/NDAero
General Aviation News • 63rd Year, No. 7 • April 1, 2011 • Copyright 2011, Flyer Media, Inc. • All Rights Reserved. Publisher Ben Sclair | 800-426-8538 Ben@GeneralAviationNews.com editorial Janice Wood, Editor | 888-333-5937 Janice@GeneralAviationNews.com Meg Godlewski, Staff Reporter | 800-426-8538 Meg@GeneralAviationNews.com Contributing Writers
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The Civil Air Patrol’s Hawaii Wing launched statewide tsunami warnings March 11 following an 9.0 magnitude earthquake off Japan’s northeastern coast. CAP’s three Kauai aircraft were first off the ground, meeting the wing standard of being ready to launch within one hour of an alert from the warning center, according to officials. The wing’s other five planes launched soon afterward. Aircrews flew pre-determined routes around the remote shoreline areas of the islands, sounding the tsunami warning siren and broadcasting a voice warning via a speaker system attached to the outside lower portion of each plane’s fuselage. All aircraft were on the ground at 5 a.m., standing by for possible damage assessment flights after daybreak. GoCivilAirPatrol.com The FAA has issued an Airworthiness Directive for the Eclipse 500 that limits its maximum operating altitude to 30,000 feet, in response to reports of carbon build-up in the Pratt & Whitney Canada PW610F-A engines that could cause engine surges and might “result in a necessary reduction in thrust.” Eclipse and Pratt & Whitney officials say the companies are in the final stages of developing a fix for the problem. EclipseAerospace.net, PWC.ca A new rule that would allow anyone to access the flight plans of private aircraft would constitute an “unnecessary and undesirable invasion of privacy,” according to officials with the Aerospace Industries Association. “The Block Aircraft Registration BRIEFING | See Page 4
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April 1, 2011
minded American investors who’d be Within a week of publishing an induswilling to provide the means.” try analysis of China’s recent purchase of And Foley thought he might be the one some U.S. general aviation companies, to facilitate a counter-offer as he is also consulting firm BRiFO President Brian a licensed securities representative with Foley now finds himself charting a new New York investment bank John W. Loofand wholly different course of action: bourrow Associates, Trying to organize a and could potentially counter-offer for Cirrus “People want this coordinate and repreAircraft to the recent bid by China Aviation company to be owned sent investors. While no single U.S. Industry General Airand operated on investor apparently bid craft for the Duluth, Minn.-based GA manu- American soil, period.” on Cirrus initially, Fofacturer. — GA consultant Brian Foley ley believes that better marketing of the offer “Cirrus is an Ameriand directing it toward can success story that a pool of investors could make the differstarted in a humble dairy barn, introduced ence. While he has reached out to Cirrus important new technologies, and rocketed officials to see if they’d accept a serious to market leadership,” Foley said. “So counter-offer, as of press time, he had not it’s not surprising that our US aviation gotten an answer. community would take an interest in this “Assuming this falls into place, we’re pending sale. But what surprised me was confident we can identify and combine the speed, passion and near-unanimity of enough qualified investors who value Cirthe feedback we received. I didn’t talk to rus’ promise as a distinctively American anyone who wanted to see Cirrus shipped company,” Foley said. overseas. People want this company to Cirrus Aircraft was established in 1984 be owned and operated on American soil, and was owned by its founders until 2001, period.” when a 58% share was sold to the BahSince the aviation community wants raini firm, Crescent Capital, now known Cirrus to remain U.S.-owned, Foley said as Arcapita, for a reported $100 million. he figured there might be some “likeBRIEFING | From Page 3 Request program functions much like a ‘Do Not Call’ list for private aircraft owners,” said AIA President and CEO Marion Blakey. “The rule that the FAA is proposing would strip away that right to privacy.” The proposed rule would make itineraries of private aircraft available to anyone
requesting them, unless the aircraft owner can demonstrate a “Valid Security Concern.” “When Americans get in their cars, they don’t have to worry that strangers are able to follow their every movement,” said Blakey. “Why should citizens who fly their own aircraft be subject to such scrutiny?” AIA-Aerospace.org, FAA.gov
Photo courtesy Cirrus
Consultant tries to organize counter-offer for Cirrus Aircraft
Cirrus’ SR22 has been the world’s best-selling single-engine, four-seat airplane for several years, according to figures from the General Aviation Manufacturers Association. Though details of Cirrus’ pending sale to the Chinese company were not made public, Foley said he expects the selling price to be in the $200 million plus range. “We hope to gain cooperation and organize a bid,” he said. “And we may well have the time to do that because the China
deal still requires some pretty complicated government approvals. The aviation community’s telling us it’s time to restore and keep Cirrus here as an American treasure. I’m in a good position to try, at least, to make that happen.” CirrusAircraft.com, BRiFO.com
Hangar63, Banyan’s Aviation Store at Fort Lauderdale Executive Airport (FXE) will host its fifth annual customer appreciation day Saturday, April 23, from 11 a.m.-2 p.m. There will be hot dogs, hamburgers, special drawings, activities for the kids, special sales, and product demonstrations. BanyanAir.com
The late Harvey Hop, founder of HopA-Jet Worldwide Jet Charter, is the 2011 inductee into the Florida Aviation Trades Association Entrepreneurial Excellence Hall of Fame. Hop, who logged over 37,000 hours in his lifetime, was a decorated Naval Aviator who started his own company in 1977, flying everything from celebrities to parts for the space shuttle. FATA.aero, HopAJetWorldwide.com
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April 1, 2011
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More than 2,000 general aviation workers, state and local officials, and industry leaders gathered in Wichita March 21 for a general aviation rally. The event, held at Cessna Aircraft Co., was organized by the General Aviation Manufacturers Association (GAMA) in partnership with Cessna, Hawker Beechcraft, DOT Secretary Bombardier Learjet, and general aviation suppliers throughout Kansas. U.S. Secretary of Transportation Ray LaHood, Kansas Governor Sam Brownback, Senator Jerry Moran, and Congressman Mike Pompeo recognized GA’s tremendous impact on the state of Kansas as each spoke to the crowd. The GA industry contributes more than $7 billion annually
to the state’s economy and GAMA member companies employ more than 17,000 Kansans, according to GAMA officials. “For America to compete and win in the 21st century’s global economy, our businesses need to out-innovate and out-build the rest of the world,” LaHood said. “That’s exactly Ray LaHood what is happening here in Wichita, where thousands of aviation workers are designing the next generation of aircraft. The general aviation industry already supports 1.2 million jobs across America and contributes more than $150 billion to the nation’s economy. And I believe the industry’s efforts are crucial to President Obama’s goal of doubling exports within five years — just as they’re essential to keeping America on
Photos courtesy Cessna/GAMA
Thousands gather for GA rally
trajectory toward economic recovery.” The Kansas rally was a tremendous opportunity to showcase GA to the powersthat-be, said Pete Bunce, president and CEO of GAMA. “The fabric of general aviation touches
thousands of communities across North America and is rapidly expanding to all parts of the world,” he said. “This industry is an economic engine of growth and needs to be promoted and nurtured by our elected officials at every opportunity.”
At least one lawmaker says the latest extension should be the last — at last for the next four years. “This extension will keep our aviation programs funded through the end of May, and I have renewed confidence that, with the Senate having already passed its bill and our reauthorization headed to the
floor in the next couple weeks, this should be our final extension,” said Aviation Subcommittee Chairman Tom Petri (R-Wis.). “I know the Senate is as eager as we are in the House to get a long-term reauthorization in place.” FAA.gov
Yet another FAA extension WASHINGTON, D.C. — The House of Representatives is expected to consider a four-year FAA reauthorization bill starting the last week of March but, in the meantime, is expected to approve yet another temporary extension, making it the 18th short-term extension for FAA reauthorization since 2007.
The bipartisan bill will extend FAA funding and programs at current funding levels through May 31. This give Congress time to “take action on a fiscally responsible, multi-year FAA reauthorization bill,” according to federal officials. The current extension — the 17th — is set to expire March 30.
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April 1, 2011
Good news and bad news In latest accident report analysis The latest edition of the Joseph T. Nall Report, a review of general aviation safety published by the Air Safety Institute, contains some surprisingly good news about commercial GA operations, but raises significant concerns in other areas, especially with homebuilts. “The Nall Report is, first and foremost, a teaching tool,” said Bruce Landsberg, president of ASI’s parent organization, the AOPA Foundation. “Those who choose to be safe by learning from others’ mistakes and avoiding risky flight operations have an above-average safety record. It’s perfectly logical. GA flying is as safe as the pilot chooses to make it and there can be a wide continuum.” The current Nall Report is based on 2009 accident data — the last year for which enough accident data are available to be statistically valid and give a complete safety picture, officials note.
FAA releases new TTF policy WASHINGTON, D.C. — New requirements were recently unveiled by the FAA for residential through-the-fence (RTTF) access at federally-funded airports.
First the good news: Commercial GA operations — those conducted for compensation — showed a marked improvement in safety numbers. The number of accidents on commercial fixed-wing flights decreased by one-third from 2008, and the two fatal accidents — both cropdusting flights — represent an 88% decrease from the previous year. No fatal accidents occurred on fixed-wing charter or cargo flights. The commercial helicopter accident rate increased slightly from 2008, but was still markedly better than it was as recently as eight years ago, the report found. The overall rate of commercial helicopter accidents has decreased 71% since 2003, from 8.2 accidents per 100,000 flight hours to 2.38. The fatal accident rate has been reduced by 85% (from 2.14 to 0.32) over the same period. There were four fatal accidents on commercial helicopter flights in 2009, resulting in 16 deaths, which is in the middle of the range for the preceding decade. Fourteen of the 16 fatalities were the result of only two ac-
cidents — eight died when a helicopter transporting workers to an oil rig crashed in the Gulf of Mexico; while another six died in the mid-air collision of a sightseeing helicopter and private single-engine fixed-wing aircraft over the Hudson River near Manhattan. Now the bad news: Accidents due to mechanical causes happened at a statistically significantly higher rate in 2009, accounting for a record-high 17% of all non-commercial fixed-wing accidents. Amateur-built aircraft continued to have significantly higher rates of both fatal and non-fatal accidents than comparable type-certificated aircraft, suffering particularly from greater numbers of mechanical failures and unexplained losses of engine power, according to the report. More than half the fatal mechanical accidents occurred in amateur-built airplanes. Personal flights accounted for well under half of all non-commercial fixedwing flight time but had more than threequarters of all accidents and nearly 85% of fatal accidents. Not surprisingly, nearly
all — 94% — of the accidents involving private pilots were on personal flights, but a surprisingly high number of the accidents involving commercial and airline transport pilots were on personal flights: 60% of all accidents involving commercial pilots and 67% of those suffered by ATPs. The analysis from the Nall Report helps identify safety trends — good or bad — and training opportunities where the Air Safety Institute can focus its efforts, officials said. It is available at AOPA.org/ ASF/Publications/Nall.html. Hard copies are available by sending an email request to firstname.lastname@example.org. Originally known as the AOPA Air Safety Foundation, the Air Safety Institute was founded in 1950 to help general aviation pilots improve flight safety. ASI produces live seminars, webinars, online interactive courses, videos, written Safety Advisors and other aviation safety materials for free distribution to all general aviation pilots. AOPA.org
An interim policy requires airports with existing agreements to develop an airport access plan that outlines how the airport will meet its obligations to operate as a public-use airport, detailing safety of operations, self-sustainability, and non-discriminatory rates. RTTF refers to airports that have homes
adjacent to the airport with direct access, so aircraft may taxi directly from the airport to residences where hangars are usually available. The interim policy prohibits new RTTF agreements at federally-funded airports. FAA officials contend that RTTF agreements not consistent with the new policy
may introduce safety risks by creating direct access to runways and taxiways, impede an airport’s ability to collect appropriate fees, or limit the airport’s ability to grow in the future. The FAA has no objections to these agreements at privately owned airports, as long as they do not receive federal funds.
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somewhat like hangar flying, with pilots feeling comfortable talking about their training, checkouts, and experiences. John Allan, flight standards service director, added FAA officials can’t sit in offices and make regulations to fix these problems. “We need to get data from those involved,” he said. “We need to get to the root causes.” The agency wants to determine the top 10 reasons for accidents and then focus in on them, he added. The program also will focus on flight instructors. FAA officials want to hear what students say about their instruction and checkouts. If a trend is found, Babbitt said, “we would go back to the flight instructors and say ‘you must focus more here.’” Making the transition from one airplane to another is another area the new program will look at. This includes transitioning to new technology and equipment. Babbitt said there are big gaps in what pilots learned to fly, are flying now, and new equipment. Many pilots have not
By CHARLES SPENCE WASHINGTON, D.C. — The FAA has launched a new general aviation safety program. Central to the program is gathering more information on the causes of accidents, with FAA officials conducting meetings throughout the country to help them zero in on where accident rates are higher than the norm. The goal is to reduce the rate of fatal accidents 10% over the next five years, according to FAA Administrator Randy Babbitt. Babbitt noted that while the GA accident rate is down, there are areas that need special attention. Two of these are homebuilt aircraft and agricultural operations. Homebuilt aircraft fly only 5% of general aviation hours but account for 22% of the accidents, he noted. The agency is scheduling 98 outreach events to talk with pilots about safety and to gather information. The first of these is scheduled for Sun ’n Fun on April 2. FAA officials hope these sessions will be
flown aircraft with glass cockpits, for instance, and may need additional training during a checkout. This is especially true when homebuilts are sold, he said, noting that as the new owners are not familiar with the particular characteristics of the aircraft, there is a spike in accident rates. All of GA’s alphabet groups are cooperating with the effort to reduce the fatal accident rate, Babbitt said. Officials from the Experimental Aircraft Association, Aircraft Owners and Pilots Association, General Aviation Manufacturers Association, and others are joining in the early stages of gathering data and to promote attendance at the events scheduled around the country. Later this year the FAA will invite colleges and universities that have flight training programs to attend a conference where training techniques will be discussed. Although not saying how much the initiative will cost, Babbitt said the real question is, “how much will it cost if it doesn’t go forward?” The budget submitted by
Photo by Ben Sclair
GA safety focus of new FAA program
April 1, 2011
FAA Administrator Randy Babbitt the President has enough for the program, he said, adding that if Congress sees fit to reduce available funds, then some other expenses must be cut. “We will find the money to do this,” he told General Aviation News. FAA.gov
Coalition to save GPS launched Representatives from a variety of industries and companies have joined together to form the Coalition to Save Our GPS. The new organization was formed in response to a recent decision by the Federal Communications Commission (FCC) to grant a conditional waiver to LightSquared, a company that plans to develop a 4G wireless broadband communications network integrated with satellite coverage across the United States. Opponents say this could cause severe interference
to millions of GPS receivers, with potentially fatal results. “GPS is essential to Americans every day — it’s in our cars, the airplanes in which we fly, and the ambulances, police cars and fire trucks that help keep us safe,” the group said in a statement. “LightSquared’s plans to build up to 40,000 ground stations transmitting radio signals 1 billion times more powerful than GPS signals as received on Earth could mean 40,000 ‘dead spots’ — each miles in di-
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ameter — disrupting the vitally important services GPS provides.” Initial members of the coalition from the aviation realm include the Aeronautical Repair Stations Association, Air Transport Association, Aircraft Owners and Pilots Association, Garmin, and the General Aviation Manufacturers Association. The coalition asserts that the FCC did not follow its usual process in granting LightSquared its waiver, which allows the company to use its satellite spectrum for ground-based broadband transmissions if the company can demonstrate that harmful interference could be avoided. “The usual FCC process of conducting extensive testing followed by approvals
was not followed in this instance,” coalition officials said. “Instead, the process was approve first, then test.” The coalition wants the FCC to make LightSquared’s license contingent on the outcome of a mandated study, while ensuring that all harmful interference concerns are resolved by LightSquared. “GPS users should not have to bear any of the consequences of LightSquared’s actions,” coalition officials said. The coalition also argues that as “this is a matter of critical national interest,” there should be a “reasonable opportunity for public comment of at least 45 days on the report produced by the working group.” SaveOurGPS.org, FCC.gov
U-Fuel debuts Sport Fuel Program U-Fuel, which provides self-service aviation fuel stations, has introduced the Sport Fuel program to expand the use of autogas, also known as mogas, in general aviation. An outgrowth of the company’s Aviation Fuel Club, the new Sport Fuel program assists airports, FBOs, flight schools, flying clubs and others searching for premium, 91+ octane, ethanol-free autogas, according to company officials, who note that 70%-80% of all legacy piston general aviation aircraft, and essentially 100% of new Light Sport Aircraft (LSA), oper-
ate well on fuel sold under the Sport Fuel brand. As an added benefit, Sport Fuel dealers could sell to others seeking ethanolfree fuel, for instance those who own boats, ATVs, snowmobiles, power tools, emergency power generators, or farm equipment, according to company officials. U-Fuel also has introduced a new line of pre-engineered self-service fuel stations available in capacities starting at 1,500 gallons and costing under $50,000. Ufuel.com, AviationFuelClub.com
April 1, 2011
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Responding to disaster Charles Spence Capital Comments WASHINGTON, D.C. — When the devastating earthquake and tsunami hit Japan, the National Business Aviation Association (NBAA) immediately went to work providing information on its website for members on how they can meet the severe logistical challenges of moving their personnel and equipment out of the ravaged nation. The website carries as much current information as is available about Japanese airport conditions, any “no-fly zones,” airspace restrictions, and other information to help business flight operations to and within the affected areas. Included is information about the efforts of AERObridge, which coordinates emergency aviation responses during disasters, as well as GA humanitarian efforts. Only two minutes after the United States news media announced Japan was bracing for a tsunami, the phone rang at AERObridge’s Washington, D.C., offices. The caller said help was ready to go but an aircraft would be needed. Companies and individuals donate their aircraft and pilots for humanitarian missions of all kinds, in all places. AERObridge, an all-volunteer organization, began after Hurricane Katrina. At first it was an organization just for aircraft, but has since grown to include all types of transportation. For the Japanese disaster, much of the demand for aircraft lies in the large transport category, with many corporations using their planes for the evacuation of their own personnel, while offering available seats to others. At the time I spoke with AERObridge, a cargo aircraft was loading with 20,000 pounds of baby food, diapers, and other needed goods to takeoff in a short time with its destination Japan. Logistics mean the jet segment of general aviation is the primary need between the United States and Japan, but other pilots can help transport rescue workers and others from their home bases to hubs where they can catch cargo or commercial flights to Japan. Helping out in disasters is just one instance of how general aviation moves in with volunteer planes, personnel, and equipment. It also is critical in medical transport, with many businesses offering empty seats on their company planes to those in need, while other GA pilots fly Angel Flights and other similar missions. When Katrina struck, many doctors flew their aircraft into the area to assist. Other pilots went into small airports with goods and flew out those who needed assistance to safer grounds. After the earthquake in Haiti, everything from Cessna Caravans to a Boeing 757 were flown by volunteers to take aid
to that stricken island. Food, medical supplies, and equipment literally covered all the unoccupied space on the main airport and volunteer pilots with smaller aircraft pitched in to fly help from the main airport to smaller communities throughout the island. Only recently, The Washington Post reported about a pilot who used his Cessna for hours every day for nearly three weeks following the earthquake to carry morphine, antibiotics, and surgical
saws to outposts where medical procetions coordinating relief efforts. dures — including amGA has long served putations — were takpeople and places in ing place without this “Those who think of need. Remember, all vital equipment. of this is volunteered. business aviation AERObridge is but No payment is acceptand the people down ed or given. one of the several organizations helping to Those who think of the street who fly coordinate GA’s efforts business aviation and their own or rented for humanitarian aid. the people down the NBAA has its program aircraft as ‘fat cats’ street who fly their called the Humanitarian own or rented aircraft Emergency Response should check out this as “fat cats” should Operator (HERO). The part of what general check out this part of HERO database inwhat general aviation aviation does.” cludes a list of people does — not just servin the business aviation ing its needs, but servcommunity who are part of disaster-reing the total population. sponse mobilization efforts. In the aftermath of major crises, basic information Charles Spence is GAN’s from the database is provided to organizaWashington, D.C., correspondent.
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General Aviation News — 800.426.8538
Wanna sell something? Looking to buy? Ben Sclair Touch & Go Is your hangar getting a little — or a lot — cluttered? Are you looking for a much needed part, tool or plane? We have a new tool to help you get rid of some of those unwanted dust collectors, or find that part, tool or plane. Like everything (it seems) these days, point your web browser to www.general aviationnews.com and check out our new classified section.
Internet connection will allow. Once you see a listing that catches your eye, click the headline to see more details, including an expanded description and photo gallery. If the advertiser has an email address, you can contact the seller via an interactive form in the right-hand column. If the advertiser doesn’t have an email address, a phone number should be included in the description area of the ad.
FIND YOUR NEXT PLANE
REGISTER FOR A FREE ACCOUNT
Upon arriving at www.generalaviationnews.com, move your cursor over to the menu item titled Classifieds (left side of the lower navigation bar). If we’ve done our job right, a menu of all ad-filled categories will open. Click your mouse on the category (or sub-category) that piques your interest and you will be whisked to all listings as fast as your computer and
If you want to sell (or trade) something, click the big orange button titled “Post an Ad.” You will be met with a sign-in page where you will enter your user name and password. Not a registered user yet? (Why would you be? We just got started with this.) You can sign up on the spot for a FREE account. (Fear not…I detest spam,
so you’ll get none from us. Also we don’t, and will not, sell your email address.) After entering your account info, you will be immediately taken to the placement process to start an ad.
STEP RIGHT UP… PLACE YOUR AD
Here is where the fun begins. Select the category you want to place the ad in. We’ve already selected the price (FREE) and terms (90 days). On the next page you will enter the specifics of your ad (title, address [needed for mapping, but optional], price, description and up to eight photographs). You will then need to review your ad for accuracy before submitting it. Please know that your ad will be reviewed by Dodie or Kathleen or me prior to it being posted live to the site. (Believe it or not, there are people on the Internet who will flood our — and every other — site with garbage, thus the need for one last human check.) That’s all there is to it. Have another plane, part, tool, or service you’d like to sell? Click the “Post an Ad” link and start the process again (without the registration part this time). So, please swing by and let us help you sell or find your plane.
April 1, 2011
WANT FRIES WITH THAT?
Not fries exactly, but that sounds more clever than “Want a print ad with that?” After you place your ad online, Dodie or Kathleen will follow up to see if you’d like to include the ad in the print edition of General Aviation News as well. Regular rates do apply, and start at just $27 for 20 words for two consecutive issues. After all, there are a lot of readers that still read our classified section in print. Amazing.
DON’T NEED NO STINKIN’ INTERNET
Are you old school? No email address or computer for that matter? We can help. Call Dodie or Kathleen at 800-426-8538 and they will take your ad over the phone (regular rates will apply), post it in the print edition and on our website for you. (Sorry, we can’t offer this service for online only ads — after all, we gotta eat too.) So please swing by www.general aviationnews.com and check out our new classified feature. If you like it, use it and tell your friends. If you don’t, tell me. Thanks, and happy selling … and buying. Ben Sclair is GAN’s Publisher.
LETTERS TO THE EDITOR LSA, 3rd CLASS, AND MORE AVIATING
I like the general idea expressed by Dick Lemmon in his letter “Does the FAA really want more people flying?” in the March 4 issue. However, I would like to express some important differences I have with his approach. The two-seat limit on LSA makes it easy to mistake them for trainers, but indeed they are a lot more than that. Unlike the legacy airplanes in Mr. Lemmon’s list, Light Sport Airplanes are not oriented toward training at all. Some legacy planes qualify as LSA, but there is a whole group of LSA that outperform and outclass many larger GA aircraft. The weight limit on LSA is a big part of their appeal. It allows higher speeds and climb rates on smaller engines than similar looking legacy planes. Before LSA you just couldn’t buy a plane that cruises at 120 KCAS and climbs at nearly 2,000 fpm with two people while burning under 5 gph. In addition, they do all this with cabins sized for modern Americans instead of the smaller folks of flying trainers from the 1950s. I think the way to increase the use of light planes is to eliminate the 3rd class medical entirely. Anyone who is healthy enough to drive a motor home within a few feet of a fully loaded school bus with a closing rate of 120 mph can probably handle any light plane — at least from a medical perspective. So long as the purpose of any flight is recreational I don’t see why federal medical qualification is necessary. I think
the state driver’s license that works for sport pilots would work just as well for any pilot flying any light (under 12,500 lbs.) plane. I’m not sure the FAA medical certificate program does any good for commercial flights either, but I wouldn’t want to fight that particular battle. PAUL MULWITZ Camas, Wash.
OVER-THE-TOP FAA OVERSIGHT
Re: Dave Sclair’s Touch & Go column, “Over-the-top FAA oversight,” in the March 18 issue: Hear, hear! Thanks for saying this, Dave. Of course, a large number of those 45,000 FAAers are probably working with other parts of aviation, like transportation. Most FAA personnel have a very low awareness of GA or light aviation. Certainly, as government at all levels looks to reduce activities to pare costs, many aviators believe we could use less oversight and that could save taxpayer’s money. After all, what’s the real purpose of oversight (or certification or quality control)? Safety. GA and light aviation’s safety record is really quite good. Therefore, do we have a genuine need for such intensive oversight that it takes one regulator for every 13 pilots? DAN JOHNSON Submitted at GeneralAviationNews.com Dave, thank you for an excellent analy-
Want to make your opinion heard about the stories in these pages or an issue affecting general aviation? Send an email to Comments@GeneralAviationNews.com or fax your comments to 858-712-1960. Be sure to include your full name, address and a telephone number in case we need to clarify anything. Please keep letters to 250 words or less. sis. You’ve turned dry numbers in a government report into something practical. The challenge with government agencies is that manpower is commonly portrayed as a minimum fixed value. If businesses followed the same model, it would lead to their eventual demise. Controlling overhead costs which get pushed onto consumers is as important to success as providing a product or service. I recommend the Department of Transportation undergo a regular mission and manpower review, like the quadrennial reviews accomplished by the Department of Defense and Department of Homeland Security, the results of which would tend to keep the tooth-to-tail ratio of the department and its agencies at an appropriate size. DAVE HOOK Submitted at GeneralAviationNews.com
GIVE US A SPEC, WE’LL MAKE THE FUEL
Re: FAA names members of avgas transition committee in the March 18 issue: More years ago than I care to remember I attended a talk at Oshkosh by a Shell engineer on this subject. His punch line: Just give us a spec and we’ll make the fuel.
That begs the question: Why should it be so hard to come up with a spec, since we have proof positive that mogas works just fine in most, probably 90%, of GA engines and octane enhancers and knock preventers have a long track record with fuels for combustion engines and could be “approved” for the few engines and applications that require it? Let’s focus on the 10% and, in the interim, cut the crap with the boutique mogas fuels and give us a true petroleum product at each pump in the nation. By the way: What expertise do “Friends of the Earth” bring to this table? HAROLD MULLER Submitted at GeneralAviationNews.com
TWO GREAT ARTICLES
I just wanted to note two great articles in the Feb. 18 issue, especially “GA and the Middle Class” by Drew Steketee. His references to “Slate” are right on as well. The US middle class is disappearing. We also enjoyed the article by Jamie Beckett, “Can aviation change America?” and look forward to all of his Politics for Pilots columns. RED HAMILTON via email
April 1, 2011
www.GeneralAviationNews.com • facebook.com/ganews
The dollars and sense of Sun ’n Fun Jamie Beckett Politics for Pilots It was nearly 40 years ago when a spry young fellow named Billy Henderson gathered with a small band of like-minded aviation nuts, and decided to put on a show. They planned, and they prepared, and they sent out invitations, and they did indeed hold a reasonably well-attended fly-in. They called it the Mid-Winter Sun ’n Fun. It went well enough that they did it again the next year. As this issue of General Aviation News hits the streets, the 37th annual Sun ’n Fun is in full swing at Lakeland Linder Regional Airport (LAL) in central Florida. Those who have been to this massive event know what it’s all about. It’s about aviation, community, education, fraternity, sorority, mentoring, advocacy, and corn. Admittedly, the corn thing is something you have to be a participant in to truly get it. But it’s there, and it’s good. You can take my word on that. It’s also about money — but not in a solipsistic way. Sun ’n Fun has an economic impact that flows outward from the airport grounds, through the gas stations, hotels, restaurants, and local shops that surround the field. It oozes out beyond the city limits of Lakeland and falls benevolently on surrounding towns, and disperses just a bit of its largesse to the populace of every town or airport where visitors stop while
on their trek south. Sure, I can say all that. But is it true? Does an event like Sun ’n Fun really provide much bang for the buck to the community that hosts it? After all, there are traffic issues, parking issues, restaurant reservation issues, and all the other negative and potentially annoying effects that come hand-in-hand with any large event rolling into town. The folks at Sun ’n Fun wondered the same things. And so they did the responsible thing — they brought in the University of South Florida to do a study to find out exactly what sort of economic impact this behemoth we call Sun ’n Fun has on the area. Now the simple way to do an economic impact study is to ask what the expenditures are for the event, and apply a multiplier factor that approximates how much cash is mixing around in the local economy as a result of the process. The more time-consuming and more accurate method involves surveying a broad cross-section of vendors, visitors, exhibitors, and residents. That’s the way USF chose to go, thankfully. The results of the study have much greater weight given this method, even if it is more work. How much work? Imagine surveying, inputting, and crunching the numbers as-
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of fruit in months. sociated with 2,300 individual responders. So what’s all this mean to you? Well That’s work. But the information gathered that depends. If you’re bemoaning the by that process is incredibly important to fact that you don’t have an event the size anyone who wants to really understand of Sun ’n Fun in your neighborhood, you what the benefits of such a large event remay have missed the point. Sun ’n Fun ally are. In this case, the benefits run in the didn’t start out as a massive blast to the neighborhood of $27 million, per year. local economy. It started out as a handful That’s serious business. of friends who wanted to share their love Now understand, that’s not $27 million and affection for homebuilt airplanes. It that goes into Sun ’n Fun’s cash registers. was essentially a brief gathering of likeThat money spreads out like a swarm of minded folks who were willing to travel honeybees searching for sources of pollen a short distance to be with people who to make sweet honey. Some of that cash shared the same interests they did — and goes to the Holiday Inn or Econolodge. if they could sell a widget or two in the Of course some visitors stay with friends process, all the better. in the area and don’t That’s kind of the “Sun ’n Fun didn’t spend money at mosame way Microsoft, tels. But they eat, so start out as a massive Apple computers, and restaurants and grocery Facebook got going, blast to the local stores benefit directly too. Just a small group from the event. Some economy. It started of friends who saw an of those folks may find opportunity to have out as a handful of that they need to put a good time, without gas in their car, or their friends who wanted much of an investment, airplane, so the money and maybe make a flows there, too. And to share their love for buck or two in the prothey may need to buy homebuilt airplanes.” cess. They all seem to a roll of duct tape, or be doing pretty well for a T-shirt, or flip-flops while they’re in the their efforts. area. You get the point. The money leaves Could your town be the home of the the airport. next big thing? I don’t know, but there’s The truth is, and it is supported by the only one way to find out. 2003 USF study — which is being updated this year with researchers on the airport Jamie Beckett is a CFI and A&P grounds during the show — an enormousmechanic who stepped into the poly broad cross-section of the central Florilitical arena in an effort to promote da economy is positively impacted by Sun and protect GA at his local airport. ’n Fun – including the farmers who grow He is also a founding partner and the strawberries and blueberries and citregular contributor to FlightMonrus that are consumed by visitors from the keys.com. You can reach him at north who haven’t seen a truly fresh piece Jamie@GeneralAviationNews.com
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April 1, 2011
10 mogas myths Kent Misegades GAFuels
There is a growing interest in the use of affordable, lead-free, ethanol-free autogas, AKA, mogas, in general aviation, evidenced by the thousands of comments on our petition calling on a ban of the blending of ethanol in premium gasoline. There remains, however, some confusion about the pros and cons of using mogas, so let’s tackle the top 10 myths. Myth #1: Gasoline used in airplanes is unsafe. Fact: International standard ASTM D4814 is used for both fuel production and engine TC/STC certification. Mogas has been an FAA-approved aviation fuel since the 1980s and has had an excellent safety record. Myth #2: Gasoline is unstable. Fact:
Modern gasoline remains stable for at least six months. The addition of some fresh fuel “rejuvenates” old mogas. Adding ethanol to fuel dramatically reduces its life. Myth #3: Gasoline is not as “clean” as 100LL. Fact: This is a problem of the past, mostly eliminated through modern filters. Modern RFG (Reformulated Gasoline required in many parts of the U.S.) is the cleanest burning gasoline made. Myth #4: Seasonal and regional formulations cause problems. Fact: Provided fuel remains ASTM D4814 compliant, this can be managed. Myth #5: Mogas is less “powerful” than 100LL. Fact: 91 octane E0 mo-
gas has 3%-5% more BTUs/gallon than 100LL. Lead deposits from 100LL can reduce power, though. Myth #6: Higher octane is always better. Fact: This is true only if it is needed for anti-detonation. Octane does not increase power. Higher octane is always more expensive, though. Myth #7: You can’t find ethanol-free mogas. Fact: PURE-GAS.org lists more than 2,600 sellers across the country. The Aviation Fuel Club also can help you find suppliers who deliver to airports. Myth #8: Gasoline producers won’t sell E0. Fact: Perhaps not at retail stations, however many fuel terminals around the country sell ethanol-free fuels to airports, marinas, farms, etc. Myth #9: A mogas pump is too expensive. Fact: The Aviation Fuel Club will help find low-cost options, which might mean a small military surplus fuel trailer. U-Fuel also has developed a line of smaller, self-service Sport Fuel stations for GA airports wishing to add mogas. Myth #10: Mogas at airports costs too much and takes revenue away from
airports. Fact: Mogas is typically $1 to $3 cheaper than 100LL and makes its seller a profit. Airports selling mogas recoup revenue lost to self-fuelers, help sport aviation and flight schools grow, and retain the same flowage fees as 100LL sales. They also make real reductions in lead emissions, a serious public relations issue for general aviation. The GAfuels Blog, which appears regularly at GeneralAviationNews. com, is written by two private pilots concerned about the future availability of fuels for piston-engine aircraft: Dean Billing, Sisters, Ore., an expert on autogas and ethanol, and Kent Misegades, Cary, N.C., an aerospace engineer, sales rep for U-Fuel, and president of EAA1114. To learn more about the petition to ban ethanol in premium gasoline, go to ThePetitionSite.com/1/KeepPure-Gas.
From high school to flight school, for free Tailwheels Etc., a flight school in Winter Haven, Fla., is offering one lucky high school student the chance to earn a private pilot’s license free. For the first time, the school is holding a nationwide scholarship competition and is offering its accelerated two-week private pilot course as the prize. “Since aviation has given so much to my family over the years, it only seemed right to give something back,” said John John Amundsen, owner of Tailwheels Etc., which is based at Winter Haven Municipal Airport, also known as Gilbert Field (GIF), Amundsen has a long history in aviation, including operating a flight school in Michigan before opening Tailwheels
Etc. in Florida. He was a line pilot, flying cargo planes for UPS; chief pilot for Classic Air Services; and, with his son Jonathan Amundsen, created the accelerated flight training program that allows students to obtain a private pilot’s license in two weeks. One of the school’s specialties is multi-engine flight training in as little as two days, according to flight school officials. The Tailwheels Etc. scholarship com-
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petition is aimed at teenagers age 17 and up, who must submit a 30-second YouTube video to the Tailwheels Scholarship Facebook wall by May 20. In the video, they must explain why they would benefit from receiving a private pilot’s license. The videos also must contain certain key words or phrases, such as “high school to flight school,” “how to learn to fly,” and others. Videos will be judged based on their
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content, as well as how many “likes” and positive comments they receive. After the initial judging via Facebook, the staff of the flight school will choose its contenders for the prize, with the final decision resting with the owners of the flight school. The winner will be announced May 31. The winner of the scholarship competition will receive everything necessary to gain a private pilot’s license, including books, instructor, flight time, and both the written and flight tests. The flight student will be housed in on-location accommodations for the two weeks of the course. Dates of the training for the grand prize winner will be July 8-22, school officials note. TailwheelsEtc.com
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April 1, 2011
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Testing for ethanol Ben Visser Visser’s Voice How do you test for ethanol in auto gas? Recently, I’ve received a lot of emails from people who want to know exactly how much the water phase volume will change in the test, and whether they can mix water with the bulk fuel and remove the ethanol to make the auto gas safe for their aircraft. The field test for alcohol in fuels is meant to be a go/no go or pass/fail type test. It is not to be used as an accurate measure of the amount or type of alcohol in a fuel sample. The problem is that alcohols will react differently under varying conditions. Alcohols are polar solvents. This means they will absorb water and, when saturated, the water alcohol phase can separate out and drop to the bottom. Now the amount of water the alcohol will absorb and whether it will drop out is dependent on temperature, humidity, and the composition of the fuel and alcohol. Another factor is the amount of alcohol present in the fuel. Most stations post that the fuel can contain up to 10% ethanol. That does not mean it has exactly 10%. In addition, if you are testing fuel that is not labeled as ethanol-containing fuel, it could be contaminated by some ethanol fuel and have who knows what percentage of alcohol. The bottom line is that when you are running this test using an Alcohol Fuel Test Kit, you must accurately mark the exact level of the water before adding the fuel. Then add the fuel and mix well. Now look at the water level: If it is higher OR lower than at the start of the test, the fuel fails. As to using a water wash to remove the ethanol: NO. Since you do not know how much ethanol is in the fuel to start, it is impossible to know when you have removed it all. The other real problem is what you would do with the water-alcohol mixture after the “wash” cycle. It will not burn and it would be illegal to put in the wastewater system. The best answer is to work with others (you can find them on our website and at Pure-Gas.org) to obtain an ethanol-free supply of auto gas. I also received a nice note from Doug Millard, who does a lot of refueling out in the bush. When refueling from fivegallon cans, he always uses a chamois skin inside his Mr. Funnel water separating funnel. He also uses the same set-up to filter the fuel coming out of his tank, even though there is a filter on the tank. This extra safety measure helps protect him from small bits of rubber that can come out of the inside of the hose, as well as bugs and other debris that can get into
the hose when not in use. He also keeps a
cap on the end of his funnel for the same reason. This reminded me that on all aviation fuel dispensing nozzles, there is supposed to be a screen in the nozzle to catch any break-up from the hose. When I did airport inspections I used to have the FBO personnel check that screen. It was surprising the number of people who did not know about that screen or had never checked it before. I also found a number
of the screens had been removed, probably because they kept plugging up. You may want to ask your FBO about the screen in the nozzle where you refuel. Ben Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. Contact him at Visser@GeneralAviationNews.com.
Together we can
The view from above Sometimes, to get perspective, you have to consider what’s happening in the world around you from well above the fray. This is one of those times and, fortunately, pilots are understandably comfortable with the view from altitude. If there’s a theme in Washington, D.C., today it is cutbacks—in budgets, spending, costs, and hiring. And when we take a high-altitude view, it’s easy to see why. In February, the monthly federal budget deficit reached a new all-time record, growing by $222.5 billion in a single month. The economy remains sluggish. And President Obama’s own fiscal advisory committee predicts that the interest—just the interest—on our deficit will reach $1 trillion a year by 2021. I find that more than a little troubling. This is the context in which the issues affecting the aviation community today are unfolding. We believe the FAA needs the stability that can only come with a long term funding package. We also believe it’s imperative that NextGen, as the modernization of the nation’s air traffic system has been dubbed, keeps moving forward. And we can’t forget about the search for a replacement for leaded avgas. Then there are airports that need repairs, upgrades, and expansion to retain or improve their value to our national transportation system. AOPA is working hard to ensure that each of these issues receives the attention and funding it deserves. And at this point many lawmakers in both parties have been strongly supportive of these efforts. But to simply push our own agenda forward without regard to what is happening to our nation as a whole would be irresponsible. We at AOPA know that aviation is important to our members. But we also know that you want aviation to work well within a larger system that is sound and functional. No sector of our society is exempt from the pressures and stresses affecting the country as a whole, and that includes the aviation community. So while we are working hard to ensure that key programs and issues affecting your freedom to fly are appropriately addressed by Congress, regulators, and other decision makers, we are balancing those needs with what we see from the cockpit—the perfect place to get that big-picture view.
Craig L. Fuller AOPA President and CEO
*For more information on the Aircraft Owners and Pilots Association and the issues that affect your flying go to www.aopa.org today.
General Aviation News — 800.426.8538
April 1, 2011
Photos by J. Douglas Hinton
Warbirds rule at Tico Air Show
North American F86F Sabre
Fokker DR1 (Red Baron’s airplane)
Chance Vought F4U Corsair
This Douglas C-47, which towed gliders on D-Day and was present at the Battle of the Bulge, was later acquired by the Danish Air Force and became Air Force One for the queen of Denmark.
By J. DOUGLAS HINTON Warbirds ruled the sky March 11-13 when the Valiant Air Command Museum held its 34th consecutive air show at the Space Coast Regional Airport near Titusville, Fla. With fine weather every day, atten-
Vultee BT-13 Vibrator
dance was estimated at 35,000-40,000 visitors, who were able to view 75 vintage aircraft from World War I on. Memorialized at the show were the Flying Tigers, with one of the original members in attendance. Also celebrated at the show was the
100th anniversary of Naval Aviation. Taking part in the afternoon air shows were AT-6s, a B-17, a B-25, a F4U, an F-104, an A-10, an L-39, a T-33, a P-51, a C-47 with parachute jumpers, and the traditional mock air combat between Snoopy and the Red Baron. Then, to ev-
eryone’s delight, a B-2 stealth bomber made a low pass. Next year the Doolittle Raiders will be honored at the air show, with a few of the five remaining Raiders expected to attend. VACWarbirds.org
Beechcraft Hawker T-6 turboprop trainer
April 1, 2011
www.GeneralAviationNews.com • facebook.com/ganews
The vibrant Viper
“An LSA with headroom and plenty of room for two full-sized adults!” That’s how Jan Pjatak, president of Tomark Aero, describes the Viper SD-4. The brightly painted Viper made its first appearance at the U.S. Sport Aviation Expo in Sebring, Fla., in January. The low-wing metal airplane is manufactured in Slovakia and brought to the United States by Tomark Aero USA, which is based in Frisco, Texas. But while the LSA is built in Europe, then brought to the United States for reassembly, don’t call it a European design, Pjatak warned. “The Viper was designed for the American LSA market and to meet the FAA requirements,” he said, noting that many of the LSAs that come over from Europe were designed and built to European standards and then had to be reworked to fit into the American LSA category. Often, that means they do not have the cockpit room Americans are accustomed to. “The Viper has the widest cockpit in its class,” he continued. “I weigh 225 pounds and have big bones and when I am flying with another guy bigger than me we are comfortable. There is no shoulder touching and plenty of headroom because of the bubble canopy.” The latter is important, said Pjatak, who easily notes that in some airplanes, the canopy is so low larger pilots have to hold their heads sideways to avoid hitting the canopy. “After a couple of hours, you get a stiff neck,” he said. “That isn’t a problem with the Viper.” Although designed for the light sport category, which is daytime VFR only, the Viper meets FAA requirements to fly at
Photos by Meg Godlewski
By MEG GODLEWSKI
The Viper made its debut at the Sebring LSA Expo. According to Jan Pjatak, the cabin is one of the largest in its class. The detail of the Viper extends to wheel pants and an airline-style throttle. The flip-top canopy can accommodate pilots in the 6-foot range. night and even IFR, if the pilot is appropriately rated, according to Pjatak. The Viper, powered by a 100-hp Rotax, is capable of cruising at 120 knots. “You can fly up to 400 miles on standard tanks — that’s about four hours,” he said. “There is also an option for bigger tanks that allow you to fly up to six hours.” While designed for the LSA market, Pjatak noted the Viper is being marketed to pilots all over the world and filling a variety of niches.
“It can be used by a flight school. The landing gear, in particular, is very strong,” he said. “We tested it by dropping the airplane from 15 feet up. The South Korean Air Force is considering using the Viper for its basic training aircraft. It also has a glider hook on it and is certificated to be a tow airplane, so it could be used for that.” Pjatak notes that the LSA also appeals to pilots who want an airplane they can use for business travel. To that end, the baggage compartment behind the seat has a cover, “so if you are in turbulence the baggage won’t bounce all over,” he explained. The interior of the Viper is designed to be more comfortable and a little more refined than other LSAs, he added. “The throttle is an airline style and right below it is the hand brake, so when you bring the throttle back and reach for the brake you feel like an airline pilot,” he said. “The trim actuator is on the stick.” Panel options include the Dynon Avionics glass panel. “We are working on getting a Garmin package put in, if that is
what the customer wants,” he added. The seat is made from laminate and is screwed into the body of the airplane. There is an option for adjustable rudder pedals and a ballistic parachute. The Viper is a ready to fly model. “We won’t be making a kit,” Pjatak said. “We don’t really want to. Everything on this airplane is laser-cut and precision built. We don’t believe that people in a garage can produce the same quality.” If the Viper requires maintenance, any aviation mechanic who works with sheet metal or specializes in Rotax can do the work, he said. “In an extreme case we can ship parts from Europe for repair,” he said, noting, “it takes anywhere from 10 days to two weeks.” According to Pjatak, the company wants to open a production facility at Winnsboro Municipal Airport (F51) in Texas, but first needs to sell at least 10 airplanes in a single year. Base price of the Viper is $99,990; fully loaded, $130,000. Tomarkaero.com
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It’s a small world
April 1, 2011
By DAVID NIXON When you are around old airplanes you can’t help but feel part of the fabric of the past. When you grow up in a family that has old airplanes, that is even more apparent. When you work as an airplane mechanic in general aviation you add even more to the texture. Mechanics become part of the history woven in the make and model, N number, serial number, and logbook entries of a flying machine. Your work literally becomes the next page in the life of an old airplane. It is what I like about general aviation and my line of work. How and when the past comes to the present is often a function of happenstance. It happens when you least expect it, sometimes with the simplest of conversations. I was working at my new job as an mechanic at a small airport when just such a fold in the fabric of aviation brushed by me. As an airplane mechanic at a small FBO you end up doing more than just working on airplanes. In the course of a day you answer the phone, sell charts, pump gas, promote flying and, oh yeah, fix broken airplanes. I was a new face around the airport and it was while pumping 40 gallons of 100LL that I struck up a conversation with a customer. I had seen him before having the gas cans filled by my boss. Today he was filling eight five-gallon containers of fuel and I asked him what it was for. “An old airplane I’m finishing up the restoration on,” he said. An old airplane? My interest was piqued as I love old airplanes. “What kind of old airplane?” “A Beech Staggerwing,” he said. “Really, wow, they’re beautiful airplanes.” “They sure are,” he affirmed. “I know a little bit about Staggerwings,” I volunteered. That’s when he stopped and sized me up like a matador looks at a bull. I could tell he was skeptical of my statement. Young airplane mechanics aren’t supposed to know of such things. Wooden wings and round engines are not taught in A&P schools much anymore. The conventional wisdom is that today’s mechanics are only interested in corporate jets and the airlines because that’s where the careers with salaries, benefits, and retirements are made. “Oh yeah?” he responded with a questioning tone. “I had a customer where I used to work with a C-Model Staggerwing with a 300 Lycoming.” I said. I mentioned the name of my customer and the man said he had seen his name in the Staggerwing Club roster. I could tell I’d cracked the door open with this man at the gas pump. We had something in common, a mutual interest. “But that’s not all — my dad had one
when I was a kid, a D-model,” I blurted out. Now he looked at me with a serious look of concentration. He asked where I grew up. When I replied Port Angeles, Wash., he looked puzzled. “I knew there was a Staggerwing in Port Angeles, but it was an F model,” he countered. “Oh, yeah, I know all about that one,” I said. “It belonged to a good friend of mine, but I think he sold it. He’s my A&P mentor really. He was my Dad’s mechanic.” Now he was totally flummoxed. His face revealed that he was trying to put all my statements together in some logical order, but it didn’t fit. The Staggerwing community is small and folks know airplanes and owners. A tall tale would be easy to ferret out. “What’s your name? What’s your dad’s name?” the man asked me. When I told him my name and my father’s name, Rod, his jaw dropped, then he broke into a big smile. “Your dad was a very good friend of mine,” he said, introducing himself as Norm Coffelt. “In fact we flew our Staggerwings together in formation from here in the Pacific Northwest, across the country to the annual Staggerwing Convention in Tennessee back in the seventies.” I was amazed. It really is a small world. He then told me he has a framed collection of pictures from that trip in his kitchen and one of the pictures was of my dad and our family Staggerwing. “I look at those pictures every day,” he continued. “I think of your dad often. How’s your mom?” I was a bit startled at all this and gave him an update on the family. He asked about my older brothers who were also on the flight to Tennessee. I was too young to go. “You know I bought a windshield from your mom after your dad died,” he said. “It’s now on my airplane. We spent a nice afternoon having lunch in your backyard when my wife and I visited.” I completed the gas fill up and after a few more shakes of the head to counter the disbelief of the chance meeting, Norm drove home and I went back to work. The next day he returned to the airport, not with empty gas cans, but with the framed pictures of that flight to Tennessee. I could see they meant a lot to him. That bond of friendship from another time and place, still respected, touched me. It felt good to think that those connections, made three decades in the past, were still there. One of the pictures was of my dad putting something in the airplane on a midwest airport ramp. He looked hale and hearty, in his prime. It was not what I expected when I started a conversation at a sleepy little airport, but you never know where a chance conversation at the airport will lead. That’s what I consider a fringe benefit to being a general aviation mechanic at a small, out of the way airport.
Photos courtesy David Nixon
The past meets the present for a mechanic at a small GA airport
Norm Coffelt’s Staggerwing NC1030. He restored it with the same paint scheme it had when he and the writer’s father flew to Tennessee.
David Nixon’s older brother, Ross, and the family’s Staggerwing N9405H in the late 1960s. Ross is now a commercial pilot in Alaska.
David’s dad, Rod, and his beloved Staggerwing at a fly-in in the 1970s. “It looks like he is watching something takeoff,” David said. “That is how I remember my dad and the Staggerwing.”
Rod Nixon and Staggerwing N9405H in Canada when he was visiting family in the 1960s.
April 1, 2011
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Little ‘Mr. Mulligan’
Hal Wighton’s Luscombe pays homage to the famous racer called. “I decided to paint the Luscombe like Harold’s Monocoupe next time it needed to be painted.” When pilots dream, they often dream Wighton is well-versed in the heritage about airplanes and missions they’d like of “Mr. Mulligan.” to fly. One of the most popular daydreams “The ‘Mr. Mulligan’ was a scaled-up, is to imagine yourself an air racer of the clip-wing Monocoupe with a big Pratt & 1930s, flying a famous machine like the Whitney on it,” he said. “The grandfaHoward DGA-6 “Mr. Mulligan.” ther of a good friend of mine convinced Hal Wighton of Bloomer, Wis., decided Gordon Israel to do this. They used to sit to indulge his dreams in 1985 when he around near Port Huron, arguing aerodypainted his 1939 Luscombe 8A to look namics. Israel (who later became an enlike “Mr. Mulligan,” the pioneering racgineer for the Grumman Aircraft Manuing plane designed by Ben Howard and facturing Corp.) went to Benny Howard Gordon Israel. and ‘Mr Mulligan’ was born. It is perhaps Wighton’s dream began in 1973 the most famous of all the pre-war racers when he learned to fly in his brother’s and is the only one to eventually go into Luscombe 8A. In 1975 he decided he production with some modifications as needed a Luscombe of his own, and took the Howard DGA which, of course, stood his life savings — earned from his job as for ‘Damned Good Airplane.’” an intern in Seattle — and used it to buy The original Mr. Mulligan captured the vintage airplane from James Eichor in both the Bendix and Thompson trophies Espanola, N.M. at the 1935 National Air Races. Unfor“It was sitting in the sand at 7,000 feet tunately, the airplane’s career was shortin the desert, with numerous coats of paint lived. In 1936, while competing in the on it, like an old row boat, but to me it Bendix Race with Ben looked like the ‘Spirit Howard as pilot and of St. Louis’ itself,” he “It’s a fine flying his wife, Maxine, as said. little plane, and it’s co-pilot, the propeller “I didn’t know what a broke. The airplane title search was back in taken me off the on the Colothose days,” he continearth for thousands crashed rado Plateau in northued. “There was just a handshake and a check of hours and let me western New Mexico. plane was dewas involved. Then Mr. see our country from The stroyed, but the HowEichor showed me what the best vantage ards survived, and density altitude was all although Ben Howard about. We flew patterns point there is.” lost a leg in the accithat afternoon, and I left — Hal Wighton dent, he went on to dethe next day. The two sign other aircraft. days spent flying back In 1985, when his Luscombe needed to Seattle was a great adventure.” paint, Wighton had a friend of a friend in Now that he had a Luscombe of his Cambridge, N.Y., repaint it with the same own, Wighton started making those long scheme as the “Mr. Mulligan.” trips he dreamed about. In 1977 he flew “The nose art and landing gear wording his plane — painted in a typical post-war I copied from photos of ‘Mr. Mulligan,’” design, “which was a mistake,” he said — he said. “They were turned into decals by to Oshkosh for AirVenture. Fred Hayner, also in Cambridge. He did “It was parked next to Harold Neunose art for the 8th Air Force in Europe mann’s Monocoupe. On the nose it said in World War II. His nickname from those ‘Harold’s Little Mulligan,’” Wighton re-
Drawings and vintage photo: Photo courtesy Hal Wighton
Photo by Meg Godlewski
By MEG GODLEWSKI
Hal Wighton’s “Mr. Mulligan”-inspired Luscombe. Harold Neumann (below) with his replica Monocoupe, also inspired by the famous racer. The plans for the design are out there, if you want to build one of your own. days was ‘Hayner the Painter.’” Wighton noted that Hayner also painted Robin Olds first P-51, “SCAT IV.” “The greatest moment of all my years at Oshkosh was shaking Robin Olds hand a year or so before his death,” Wighton recalled. Wighton isn’t the first pilot to be enamored with “Mr. Mulligan.” In 1985 Jim Younkin, owner of Historic Aviation in Springdale, Ark., built a replica of the famous DGA Howard right down to the paint scheme. Both Younkin’s replica and Wighton’s DGA-inspired Luscombe are regular visitors to AirVenture. In fact at last summer’s show, the Younkin replica and Wighton’s airplane were parked a few rows apart in the Vintage area. So many people walked from one airplane to the other that a path had been worn in the grass. Some people were wondering which one was the real “Mr. Mulligan.” A gentleman of roughly the same vintage as the Luscombe led a small parade of people back and forth between the airplanes, pointing out the differences between the Howard DGA replica and the Luscombe. The Howard has a round motor design with a Pratt & Whitney R1340 under the bumped nosecowl. The Luscombe has a 65-hp Continental motor and the classic wedge-shaped cowl. Both sport a white paint job with logos for the original aircraft’s race sponsors.
The Howard “Mr. Mulligan” is beefy from all angles. The Luscombe Mulligan has a thinner, smaller profile, so much so that one visitor remarked that it was cute, reminding her of a little boy wearing his father’s football jersey. The cute factor is fine with Wighton, who calls flying the Luscombe a treat. “Every trip is an adventure,” he mused. “There’s the weather, sleeping under the wing, in hangars, under the stars, or in tin shacks under a rotating beacon during a hail storm. Being treated to atmospheric and geological beauty that can’t be described or photographed. There’s meeting interesting and friendly people all over the country, gaining an amazing perspective on history and geography. Those trips have gotten the Luscombe and me to fly low and slow over all lower 48 states except Oklahoma and Arkansas.” For those up on their aviation history, the “Little Mulligan” gets a nod and a smile. Pilots who are unfamiliar with the Howard Mulligan often ask if the Luscombe is a racer. “That’s when I get to tell them the story,” said Wighton. “It tickles me when someone comes up and says they’ve seen the plane here or there before. It’s a fine flying little plane, and it’s taken me off the earth for thousands of hours and let me see our country from the best vantage point there is.”
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Around the world
April 1, 2011
a Harvard Business Class reunion in Paris, France, with 145 hours in his logbook. From Paris he began his epic journey, but it ended just four months later when he crashed in Nairobi, Kenya, totaling By JANICE WOOD Lucky Lady. “I walked away without a scratch,” he Flying around the world: It’s the kind said, noting that when he crashed he had of adventure most pilots only dream 295 hours in his logbook and was halfway about. But for Bob Gannon, it became a around the world. “This time halfway reality — one that took him more than 10 would have to do.” years to accomplish. And, ever the overThat first trip taught him a lot of imachiever and anxious not to miss a thing, portant lessons, not the least of which he decided to accomplish the feat twice, was about density altitude, he said. “That flying west around the world in the Southwas the problem that caused me to crash ern Hemisphere and east in the Northern in Kenya,” he said. “I also learned what I Hemisphere. liked and didn’t like about flying around The world journey actually began in the world — and I learned that I liked 1992 after Gannon sold his construction most of it.” company. He decided that before getting That first trip also taught him the proceback to work, a “good adventure” was in dures he needed to know to enter and exit order. different countries, as One of 14 siblings who grew up on a farm “I am not a particularly well as how to plan and execute flights. “I in Iowa, Gannon had skilled pilot. But I also learned a lot about sailed halfway around weather and long disthe world with one of do believe I am a tance flying,” he said. his six brothers. “But I lucky pilot — and “And I learned to lowalways got terribly sea I would rather be er the risk factors that sick,” he said. run in one’s head.” A medic on an Army lucky than smart.” For the next eight medivac helicopter in — Bob Gannon years, Gannon found Vietnam, he had always himself doing what so enjoyed flying — almany of us do: Talking about resuming though he notes, “I didn’t like getting shot his great adventure, but not doing much at” — so “I figured if I could learn to fly, I about it. Then his 50th birthday rolled could create an interesting adventure.” around. “I quickly decided to stop talking Three months later, a new private pilot with the ink still wet on his instrument rating and the owner of a Cherokee 6 named “Lucky Lady,” he departed San Diego for TRIP | See Page 19
Photos courtesy Bob Gannon
A trip so nice he took it twice
Lucky Lady Too took Bob Gannon on his epic journey around the world. He stopped at Sturgis for the annual motorcycle rally, and flew over Manhattan in New York City. The map (below left) chronicles his first attempt at the adventure in 1992. During the trip, he received many prayer cards, amulets and other good luck device.
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Photos courtesy Bob Gannon
April 1, 2011
Refueling on Santa Cruz Island in the Solomon islands; Gannon with a cheetah during his travels in Africa; and the wreck of the first Lucky Lady in Kenya in 1992. TRIP | From Page 18 about it and get at it,” he said. First order of business: Get a new plane. He bought a 1968 Cessna 182 that had been owned by a flying club in San Diego he belonged to. “I named her Lucky Lady Too out of respect for the first woman I wrecked,” he said. Instead of going east, he decided to head west, after making the decision to take his time “to allow me to see and experience as much of the world as I possibly could.” He removed the back seats in the 182 to carry additional fuel and in the summer of 2000 took off on the next stage of his epic journey — without an autopilot. “At that time, the dot com businesses were hot and all the owners of those companies were buying fancy planes and putting autopilots in them,” he remembered. “The wait list was two years and I didn’t want to wait two years. I was ready to go, so I decided I would hand fly Lucky Lady Too. I do believe I am a better pilot for having so chosen.” Fueled by excitement about resuming his journey, Gannon hit another delay after the first leg of his trip. “It took me 18 hours of hand flying to reach Kona, Hawaii. I parked Lucky Lady Too and went home to have back surgery due to sciatica caused by sitting in one position for so long,” he said. He returned to Hawaii three months later and restarted his journey, flying on to Christmas Island, then to the French Polynesian islands, establishing a pattern of flying to a couple different countries, then heading home via commercial flights to take care of business and plan for the next leg. During the journey, he left Lucky Lady Too 40 times to return home. Over the next 10 years, he was away from home 1,600 days, equivalent to about 4.5 years. He landed at 1,200 airports and landing strips in 155 countries, and flew more than 300,000 nautical miles. “That is the distance to the moon and halfway back or equal to 12 times around the earth at the equator,” he said. “As the route map shows, we rarely flew straight. “I have flown Lucky Lady Too to the Antarctica peninsula and over the North
Pole,” he continued. “I have flown into Nepal and climbed to the Everest Base Camp. I scuba dived at many sites around the world and have done a motorcycle trip on the south island of New Zealand, as well as up through the Golden Triangle of Southwest Asia. I have flown to all the Middle Eastern countries, including BasTRIP | See Page 20
Equipping an epic journey What’s involved in successfully navigating the world? Preparation. Gannon started with his plane, Lucky Lady Too, a 1968 Cessna 182L, a Skylane model, powered by a Continental O-470-R engine that produces 230-hp at 2600 rpm at sea level. She has an STC for auto gas and has flown as much as 12.5 hours over the ocean on autogas, he noted. “To get out of Timbuktu, Mali, Africa, I had a camel pull a cart with a 55-gallon drum of car gas to fuel up,” he said. “I keep two five-gallon plastic jerry cans just behind the front seats and also two self-priming siphon hoses to transfer fuel from the barrel to the cans, then lift them to the wing and again siphon them into the tanks. I have filtered fuel through a chamois cloth and I carry a Mr. Funnel that aids in separating possible water in the fuel. In place of the two rear seats, a ferry tank with a capacity of 125 gallons was strapped down. On top of this tank was a high-frequency Kenwood HF ham radio to make position reports once out over the ocean and beyond land-based radio communication. The tuner for the HF radio is in her tail and the antenna is attached from her right wing to her tail and back to her fuselage. Between her two front seats, bolted to the floor, is a hand pump to pump the fuel from the cabin tank to the fuel line underneath the floor, below the pilot’s seat. About 300 strokes on the hand pump would allow me to transfer an hour’s worth of fuel up into the left wing where the fuel would
then gravity flow into the engine.” he noted. Fuel capacity was 205 gallons, which He never encountered any problems gave him an 18-hour range. with the engine, he said, although he lost Gannon didn’t carry oxygen because the alternator twice and broke a brake it was difficult to get it resupplied overline on a landing in the Kalahari Desert seas. “Lucky Lady Too’s naturallyof Botswana. “This forced me to learn aspirated engine reduces in power as how not to use the brakes for the next she rises in elevation,” he added. “At four landings before I was able to find 14,000 feet, where oxygen is required someone with the right tools to repair by the pilot after 30 minutes of flying, it,” he recalled. her horsepower is below 50% and she In the cabin he carried a Winslow is susceptible to the whims of the winds four-person life raft with a survival either pushing her up or shoving her pack, a locating beacon, a desalination down with little allowance on my part as water maker, a life vest, an immersion her pilot. When it was required to fly at suit when needed, a personal pack for ditching that contained some rations, a this level or higher — through two difcompass, flares, ocean dye, a signaling ferent passes in the Andes, and in Iraq mirror and a personal locating beacon. — I would frequently test myself with a He carried some finger-tip oxygen ana“To get out of hand tools, includlyzer. I found that I ing a machete, an could maintain my Timbuktu, I had a ax and a shovel, as necessary oxygen levels if I breathed slow- camel pull a cart with well as three angle ly and deeply when at a 55-gallon drum of iron wheel chocks, an aircraft anchorthis altitude.” car gas to fuel up.” ing system, tieHis 182 has a noname STOL kit and, — Bob Gannon down ropes, a spare spark plug, an extra while in Australia, oil filter and a couple of quarts of oil, a Gannon installed vortex generators giv12-volt air pump and a can of liquid tire en to him by Micro AeroDynamics. repair. He also always carried a tent and Lucky Lady Too has no glass insleeping bag. struments, just the ones that came on Where he was flying determined some her panel; two VORs, one for an ILS; of his equipment. For example, he carno weatherscope; and a Garmin 100, ried a satellite phone only two times, which Gannon said is still his favorite to Antarctica and over the North Pole. navigation instrument although it is no If he was flying over the desert, he carlonger supported by Garmin. During the ried extra water and plastic for a shade journey, he added a Garmin 196 with a structure. When flying from Alaska to battery-powered back up. “In Alaska, a Canada and over the North Pole to Svalcommercial pilot on Kodiak Island chasbard, he carried a shotgun for polar bear tised me for not having a terrain function, so I upgraded to a Garmin 296,” protection.
ra, Iraq, on a medical mission to take in medical supplies and toys for the newly constructed Basra Children’s Hospital.” So with all those adventures, which one was his favorite? “I would not give up any of them, so I would have to say they were all good,” he said. “However, I can tell you of a couple of the scariest flights. One was from Cape Verde, West Africa, to Natal, Brazil. I had 18 hours of fuel, thought it would take me 15 hours, but one storm after another — some go up to 30,000 feet with hail storms on the equator — and a constant headwind caused it to take me 17-1/4 hours to get there. Another was from Ushuaia, Argentina, loaded heavy to fly over the Drake Passage to the Antarctica penninsula. I had to fly that at about 500 feet elevation to stay out of low cloud cover that would have caused me to ice up with nowhere to go. Another was from Eureka, Canada, over the North Pole and onto Longyearbyen, Svalbard, about 700 miles north of Norway. This time I had to fly through storms at 10,000 to 12,000 feet to keep in the temperature range of
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Photos courtesy Bob Gannon
20 TRIP | From Page 19
The map of his second attempt to fly around the world. Below left: In Basrah, Iraq, he delivered toys and medical supplies for a new hospital. Below, right: Gannon “thanks” Lucky Lady Too for a job well done at the conclusion of his 10-year odyssey. 15° to 20° to keep from icing up. And another time coming through the Caribbean, I stopped on the island of Isla Margarita, owned by Venezuela, and one of Chavez’s generals tried to take my airplane away from me.” Through all the adventures and hours
flown — he logged 2,200 hours in 10 years and three months — he’s learned a lot about being a pilot. He ticks them off: “Weather, instrument approaches, hand flying, how to land on beaches, roads, fields, and what to look for. But I am always learning and I always like to learn from instructors or pilots who know,” he said, noting that he has taken two advanced flying courses during the last 10
April 1, 2011 years, one in Australia and another in South Africa. “I am not a particularly skilled pilot,” he continued. “But I do believe I am a lucky pilot — and I would rather be lucky than smart.” Now that his epic journey is over, Gannon has no plans to buy a new plane to replace his faithful Cessna 182. “Lucky Lady Too and I have a 10-year relationship that has been very fruitful,” he said. “She has never let me down and I have put her through some nasty places and weather — dust storms in Saudi Arabia, icing, returning back from the Falkland Islands in a 50 knot headwind. We are together until I find a good museum that would like to have her and tell her world aviation record-breaking stories. She is the best.” So what’s next for the world traveler? “My next adventure? Pay the bills, update my web page, give some presentations to those interested, possibly write a book about the world flying adventure, and begin to give back to those around the world who could use help, such as homeless children.” And, of course, he’ll continue to fly. “I am addicted to it,” he said. WorldFlyingAdventure.com
THE BOTTOM LINE So how does someone finance a 10-year odyssey? “I am often asked how I am funded,” Gannon said. “I have always worked for myself. I started and owned a construction company, I’m a member of the Chicago Board of Trade, and I am a partner in a small wood manufacturing business in San Diego.” Gannon, who has never been married and has no children, is also a Name at Lloyds of London, which means he joins with other investors to back insurance policies for the famous insurance exchange. For those who press for an actual figure, Gannon says his around-theworld adventure cost him “less than a bad divorce.”
April 1, 2011
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The Lone Star Flight Museum’s newest aircraft, a North American P-51 Mustang that has undergone restoration work over the last year, has emerged as “Galveston Gal,” a P-51 flown by Galveston native Capt. Ray Lancaster. Museum officials will add the legendary fighter to its warbird flight experience program this spring. “We are very excited to add the P-51 Mustang to our collection of historically significant aircraft,” said museum president Larry Gregory. “It is one of the most successful fighter aircraft ever produced and serves as a tribute to America’s air power heritage.” More than 15,000 Mustangs were produced and approximately 150 are currently flying today. The museum’s P-51 was converted to a two-seat, dual-control TF-51 while serv-
of the cockpit during the 1990s. Upon repurchasing the P-51, the museum elected to perform some preventative maintenance and repaint the aircraft while it was disassembled. A priority for the museum is to focus on the local area and the state of Texas with regards to aircraft paint schemes, museum officials said, which is why it chose to paint the P-51 in the colors of “Galveston Gal,” a Mustang flown by Galveston native Capt. Raymond Lancaster of the 359th Fighter Group. Lancaster flew over 60 missions and was credited with three aerial victories. Lancaster, who resides in Galveston County and recently celebrated his 90th birthday, was on hand for the arrival of the newly painted P-51. While performing research on Lancaster’s aircraft and mission log, the museum
Photos courtesy Lone Star Flight Museum
‘Galveston Gal’ joins Lone Star Flight Museum fleet
Capt. Ray Lancaster with Galveston Gal
ing in the El Salvadoran Air Force in the 1960s. The plane was reportedly damaged in the “Soccer War” between Honduras and El Salvador in July 1969. Later, it was nearly destroyed when another El Salvadoran bomber undergoing maintenance collided with the Mustang. It was imported to the USA in 1974 when El Salvador retired its meager inventory of former World War II aircraft, according to museum officials. Once back in the states, the aircraft was restored to flying status in the late 1970s. It passed through several owners in the 1980s, one of which was the Lone Star Flight Museum. The museum sold it in 1988 and the new owner performed a major restoration “Cirrus is an American success story that started in a humble dairy barn, introduced important new technologies, and rocketed to market leadership. People want this company to be owned and operated on American soil, period.” — Consultant Brian Foley, who is organizing a counter-offer to a Chinese bid to buy Cirrus Aircraft
discovered he flew at least a dozen missions in which he escorted a particular group of B-17 Flying Fortress bombers that contained an aircraft named “Thunderbird.” The museum’s B-17 is painted to represent the original “Thunderbird,”
a bomber that flew 112 missions over Europe. Soon, a scene that took place in 1944 Germany will be recreated over the skies of Galveston when these two airplanes take flight. The P-51 will join the Lone Star Flight Museum’s historic flight experience program allowing its passengers to feel the
power and agility of one of the world’s greatest fighters. “When the Merlin engine roars to life on takeoff, you’ll understand how the Mustang earned its reputation,” said Gregory. “It’s an exciting aircraft that will definitely peg your fun-meter.” LSFM.org or 888-FLY-LSFM (359-5736)
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A coupe by any other name
April 1, 2011
Ercoupe or Aircoupe? Which is correct? The answer is...depends on who manufactured it. The original name was derived from the name of the first manufacturer, ERCO, which stood for Engineering and Research Corp. The airplane is a low-wing design with a distinctive twin boom tail, which makes the two-place plane look a little like a baby Beech 18. The first Ercoupes were just rolling out of the factory when World War II began. During the war the Ercoupe was shelved, with production resuming after the war. And while ERCO stopped making the Ercoupe in 1947, during the post-war general aviation glut, that wasn’t the end of the design. In fact, the design was so popular, the aircraft continued to be built up through the 1960s. The Type Certificate was sold several times, with coupes being manufactured by Sanders Aviation, Air Products Co., Forney, Alon Co., and the Mooney Aircraft Co. Aeronca and Beech Aircraft also both owned the Type Certificate for a time. “All these companies made modifications,” said Roger Baglien of Tucson, Ariz., who owns a 1966 Alon Aircoupe. “My airplane was built by the Alon Co., which bought the Type Certificate in 1965. They gave it a sliding canopy and called the airplane the Aircoupe.”
Photos by Meg Godlewski
By MEG GODLEWSKI
Roger Baglien spends a lot of time at air shows and fly-ins answering questions about his 1966 ‘Coupe. His panel most certainly isn’t stock per the original 1930s Coupes, but it gets him where he wants to go. Despite the canopy change, Fred Weick, the Ercoupe designer, would recognize Baglien’s airplane as a derivative of his 1930s-era design. In addition to the distinctive tail, the other design feature most people know the Ercoupe for is the linked aileron/rudder, which makes it possible to fly the airplane without rudder pedals. This makes it possible for people who do not have the use of their legs or feet to fly and, as such, was popular with a lot of soldiers who came home from the war with lifealtering injuries. Ercoupes with rudder pedals, many of them added after-market, are also available. The Ercoupe was also the first airplane to be designed with tricycle gear, which
made it easier to handle on the ground for most people. The flying characteristics of the coupe were innovative in the heyday of the aircraft and are still unusual today. The airplane is said to be impossible to stall and therefore impossible to spin. Weick designed it this way to make it safer than its contemporaries. If the airplane is within weight and balance, the pilot can put the airplane into a low-airspeed, nosehigh configuration but there won’t be a break like in other low-wing airplanes when the nose and one wing drop off to the side. Instead, the coupe just sort of mushes. Baglien, who has owned the airplane since 1981, was showing it off last year
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at Sun ’n Fun, but noted that the plane’s finish, primarily polished metal, took a beating on the way to the show in Lakeland, Fla. “It went some 1,600 miles through rain,” he said. “I have been thinking of painting it. It’s a pain to keep clean.” Baglien’s Aircoupe, with its red, white and blue tail, is covered with military markings. There is an eagle on the fuselage and the name U.S.S. Yorktown emblazoned down the side. “Those are decals,” said Baglien, who noted the military motif came from the previous owner. “I think he was a Navy pilot,” he said. “The numbers you see on the airplane were his numbers. The only changes I made was new glass and I put in the leather interior and Slick mags.” At air shows and fly-ins, look for coupes to be parked in packs, as the Aircoupe/ AIRCOUPE | See Page 23
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April 1, 2011
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Explore Maryland by air The Maryland Airport Managers Association and the Maryland Aviation Administration have partnered to create “Explore Maryland by Air”— a program designed to give pilots incentives to fly to all of the state’s public use airports. The scheduled launch date is May 14 at Easton Airport (ESN) during the 16th Annual Maryland Regional Aviation Conference and Festival of Flight. Pilots will receive a “passport” with space for a corresponding stamp from each public use airport in Maryland, four FAA safety seminars, and four of Maryland’s aviation history museums. As participants complete each level, they will win prizes. Those achieving the Ace level must visit all 36 public use airports in Maryland; visit all of the state’s aviation museums; attend four FAA safety seminars; and attend the Maryland Regional Aviation Conference to redeem the prize, which is a flight jacket. The next level is the Albatross. To achieve this, pilots must visit 20 airports and two museums, and attend two FAA
The Aviators starts filming season two The producers of “The Aviators” have started filming the second season of the television series that airs on PBS stations across the country. “Season two will be even better,” promises Anthony Nalli, executive producer. “We’ve enhanced our equipment and will spend more time filming in-flight to give our fans a more immersive viewing experience.” AIRCOUPE | From Page 22 Ercoupe has quite a following. Actually, the airplane is sort of the VW Beetle of the general aviation world: It may look a little cartoonish to some, but is a classic to others. And, just like the VW Beetle, you probably wouldn’t think of it as a good vehicle for a cross-country trip, yet that is exactly what Baglien does on a regular basis. “The airplane flies about 150 hours a year,” he said. In addition to Sun ’n Fun, he flies to Oshkosh every year for AirVenture and to Blakesburg, Iowa, for the antique fly in. “I try to make all the shows. The Alon is good cross-country airplane and a good IFR airplane.” An IFR Aircoupe? It does exist. When
safety seminars. Participants achieving this level receive a set of glassware. In the Fledgling level, pilots must visit 10 airports and one museum, and attend one FAA safety seminar. Participants achieving this level receive a baseball cap. Aviation museums in Maryland include the College Park Aviation Museum; Nalli noted crews will be filming at various venues in cities throughout North America over the spring and summer, including the big air shows like Sun ’n Fun and Oshkosh. “We get invitations and story suggestions daily, so there’s no shortage of fascinating aviation content,” he adds. Since its premiere last September, The Aviators has aired almost 8,000 times across North America — an average of about 40 times each day. The show can also be seen at TheAviators.tv and Hulu. com. Alon was building the aircraft, the company made the instrument panel slightly raised on the left side of the cockpit with an avionics and communication stack on the right. Looking into the cockpit, I did a double take when I saw the blue knob next to the throttle and mixture. In most of the airplanes I fly, a blue knob is reserved for the controllable pitch prop. Did the Aircoupe have one? Closer inspection revealed the knob activated the carburetor heat. “The engine is a C-90,” said Baglien, adding that cruise speed is around 120 mph. That may not be fast enough for some folks, but for Baglien, a retired airline pilot, it’s fast enough. Ercoupe.org
Massey Air Museum; Glenn L. Martin Aviation Museum at Martin State Airport; and Patuxent River Naval Air Station Museum. There is no deadline for completing the passport or various levels to obtain a prize, officials note.
The program is open to pilots, as well as non-pilots. Participants are not required to be Maryland residents, but all participants must have an official passport. Passports are available at airports or pilots can register online to request one. ExploreMarylandbyAir.com
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The brief life of an aviation prodigy
April 1, 2011
By BRIAN D’AMBROSIO
Cromwell Dixon was just 19 when he became the first aviator to cross the Continental Divide in a Curtiss biplane.
Photos courtesy Museum of Flight
“Daring Aviator Will Attempt Perilous Feat of Mountain Crossing,” trumpeted the headlines in the Helena Independent on Sept. 28, 1911. The teenager charted his famous flight over the divide thirsting to obtain the $10,000 offered by local executives as compensation to the first aviator to traverse the Continental Divide. Throngs of people gathered to see the famous boy wonder at the Montana State Fairgrounds in Helena on Sept. 30. One day earlier, he had enthralled much of the same audience with his daring aerial acrobatics. A crisp, windless autumn morning provided the backdrop as multitudes of fans watched Dixon — determined to prove his talents as a pilot and make a name in aviation circles — twist up to 7,000 feet, and whorl out of sight. He flew west of Helena and landed successfully on the west side of Mullan Pass, in a field. By guiding his fragile Curtiss biplane over the Continental Divide, the Ohio-born teenager made history, becoming the first person to cross the Rocky Mountains. Following his successful sojourn, he flew back to the fairgrounds where “a greater ovation than ever before given anyone at the fairgrounds was accorded
had to convince his mother, Annie Wooten Dixon, to co-sign a contract with the Curtiss company. Reluctant at first, she finally agreed, and on Aug. 31, 1911, he was awarded the 43rd pilot’s license issued in the United States. At 19, he was the youngest licensed aviator in the country — perhaps even the world. He then went on to become an exhibition pilot, flying at venues around the country. A confident Dixon pushed the limits of his flying machine — not much more than a shabby wooden box enveloped by chicken wire — and soon, he perfected the “Dixon Corkscrew,” an aerial exercise in which he would circle down from 8,000 feet, pull up, and level off just before landing. Cromwell’s celebrity even caught the attention of President William Howard Taft, who invited the entire Dixon family out to a large dinner the night before an exhibition.
Dixon when he mounted the platform,” the newspaper reported. “Governor Norris publicly congratulated Dixon and declared that he was without a peer in the realm of the air. Dixon, as usual, blushed furiously, but the cries of the crowd for a speech went unanswered.” Unfortunately, on Oct. 2, 1911, just two days after his famous crossing, Dixon was killed when his plane was caught in a downdraft while performing an aerial stunt at the Spokane Interstate Fairgrounds in Washington state. The biplane encountered a strong, unexpected downdraft, plunging it toward the ground, crushing the 19-year-old pilot under the heavy engine. Perhaps the finest hour of Dixon’s life took place just before tragedy struck, when all was certainly possible, and he was invigorated with the excitement of his recent achievements in Montana. In fact, Helena residents have not forgotten about this bright young inventor and precocious pilot who amazed them with a stunt-flying, fast-paced life: A campground on top of MacDonald Pass, near the Continental Divide, was recently named in his honor, while a plaque at the Helena Regional Airport (HLN) commemorates his flight.
Reaching the next generation The Thomas Wathen Foundation, the Planetary Society and the Traveling Space Museum have formed a coalition to explore common goals, develop funding initiatives, and develop and expand on educational programs for young people from elementary schools to universities. The Wathen Foundation hosts an aviation-oriented charter school at Flabob Airport (RIR) in Southern California; Air Academies, an in-school program for 5th and 6th grade students that provides an introduction to aviation activities; hands-on aircraft restoration projects for high school students; and an active EAA Young Eagles program. The Traveling Space Museum has been touring for over a decade, bringing interactive space exhibits to students across the United States. The Planetary Society, which promotes space exploration, plans to launch a wide range of activities designed to inspire students from age 6 to 22. One of its board members is Bill Nye, known as “The Science Guy.” “We have a much better chance of achieving our goals by working coopera-
Photo courtesy Wathen Foundation
Cromwell Dixon awoke Oct. 1, 1911, as the talk and toast of the aviation world after the child prodigy turned aviator became the first pilot to fly across the Continental Divide, in his aeroplane “The Little Hummingbird.” Five days earlier, the Helena Independent declared that the 19-year-old daredevil pilot had given “the greatest exhibition ever seen in the Northwest.” Now, he had truly outdone himself — he was a nationally recognized aviation hero. Dixon was a true child prodigy. As a boy in his hometown of Columbus, Ohio, he built his own roller coaster and charged neighborhood children a penny a ride. In 1903, when he was just 11, he built two motor-driven bicycles, just two years after the first commercial production of motorcycles by the Indian Motorcycle Co. in 1901. His first invention came to him in 1907 when he was just 14 years old. Fascinated by flight, he built the Skycycle, a flying bicycle powered by pedals and a propeller, steered with a rudder connected to the handlebars. Its balloon was cut from a huge silk baggy; similar to contemporary hot air blimps, it was filled with gas, and then fastened to a wooden frame. After experimenting with the “sky bicycle,” Dixon tackled another kind of flight, joining the 1911 class of the Curtiss Aeroplane Co.’s aviation school. Because he wasn’t old enough to be licensed, he
Bill Nye, The Science Guy, taxis toward the active runway at Flabob Airport in the foundation’s N3N. tively with like-minded organizations than we do by working alone,” said John Lyon, president of the Wathen Foundation. “Each group has resources that can enrich the other,” said Nye. “Working col-
lectively, we can leverage our reach and inspire young people with curiosity and the drive to learn more.” Flabob.org, Planetary.org, TravelingSpaceMuseum.org
April 1, 2011
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The flying bicycle
Dennis Parks Flight & Flyers Before they pioneered the airplane, inventors such as Orville and Wilbur Wright and Glenn Curtiss had another technical fascination: Bicycles. Both the Wrights and Curtiss serviced, designed and raced this new technological triumph at the end of the 19th Century. While they were all businessmen and inventors who initially manufactured and sold bicycles, there is no evidence that they considered combining wings with their bicycles to create the aerocycle. When the first public competition for a motorless flying machine was announced in 1912 in France, “aviette ” was the name bestowed on these flying bicycles. There are records of attempts at the flying bicycle as far back as 1904 when an inventor by the name of Schumtz tried to cycle aloft in his pedal-powered plane. The first to succeed in leaving the ground with a winged bicycle was the French bicycle racer Lavelade, who managed to skim the air for a distance of 44 inches at a height of 8 inches at a trial in 1912. However, he used a takeoff ramp to get airborne.
In February 1912 a prize for a flight by human energy alone was offered by Robert Peugeot, who ran the racing program for the Peugeot Co. The prize of 10,000 francs was to be awarded to the first person who, on a bicycle transformed into a flying apparatus, succeeded in flying 10 meters without the aid of a motor. This was the first competition for manned-powered aircraft and apparently the Peugeot Co. felt that the flying craze had tremendous advertising potential. Flying magazine did not see the potential when it commented in its July 1912 issue: “Why should it have suddenly been deemed easy to fly without a motor when it is precisely the motor which made flight possible?” There was quite an interest in the prize with 198 entries for the first trials scheduled for June 2, 1912. Apparently competitors thought that winning would be easy, but on the day of the event, only 23 showed up and, notwithstanding many attempts, not one got off the ground. The performance of the competitors was likened to “the antics of a lot of cowboys trying to ride bucking broncos.” Paul Tissandier, a French pilot and a student of Wilbur Wright, didn’t think the aviette would ever prove successful as an airplane but thought: “As experiments involve neither personal risk nor great expense, some of our young inventors might find considerable amusement in attempting to work out the problem.” Seeing that the competition was a non-
starter, Peugeot was induced to offer a prize for another event. This time the company offered 1,000 francs to fly over two cords 1 meter apart and 10 centimeters above the ground. It was known as the Decimeter Prize. On the 4th of July a famous bicycle racer, Gabriel Poulain, called together the official observers, and with the use of his racing bicycle fitted with wings, he more than satisfied the conditions for the prize. On the first attempt he succeeded in covering 3.6 meters and 3.3 meters on the second run in the reverse direction. Poulain’s win was touted by the French magazine L’Auto as a predictor of a bright future, with editors forecasting that, “ultra-light aviation will develop alongside large scale aircraft.” The Peugeot Prize remained unclaimed for the next nine years, and in 1920 the rules were changed to include an additional flight in the opposite direction to compensate for any favoring wind. The other rules from the original 1912 contest still applied: 10,000 francs to the first person who could traverse 10 meters across the ground and 1 meter in the air without the aid of a motor. On July 9, 1921, Poulain again tried to win the prize he first attempted to win in 1912. His new aviette was built by the Nieuport aircraft factory at Longchamps racecourse at the western edge of Paris. It was decided to set the attempt in the early predawn hours to take advantage of the calmer and cooler air, so a crowd of FLYING BICYCLE | See Page 39
The idea of the flying bicycle caught the attention of the popular press, as witnessed by this fanciful depiction of an aerial bicycle that appeared in an issue of Popular Mechanics magazine. (Source: Popular Mechanics 1910)
Gabriel Poulain on his record-setting run, which earned him the Peugeot Prize for human-powered flight on July 9, 1921. (Source: Flugsport, Aug. 17, 1921)
A drawing of the Poulain aviette, which was built by the Nieuport company. The dotted lines show the 6° that launched him into the air. (Source: Flying, May 1920)
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Accident Reports These April 2009 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. Aircraft: Maule M-4-220C Injuries: 1 Fatal. Location: Hungry Horse, Mont. Aircraft damage: Destroyed. What reportedly happened: The private pilot’s logbooks revealed that he had a history of flying in marginal weather conditions. He had performed multiple Special VFR takeoffs and landings. The pilot, who did not have an instrument rating, departed for a short local flight in visual meteorological conditions. He proceeded to climb to the northeast, through a mountain pass, and then to the south, paralleling the shore of a frozen, snow-covered reservoir. The flight continued for about 20 miles. Analysis of radar and recorded GPS data showed that the plane then experienced large fluctuations in ground speed while still on the same track. While performing a 180° left turn, the Maule crashed. GPS data, airplane instrumentation, and ground scars indicated that the airplane was in a descending left turn when it hit the ground. Weather observation stations and local pilot reports indicated that moderate snow showers were in the vicinity at the time of the accident. The white surface of the frozen lake, in conjunction with the snow and limited visibility, would have provided the pilot limited external visual references, and could have resulted in him becoming spatially disoriented or affected by a visual illusion. Probable cause: The pilot’s improper decision to continue flight into an area of reduced visibility and snow showers during cruise flight, which resulted in spatial disorientation and subsequent loss of aircraft control. Aircraft: Piper Navajo. Injuries: None. Location: Newark, N.J. Aircraft damage: Substantial. What reportedly happened: The pilot aborted a takeoff because he was unable to maintain directional control. He taxied to parking and inspected the plane. He decided to attempt another takeoff and obtained a clearance to taxi. During taxi, the control tower directed the pilot to complete a 180° turn. While turning, he experienced a loss of brake pressure and directional control. He applied asymmetrical engine power in an effort to complete the turn, but could not regain control in time to keep the left wing from hitting a fence post. Inspection of the airplane by the FAA revealed inoperative brakes on the airplane’s right side. Probable cause: The pilot’s decision to continue to operate the airplane with inoperative brakes.
Aircraft: Champion 7HC. Injuries: 1 Fatal. Location: Centre, Ala. Aircraft damage: Destroyed. What reportedly happened: According to witnesses, the airplane lifted off and reached an altitude of approximately 50 feet, then rolled steeply to the left. It crashed into power lines and a house and burst into flames. The post-crash examination revealed that the right rudder pedal control tube was missing the rod attachment bolt, retainer nut, and cotter pin. According to the airplane manufacturer, the push-pull tube system discovered during the examination was not installed at the factory and no record of the installation was located in the airframe logbooks. Probable cause: The pilot’s inability to maintain aircraft control during climb due to an improperly installed rudder pedal control tube. Aircraft: RV-8. Injuries: 1 Serious. Location: Angleton, Texas. Aircraft damage: Substantial. What reportedly happened: The ATP-rated pilot was taking part in a formation flight. His plane was number three in a flight of four for takeoff. The pilot of the first airplane did a roll during climbout. The second airplane climbed out normally. The accident pilot took off and also began a roll, but did not have sufficient altitude to clear trees near the runway and the plane went into the trees. The pilot was able to get out of the airplane unassisted, but was later airlifted to a hospital. Probable cause: The pilot’s failure to maintain clearance from trees. Aircraft: Curtiss Wright P-40N. Injuries: 1 Fatal. Location: Mastic Beach, N.Y. Aircraft damage: Destroyed. What reportedly happened: According to the pilot’s son, he and his father were an air show team and the purpose of the flight was to practice aerobatics in their World War II-era fighter. The father, who had logged more than 2,300 hours, was flying while the son stood on the beach with a handheld radio to act as a safety guide. The son stated that all communications with the airplane were normal up until it entered a half Cuban eight. The son estimated the P-40 had an airspeed of about 250 to 260 mph when it entered the maneuver, but slowed to 100 to 120 mph. The P-40 entered a spin at an altitude too low to recover and hit the ocean. The wreckage was not recovered. Probable cause: The pilot’s failure to maintain adequate airspeed while performing aerobatics at low altitude.
Aircraft: Grumman AA-1B. Injuries: 1 Fatal. Location: Chesnee, S.C. Aircraft damage: Destroyed. What reportedly happened: A witness watched the airplane fly over his house and noted that the engine sounded as if it was running slowly. As he continued to watch the airplane, the engine stopped and the plane descended until it hit the ground in about a 35° nose-low attitude. Each wing leading edge had accordion type damage along the entire length. Examination of the fuel tanks found that they were not breached or damaged. The fuel tanks were drained. Three gallons of fuel were recovered from the left tank and 1.5 gallons of fuel were recovered from the right tank. The recovered fuel included approximately one gallon from each tank that, according to the airplane manufacturer, was considered unusable. The fuel selector was found in the off position. In the month prior to the accident, the 11,420-hour pilot, 64, was suffering from urinary symptoms that were interfering with his ability to obtain adequate sleep. Post-accident toxicology testing indicated that he had likely used at least one prescription sleep aid the night before the accident, in addition to relatively recent use of a sedating over-the-counter antihistamine and a prescription barbiturate medication. While the pilot’s extensive experience and the circumstances of the accident indicate the possibility that he may have been distracted by physical symptoms, impaired by fatigue, or impaired by the effects of one or more of the medications he had recently ingested, the investigation was unable to determine conclusively that he suffered from impairment or distraction. Probable cause: A loss of engine power in flight due to fuel starvation as a result of the pilot’s inadequate inflight fuel planning and the pilot’s failure to maintain airspeed while descending for a forced landing. Aircraft: Cessna 195. Injuries: None. Location: Burnet, Texas. Aircraft damage: Substantial. What reportedly happened: When the pilot approached his destination airport, the winds were reported to be from 280° at 15 knots, gusting to 27 knots with peak winds of 32 knots. The pilot performed a go-around on the first attempt to land on runway 1. After increasing the landing speed by 15 knots, he performed a “normal wheel landing” in the tailwheelequipped airplane. On roll out, the airplane drifted left and the pilot was unable to correct the direction with ailerons and rudder. He attempted to increase control authority by lowering the tailwheel, but was unable to maintain control. The airplane ground-looped and went off the
April 1, 2011
right side of the runway. The left gear sheared from the fuselage and the airplane came to rest in a grassy area between the runway and taxiway, where it sustained substantial damage to the gear box, left wing, and left aileron. Probable cause: The pilot’s inadequate compensation for gusting crosswinds during landing. Aircraft: Cessna 210. Injuries: 1 Fatal. Location: Edinburg. Texas. Aircraft damage: Destroyed. What reportedly happened: Shortly after takeoff, the private pilot, who had logged 512 hours, including 262 in the 210, reported engine problems and difficulty maintaining altitude. He initially reported that he would land at a local airport, however, he later stated that he would not make it to that airport. The airplane came down in power lines and ultimately crashed in an orange grove and caught fire. Several areas free of obstacles were located between the point the pilot reported the loss of power and the accident site. Probable cause: A loss of engine power for undetermined reasons. Contributing to the accident was the pilot’s failure to select a suitable alternate landing site. Aircraft: Remos. Injuries: 1 Serious. Location: Jefferson, Wash. Aircraft damage: Substantial. What reportedly happened: A witness reported observing the airplane on approach to runway 9. The winds were coming from the south to southeast with light to sudden gusts of 25 to 30 mph. The airplane appeared to be slow as it approached the runway. Suddenly the right wing rose up, and the plane nosed into the ground. It came to rest in a nosedown attitude after cartwheeling about 180°. Probable cause: The pilot’s inadequate compensation for the gusty crosswinds conditions while approaching to land. Aircraft: Beech A36TC. Injuries: None. Location: Roseburg, Ore. Aircraft damage: Substantial. What reportedly happened: According to the pilot, while on the downwind leg for landing he used the airplane’s checklist, but deferred putting the landing gear down. He did not refer to the checklist again. The pilot said his attention was focused outside the cockpit, and he forgot to lower the landing gear. The airplane came down on its belly and slid to a stop. Probable cause: The pilot’s failure to follow the landing checklist, which resulted in a gear up landing. The pilot’s diverted attention also was a factor.
April 1, 2011
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Calendar of Events Eastern United States
March 29-April 3, 2011, Lakeland, FL. Sun ‘n Fun Fly-In (LAL) 863-644-2431. April 2, 2011, Morristown, NJ. Fly-in/ Drive-in w/Free Lunch & Wings Seminar (MMU) 973-267-3223. April 2, 2011, Barnwell, SC. South Carolina Breakfast Club (BNL) 803-446-0214. April 2, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Aprill 2, 2011, Atlanta, GA. Fly-in/ Drive-in w/Free Lunch & Wings Seminar (PDK) 678-281-0631. April 6-10, 2011, Wauchula, FL. Bensen Days. Gyroplanes & Experimental Helicopters (CHN) 561-718-3922. April 16, 2011, Tampa, FL. Tampa Bay Safety Stand Down (VDF) 407-257-0857. April 23, 2011, Ft. Lauderdale, FL. 5th Annual Customer Appreciation Day-Banyan’s Aviation Store & TropicAero.com 954-493-8618. April 23, 2011, Scotia, NY. 1st Annual Lawrence H. R. Thiers Memorial Fly-in (SCH) 201-370-1824. April 23, 2011, Gainesville, FL. 1st Annual Gator Fly-in (GNV) 352-373-0249. April 24, 2011, Cumberland MD. Breakfast Fly-in (CBE) 814-784-3576. April 30, 2011, New Smyrna Beach, FL. Putters & Props (EVB) 386-690-8557. April 30, 2011, Freehold, NY. Nutmeg Soaring Open House (1I5) 860-350-3903. April 30-May 1, 2011, Suffolk, VA. Virginia Regional Festival of Flight (SFQ) 804-358-4333. May 1, 2011, Ft Meyers, FL. Fly-in Drivein Breakfast (FMY) 239 540-5500. May 6-8, 2011, Roxboro, NC. Carolinas Virginia Antique Airplane Spring Vintage Fly-In 336-945-0143. May 6, 2001, Newark, NJ. New Jersey State Aviation Conference (EWR) 732-968-6908. May 6-8, 2011, Roxboro, NC. Carolinas Virginia Antique Airplane Spring Fly-In 336-945-0143. May 7, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. May 14, 2011, South Boston, VA. 4th Annual Eagle Wing Fly-In (W78) 434-585-2728. May 21, 2011, Milton, FL. 1st Annual AMS Aviation Fly-In & Chili Cook-off (2R4) 850-623-4704. May 23-26, 2011, St Simons Island, GA. AYA 2011 Annual Convention (SSI) 727-644-8361. June 4, 2011, Asheboro, NC. NC Aviation Museum Annual Fly-in (HBI) 336-625-0170. June 4, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. June 5, 2011, Tunkhannock, PA. Skyhaven Fly In Breakfast & Craft Show 570-836-4800. June 13-15, 2011, Sarasota, FL. 65th Florida Aviation Trade Assn Conf 321-383-9662. June 17-19, 2011, Milford, NJ. 100th Anniversary Festival Historic Aircraft Fly-over 908-328-6515. June 19, 2011, Elkhart, IN. Mishawaka Pilots Club Breakfast (3C1) 574-522-6889. July 2, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359.
North Central United States
Apr. 2, 2011, Oshkosh, WI. EAA 252 Pancake Breakfast Steve Wittman Birthday Celebration (OSH) 920-419-5631. April 9, 2011, Savoy, IL. U of Illinois Flying Team Fly-In Breakfast (CMI) 630-338-7880. Apr. 9, 2011, Brookings, SD. SDSU Aviation Fly-In (BKX) 605-688-5769. April 10, 2011, Ashland, OH. Pie-InThe-Sky (3G4) 419-281-3966. April 15-17, 2011, Cincinnati, OH. Sporty’s Private Pilot Ground School (I69) 513-735-9500. April 16, 2011, Dubuque, IA. U of Dubuque Flight Team Pancake Breakfast (DBQ) 630-660-6413. April 16, 2011, Greenwood, IN. FAA Safety Standown Pancake Breakfast (HFY) 317-865-2770.
Apr. 20-21, 2011, Des Moines, IA. Iowa Aviation Conference. 515-727-0667. Apr. 16, 2011, Lafayette, IN. Purdue University Fly-In 765-618-3723. April 30, 2011, Ypsilanti, MI. Alpha Eta Rho-Sigma Chi Pancake Fly-In (YIP) 734-548-0190. May 1, 2011, Grafton, ND. Fly-In Breakfast (GAF) 701-520-9174. May 5, 2011, St. Charles, IL. CABAA Safety Stand-Down (DPA) 847-249-8557. May 21, 2011, Blaine, MN. Blaine Aviation Days (ANE) 763-568-6072. May 29, 2011, Lake City, MI. 49th Annual Fly In/Drive In Pancake Breakfast (Y91) 248-925-6750. June 4, 2011, Council Bluffs, IA. Spring Open House and Flight Breakfast (CBF) 402-981-4633. June 4, 2011, Bolingbrook, IL. 12th Annual Cavalcade of Planes 630-759-1555. June 5, 2011, Reedsburg, WI. 59th Annual Fly-in Breakfast 608-524-6448. June 5, 2011, Audubon, IA. Flight Breakfast (free to fly-ins) 712-563-3780. June 12, 2011, Joliet, IL. Joliet Airport Festival (JOT) 815-741-7267. June 17-21, 2011, Iowa City, IA. 35th Annual Air Race Classic Kickoff 319-331-6235. June 21, 2011, Lacon, IL. Fly-In Breakfast (C75) 309-246-2002. June 21-24, 2011, Iowa City, IA to Mobile, AL. 35th Annual Air Race Classic 319-331-6235. June 21, 2011, Valparaiso, IN. Pancake Breakfast & Young Eagle Rally (VPZ) 219-771-7071. June 18, 2011, Eldridge, IA. Quad City Air Show 563-285-7469. June 19, 2011, Eagle River, WI. Father’s Day Fly-in & Airport Expo (EGV) 715-479-7442. July 2, 2011, Sandusky, OH. 1940’s USO Themed Hangar Dance 419-626-5161. July 9, 2011, Larchwood, IA. Zangger Vintage Airpark Flight Breakfast (2VA) 712-477-2230. July 10, 2011, Manitowoc, WI. Instrument Refresher: A Review of the FARs (MTW) 715-252-3326 July 16, 2011, Hampton, IA. Hampton Firefighters Assn Fly-in Breakfast (HPT) 515-971-8110. July 17, 2011, East Troy, WI. Annual Open House/Fly-in Drive-in Breakfast 262-391-5177. July 21, 2011, Keokuk, Iowa. 2011 L-Bird Convention and Fly-In 319-524-6203. July 25-31, 2011, Oshkosh, WI. EAA AirVenture Oshkosh, Wittman Regional Airport (OSH) 920-426-4800.
South Central United States
April 2, 2011, Addison, TX. Fly-in/ Drive-in w/Free Lunch & Wings Seminar (ADS) 972-407-0295. April 8-10, 2011, Pineville, LA. Spring FlyIn & Campout (2LO) 318-452-0919. April 16, 2011, Newton, KS. Wings Of Remembrance Spring Fly-In Breakfast (EWK) 316 644-6525. April 16, 2011, Eastland, TX. Fly-In. Free BBQ lunch (ETN) 254-631-1830. April 16, 2011, Bryan, TX. Flying Aggies Annual Fly-In (CFD) 979-450-2048. April 16, 2011, Houston, TX. Wings & WheelsCessna Sky King Day (HOU) 713-454-1940. April 16, 2011, Cookson, OK. Mary Kelly Wild Onion & Egg Fly-in (44M) 918-457-4774. April 29, 2011, Eureka Springs, AR. Aviation Cadet Reunion 479-253-5008. April 30, 2011, Shady Shores, TX. Pancake Breakfast & Airpark Tour (5TXO) 972-989-6770. April 30, 2011, Jonesboro, AR. Spring Classic Fly-In/BBQ lunch (23AR) 870-219-4086. April 30, 2011, Lancaster, TX. Lancaster Regional Fly-In Air Race (LNC) 972-227-5721. April 30, 2011, Center, TX. 8th Annual Center Fly-In & Airshow (F17) 936-598-3682. May 7, 2011, Brewton, AL. 2nd Annual
Brewton Spring Fly-In 251-867-9997. May 7, 2011, Jennings, LA. Barnstormer’s Air Festival (3R7) 337-278-5144. May 27-29, 2011, Ranger, TX. Ranger Fly-in & Airshow #4 (F23) 254-433-1267. June 2-5,2011, Junction City, KS. National Biplane Fly-in (3JC) 785 210-7500. June 4, 2011, Midlothian/Waxahachie, TX. Pancake Breakfast Fly-In (JWY) 972-923-0080.
Western United States
April 2, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in(1C9) 831-726-9672. April 2, 2011, Mesa, AZ. Falcon Field Open House (FFZ) 480-644-2450. April 16, 2011, San Anderas, CA. Calaveras Air Faire (CPU) 209-754-3909. April 16, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-in (A30) 530-467-3158. April 16, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. April 17, 2011, LaVerne, CA. April Aircraft & Car Display (POC) 626-576-8692. May 1, 2011, Half Moon Bay, CA. Pacific Coast Dream Machines Show 650-726-2328. May 7, 2011, Reedley, CA. Reedley Airport Fly-in and BBQ 559-859-0374. May 7, 2011, Ranger Creek, WA. Prepare Strip for Summer Flying (21W) 425-228-6330. May 7, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-in(1C9) 831-726-9672. May 13, 2011, Columbia, CA. Int’l 180/185 Fly-in, Camp-in (O22) 503-610-1868. May 14-15,2011, Chino, CA. Planes of Fame Airshow 909-597-7576. May 20-21, 2011, Idaho Falls, ID. Idaho Aviation Conference 208-524-1202. May 21, 2011, Colorado Springs, CO. Intl Learn to Fly Day (COS) 719-573-4452. May 21, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-in (A30) 530-467-3158. May 21, 2011, Santa Barbara, CA. 2nd Annual Learn to Fly Day (SBA) 805-455-3575. May 21, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. May 28-29, 2010, Hollister, CA. Hollister Airshow (CVH) 831-636-4365. May 28, 2011, Heber City, UT. Memorial Day Fly-in (36U) 435-657-0755. June 4, 2011, Woods Cross, UT. Skypark Airport Open House (BTF) 801-397-2324. June 4-5, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-in(1C9) 831-726-9672. June 10-11, 2011, Marysville, CA. Golden West Fly-in (MYV) 530-852-0321. June 11, 2011, Ukiah, CA. Airport Day/Community Festival (UKI) 707-467-2855. June 11, 2011, Merced/Atwater, CA. Castle Airport Open House & Military Appreciation Day (MER) 209-385-7686. June 11, 2011, Boulder, CO. 3rd Annual
1940’s WWII Era Ball 720-924-1949. June 18-19, 2011, Tonasket, WA. Tonasket Father’s Day Fly-in (WO1) 509-486-4502. June 18, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. June 18, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-in (A30) 530-467-3158. June 18-19,2011, Olympia, WA. Olympic Air Show (OLM) 360-705-3925. June 25, 2010, Longmont, CO. Longmont Expo 2011 303-651-8431. June 25, 2011, Caldwell, ID. Celebration of Flight Air Show (EUL) 208-841-1500. June 25-26, 2011, Rancho Murieta, CA. 1st Annual West Coast Rag Wing Round-up (RIU) firstname.lastname@example.org July 2-3, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-in(1C9) 831-726-9672. July 6-10, 2011, Arlington, WA. Arlington Fly-in (AWO) 360-435-5857. July 6-10, Arlington, WA. West Coast Cherokee Fly-In (AWO) 425-355-8737. July 16, 2011, St. Maries, ID. S72 Flyin Breakfast 208-773-8522. July 16, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. July 16, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-in (A30) 530-467-3158.
April 16, 2011, Anchorage, AK. Alaska Seaplane Seminar 907-262-3872. April 30-May 1, 2011, Anchorage, AK. Alaska State Aviation Trade Show & Conf 907-245-1251.
April 4-6, 2011, Grand Bahama Island, The Bahamas. Bahamas Adventures Fly-Out (MYGF) 954-236-9292. April 24-26, 2011, Kuala Lumpur, Malaysia. Aerospace Meetings Kuala Lumpur +33141864146. Apr. 27-29, 2011, Singapore, Singapore. Aerospace Supplier eXchange +65 6319 2668. June 9-10, 2011, Bangkok, Thailand. CANSO Asia Pacific Conference 023 568 5390. June 25, 2012, Tianjin, China. Aeromart Tianjin +33141864186. Oct. 1-3, 2012, Guadalajara, Mexico. Aerospace Meetings Guadalajara +33141864186. Dec. 4-6, 2012, Toulouse, France. Aeromart Toulouse +33141864186.
The Calendar of Events is published as a public service for our readers and is available in its entirety on our website.To submit an event, go to GeneralAviationNews.com, click on Calendar, then follow Submit an Event instructions or fax information to 253-471-9911.
General Aviation News — 800.426.8538
New Products Instrument cleaning kit now at Aircraft Spruce
Aircraft Spruce now offers the EZ-Clear Cleaning Kit for cockpit instruments. The kit meets the Garmin G1000 Pilot Guide specs for cleaning, and it is safe to use on glass panels to remove fingerprints and dust, noted company officials.
split times, alarm, countdown, second time zone with independent alarm, UTC, and perpetual calendar. There will be 500 watches produced, with 50 given to the 100th Anniversary of Naval Aviation Foundation, of which Breitling is a sponsor. For each additional watch sold, $100 will be donated to the foundation. Price: $4,500. Breitling.com
Computerized maintenance tracking program debuts
The kit contains three EZ-Clear cleaning packs and one polishing cloth, which is washable. The cleaning packs, which are ammonia free, aviation-grade, and will not remove or damage any anti-reflective coating, will last between three and four months depending on frequency of use. Price: $12.95. AircraftSpruce.com
IMC Club releases Android app
IMC Club International has released a new Android application, which delivers the IMC iNews, podcasts, and IMCTV Video and other aviation related content to a pilot’s Android wireless device. The free app is downloadable from IMCClubs.com/mobile as well as the Android Market. IMCClubs.org
Watch celebrates Naval Aviation’s 100th year
Swiss watchmaker Breitling has released a special timepiece in celebration of the 100th anniversary of naval aviation — the Naval Centennial Limited Edition Airwolf.
Fleet Aviation now provides a Computerized Maintenance Tracking Program specifically for piston aircraft. Owners who join Fleet’s program will have all of their aircraft records centrally organized. Remote access enables tracking and transcribing of aircraft management and maintenance, officials said, noting the program uses the same system the company employs to track Part 135 charter operations. FlyFleet.com
AvFab receives STC for high-density seat
Aviation Fabricators (AvFab) has received STC approval for its High Density “Traveler Seat” for the King Air series aircraft. The high-density seating options, designed to add passenger capacity, are available in a “Narrow Back” version allowing installation in a later model B200/B200GT and 350 King Air, without removing the arm ledges from the sidewall. Kits include seat belts, foam backs and bottoms, track fittings, life vest, and installation instructions. Add-on options include aisle-side arm rest, headrest, and side wall/arm ledge panel for outboard armrest. AvFab.com
New maintenance facility at SUS
West County Aero has opened its new maintenance facility at Spirit of St. Louis Airport (SUS) in Chesterfield, Mo. The new 19,000-square-foot hangar will be used for maintenance as well as aircraft storage. This move has also created the opportunity for West County Aero to open an aircraft interior shop providing interior, refurbishment and restoration, officials said. WestCountyAero.com The watch features functions such as 1/100th of a second chronograph with
Million Air opens Yuma FBO
Million Air recently celebrated the grand opening of its newest FBO at the
Yuma International Airport (YUM) in Arizona. Freeman Holdings of Arizona, which owns the franchised FBO, invested about $2.2 million in the construction of a new 9,600-square-foot facility, which includes standard Million Air amenities, such as a coffee bar, theater room, flight planning room, multi-media conference room, and a Jet-a-way Café. The investment also included site improvements to the 8,800 square feet of hangar space and 1 million square feet of ramp space, in addition to the purchase of equipment to service everything from single-engine pistons to Antonovs, company officials add. MillionAir.com
April 1, 2011
Seaplane Refresher Course introduced
Gleim has just released its newest online course: The Seaplane Refresher Course, which enables seaplane-rated pilots to stay current and pass their next flight review in a seaplane.
Buy a Pilatus, get an iPad
Pilatus Business Aircraft, manufacturer of the PC-12 NG, is giving new customers an Apple iPad pre-loaded with the Pilots Information Manual, an introduction to the company and the PC-12 NG, and key delivery documents. Also included is customized content documenting the manufacture, assembly and completion of each owner’s particular aircraft, as well as aviation apps such as Fore Flight, My Radar Pro and others.
The interactive study program includes several study units, including The Seaplane Environment; Alterations, Performance, Weight and Balance; Emergency Operations; Docking and Beaching; and more. Course access lasts for 12 months. Price: $24.95. Gleim.com
Dynon releases Skyview 3.0
Introduced in 1994, the PC-12 features a Honeywell Primus Apex avionics system, a cockpit and cabin designed by BMW Group Designworks USA, and a Pratt & Whitney Canada PT6A engine. Pilatus-Aircraft.com
Bondhus unveils insulated tools
Bondhus Corp., through its German marketing partner FELO, has unveiled a full line of insulated tools, including screwdrivers, bit drivers and pliers.
Each tool is inspected, tested and certified to comply with all critical safety standards, including insulation safety testing at 10,000 volts, according to company officials. Bondhus.com
Dynon Avionics has released Version 3.0 for the SkyView Integrated Glass Panel system. This release allows SkyView to utilize Jeppesen NavData as part of its GPS navigation software. Other new features include enhanced airport data, airspace altitudes, a larger HSI display, and a pilot selectable G-Meter, according to company officials. As part of the agreement between Dynon and Jeppesen, Jeppesen is offering 50% off the regular annual subscription price for NavData and obstacle data for Dynon customers until midnight MDT May 15 with promotion code DY50N011. That’s a savings of up to $265, according to company officials. Version 3.0 makes available SkyView SV-MAP-270 GPS Navigation Software for a one-time fee of $500. Customers can use this software on their SkyView as a free trial for 30 flight hours. Other new customer-requested SkyView features are a larger HSI display, plus an G-Meter that combines a large, classic analog display with advanced digital functionality. Customers can download SkyView Version 3.0 for free from the Dynon website. DynonAvionics.com
April 1, 2011
General Aviation News — Buyer’s Guide Marketplace
LightHawk launches online Mission Map
McCauley • Hartzell • Sensenich Propellers • Governors Dynamic Balancing 5 Airport Road
Alexander Airport Belen, NM 87002
Toll Free: 888-477-5067 Fax: 505-864-4555 email@example.com
LightHawk has launched a new mission map powered by Google Maps that provides a never-before-seen, behindthe-scenes glimpse of its flight missions across the U.S., Mexico, Central America, and in parts of Canada. Founded in 1979, LightHawk is the largest and oldest volunteer-based environmental aviation organization in North America, according to the organization’s officials. The group flies more than 1,000 missions each year for hundreds of conservation partners. “By making this mission map available online,” said Rudy Engholm, LightHawk’s executive director, “it provides an at-a-glance view of our donated flight missions and allows users to search our missions database by whatever conservation issue interests them.” LightHawk volunteer pilots provide donated flights to conservation groups to help illuminate environmental issues. The free flights help conservation groups to better protect land, water and wildlife, according to officials. “One of the best things about this mission map,” said Bev Gabe, communications manager for LightHawk, “is that it shows the incredible range of missions geographically, as well as by type of conservation. It’s amazing to see the amount of missions our dedicated corps of volunteer pilots have flown for all sorts of conservation efforts across the U.S., Mexico, down into Central America and in parts of Canada.” LightHawk’s Mission Map is updated continually as flights touch down each day. Lighthawk.org “The day after I retire you will see my obituary in the newspapers. I hope I can keep my good health a lot longer. I have to live for another 50 years to kick the asses that need to be kicked” — Sporty’s Hal Shevers on the company’s 50th anniversary
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General Aviation News — Buyer’s Guide Marketplace
April 1, 2011
ALASKA STATE AVIATION TRADE SHOW & CONFERENCE THE GREAT ALASKA AVIATION GATHERING! PRESENTED BY THE ALASKA AIRMEN’ S ASSOCIATION
SATURDAY, APRIL 30, 9AM–6PM SUNDAY, MAY 1, 10AM–5PM FEDEX MAINTENANCE HANGAR TED STEVENS ANCHORAGE INTERNATIONAL AIRPORT ANCHORAGE, ALASKA
Alaska’s largest aviation trade show and conference is about flying in Alaska. Over 275 nationwide aviation-only exhibitors will display the latest technology, products, education, and safety. Inside and outside static displays feature light sport, general aviation, experimental, commercial, corporate and military aircraft. No admission and free parking. For information call (907) 245-1251.
Painting by John Hume
FedEx service mark used by permission
April 1, 2011 Aeronca - 1050 CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. firstname.lastname@example.org www.rainbowflying.com CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. email@example.com www.rainbowflying.com FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMAâ€™d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com Aviat - 1400 AVIAT HUSKIES 2005 thru 2008 used, new â€˜08 amphib, taking 2011 orders. Jim Taylor, McCreery Aviation, 956686-1774. Beech Sierra - 1525 1970 BEECH Sierra 200 hp, nice paint and interior, IFR, autopilot, $35,750. West One Air. 208-455-9393 firstname.lastname@example.org Beech Baron - 1602 1965 BARON, IFR, coupled GPS autopilot, 275 SMOH. $87,750. Will Trade. West One Air. 208-455-9393 email@example.com Beech Travel Air - 1614 1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, Reduced $63,000 or Trade. West One Air 208455-9393. firstname.lastname@example.org Cessna 150 - 1904 1964 CESSNA 150D, TT4943, 34SMOH, IFR, (2) Nav/Coms, transponder, intercom. Excellent paint and interior. Fresh annual. $18,500. Call Bill, CO/719-4402115. BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. Youâ€™ll love it! www.cessna150book.com
General Aviation News â€”â€Ż Classified Pages 1966 C-172G O300D 4020TTAF, 130SMOH, Millennium cylinders, MX-300 Nav/com, Narco-xpdr, audio-panel, 4-pl-intercom. may-annual, hangared @DEW. Nice Airplane. $32,500/OBO. 509-999-7298, 509-328-6216. 1969 C-172K. 180 HP conversion. Horton STOL kit. 10 SMOH, 10 SPOH. New upholstery. Current June annual. $67,000. 5% discount if purchased before April 14. 509750-7225 . 1980 C-172RG 9001-TT, 490-SMOH, Garmin-430, mode-S, recent interior, good paint. Many extras. $56,000. Contact Al Hunter at 509-886-0233. email@example.com 1973 C172M, 1970 SNew engine, 3650 TTSN, King IFR, KLX135A GPS/COM. California plane. $24,950. CA/510-783-2711. www.americanaircraft.net 1977 SKYHAWK 180HP, 3105-TTSN, 978SMOH, Apollo IFR, GPS, S-Tec 30 A/P, Bush STOL, C/S prop, new P&I, NDH. $69,950. 510-783-2711. 1957 C-172. 3375TT, 541SMOH. $31,000. Check out this beautiful, one-of-a-kind C-172: For info/pics go to: www.inconceivableaviation.com or call 360-435-2334. 1977 C-172N, 2670-TTAF, 1420-TTE O-360 Lyc-180hp, all logs, Flybuddy-GPS, DME, full-IFR, NDH. CSP, new annual, hangared Bandon OR, $59,000. 907-305-3056. 1977 C-172, 2328-TTAF, 1040-TTE, O-360 Lyc-180hp, all-logs, full IFR, annual-10/10, hangared Big Bear/CA sinceâ€™90, blk heater, new uphol, $59,000. 661-200-3893. Cessna 180/185 - 1908 1973 C-180J. 2590TT, 352SMOH, P&I. Wheels & floats. Great equipment list & complete logs. Like new. See at www.waterfallproperty.net 907-254-2163. 1977 C-185 3480TT, Engine 10hrs TT Gold Seal Reman, Prop 790hrs 3-blade McCauley, Fresh annual, All Logs, NDH. $135,000. ID/208-308-1852. Cessna 182 - 1909 1976 C-182P 4844-TT, 1427-SMOH, 830-SPOH, IFR, DME, GPS, LRT, NDH, all logs. Leather int., hangared, extras!. Solid Aircraft. $77,000. 503-871-6722.
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CESSNA WINGS REBUILT ON JIGS BEECH/CESSNA Control surfaces reskinned on jigs Call for quotes. West Coast Wings 707-462-6822. FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMAâ€™d parts for 120-185.Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com 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. www.selkirk-aviation.com or 208-664-9589. Champion Parts - 2055 FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMAâ€™d parts Univair, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll-free 1-888-433-5433, info 303-3758882, FAX 1-800-457-7811, www.univair.com Citabria - 2150 CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax1616 firstname.lastname@example.org www.rainbowflying.com Citabria Parts - 2155 FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMAâ€™d parts Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com DeHavilland - 2400
CLASSIC 1963 Cessna 150: "The most capable, desirable model year for the 150" Economical Turnkey Primary Trainer 650-SMOH 5890-TTAF. "This was an extensive high quality restoration w/complete documentation; just about everything on aircraft is new or overhauled!" Superior Millennium cylinders, new carburetor / Air box / magnetos very strong, smooth, dynamic balanced leak free engine. Always hangared, covered when traveling (custom Bruce's cover) Last three years in dry Idaho environment ACF-50 treated Flies straight hands off, aerodynamically fast for the model New wool headliner, seat upholstery, carpet, refinished interior Shoulder harnesses, 720 NavCom, panel mounted intercom Custom panel mounted GPS Meticulously maintained and babied by A&P owner Very complete annual 10/2010. Reduced/$25,000. 831-684-0685, 408-529-0230. Cessna 152 - 1905 C-152 Lease with maintenance guarantee within 100miles from Olympia. Two FBOâ€™s and flying clubs. P&P Leasing. Earl Pearson 360-292-7220, 360-754-5221. Cessna 170/175/177 - 1906 1968 C-177 Cardinal, TTAF 3360, SMOH 1,000. Nice paint. Runs perfect. Hangared. Fresh annual. $29,000. 360-293-9249.
1953 C-195B, 3300-TT, 680-SMOH, 266-SPOH, Hangared, wheel pants, 8 in & out, Clevelands, Dual Com/ Nav, X-ponder, $69,000, 253-631-0958. Cessna 200 Series - 1912 1970 CESSNA Turbo 210K. Completely refurbished. Leather interior. Major Avionics upgrade. $110,000. West One Air. 208-455-9393. email@example.com Cessna 300 Series - 2005 1978 CESSNA T310R 2300 TT. $125K. Call Joe for specs and pictures. 425-770-0888.
1962 172C 4118 TT, 433-SMOH by Mattituck. KX125 radio. Narco AT150 xpdr. One sweet airplane! $24,900/OBO. 360-681-4965. 1969 CESSNA-172K, 4629-TT, 1546-SMOH O-320 E2D. Aircraft is configured for floats, had PK-2300 floats on it. $39,000. William Duvall 253-307-9271. 1967 C-172 180hp, new paint & interior, IFR. $51,750. West One Air. 208-455-9393. firstname.lastname@example.org
1956 DEHAVILLAND BEAVER, 5-hours since stunning new paint and leather interior. SN-994. 12,100TTSN, 830since Covington Major. 20-hours on 3-bladed Hartzell Wipline 6000-Amphibs. $465,000w/free delivery in North America. (just more opportunity for me to fly it). Ron, TX/806-662-5823-cell; email@example.com Ercoupe - 2550
1948 ERCOUPE 415E N3460H, C-85, 194-SMOH, 4.5gal/hr Millennium-cyl, annual due/0211, auto-gas STC, no rudder-pedals, fabric-wings, King-radio, full-panel, 3gyros, hangared. $21,000. 307-250-7619 FREE UNIVAIR INVENTORY LISTING Thousands of type Certificated parts direct from our factory. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, www.univair.com Grumman - 2850 FOR SALE Grumman Cougar Twin Engine Lycoming. â€œOâ€? time since major overhaul, 160mph-16gal/hr-4seats. A beautiful Aircraft. $125,000. Jackson, MS. firstname.lastname@example.org
1973 177B. Cardinal 2600TTSN. Exceptional In&out. Imron custom paint. Hangared. 684hrs on factory-reman Fresh annual. $54,950. 541-471-9337. Grants Pass OR. Cessna 172 - 1907
FOR SALE 1980 CESSNA-340A, Ram VII. VGâ€™s. 7349AFTT. Both Engines & Props. 1278TT since Ram VII conversion 604. Always hangared. $159,000. 509-747-2017. Cessna - 2020 CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650.
Luscombe - 3300 LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. www.Luscombe.org. 480650-0883. Luscombe Parts - 3310 FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMAâ€™d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com Maule - 3400 1964 MAULE M-4 #46. Recover-project. Epoxy primed ready for pre-cover inspection. Most material for recover. 2220.59-TT, 327.77-SMOH. KX-170B. $16,500. 208762-3043. MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, www.maules.com. Mooney - 3500 1964 MK20-C, TTAF 2505, 75hrs Lycoming (0 time reman), NDH, recent annual. $39,900. Very clean. Eric, 206-261-3047.
LAKE AERO STYLING YOUR ONE STOP MOONEY â€œMALLâ€? Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure: Email: LasarMods@aol.com www.lasar.com PARTS: 800-954-5619 or 707-263-0581 OFFICE 707-263-0412 FAX 707-263-0420 LASAR PLANE Sales has many Mooneys on consignment. Call for info & free Mooney Buyers Guide, 707263-0452, Fax: 707-263-0472. See us on the internet: www.lasar.com, email: email@example.com MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax 210-979-0226. parts@LoneStarAero.com RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Toll Free 877-758-3232. Fax 541-9288356. Email firstname.lastname@example.org Navion - 3600
1964 CESSNA 182G, TT-5441, 583 SMOH, 93 STOP, 675 prop, IFR w/DME, LR tanks, paint-8, new-int. Freshann. $44,500. Bill, CO/719-440-2115. 1960 SKYLANE, 5350+TT,1170-SMOH, 150-SPOH, P&I-9, Garmin-135A GPS/com, King KX170A VOR w/GS, Apollo SL70 xpdr, EGT/CHT, cowl/manual flaps. slant tail, Horton STOL, aileron/ flap-gap seals, leading edge cuff wingtips, stall fences, 4-pl intercom, ext baggage, current June annual. $47,000. 5% discount if purchased before April 14. Ron/509-750-7225. Cessna 190/195 - 1910
1948 NAVION-A/L17B 4832-TT, Cont-E185-9, 205hp, 1033-SMOH, 411.1-STOH, 25hrs-prop, Aug-annual, full IFR, DME, GPS, updated-panel, PA-tail, always-hangared, many-military records, $49,500. 360-239-1291. 1962 NAVION Range Master G-H. IO-520BA-285hp, 902-SRMN, 168-STOH, 902 SN-3-bl prop, 5,246-TTAF, Brittain 5B5-3 axis A/P coupled to GPS, dual G/S, KX155/KI-209A, KN-53/KI-209, Garmin-300XL GPS, Garmin GTS-327, xpdr, Bendix BX-2070 ADF, Ameri-Ing AK-350. P&I-Excellent. Very well maintained, NDH, 5-pl, fresh annual. $89,900. 937-430-2482. North American - 3680
1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000. Will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823, email@example.com
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