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$2.95 • MAY 9, 2019 71ST YEAR. NO. 9

Vintage Vixen

2019 SUN ’n FUN Antique Grand Champion


What goes up... Golden Knights Gusto Flying in That’s All Brother 10,000 hours in a Mustang


General Aviation News —  800.426.8538

May 9, 2019

May 9, 2019 —


The TOC EDITORIAL Janice Wood, Editor


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

General Aviation News • 71st Year, No. 9 • May 9, 2019 • © 2019 Flyer Media, Inc. • All Rights Reserved.

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Photo by Frederick A. Johnsen

Red and green illumination highlights the U.S. Army’s Golden Knights parachute team making last-minute preparations before leaping into the night over SUN ’n FUN on April 6, 2019.



6....... Pilot flies to all 108 Oklahoma airports 6....... Wings Over the Rockies, new PBS series 8....... EAA chapter offers a free Flying Start 8....... Skyblazer Academy debuts 9....... FAA approves drone package deliveries 9....... SocialFlight expands to Europe 13..... What goes up… 17..... Golden Knights Gusto 18..... That’s all, Brother: A veteran for the ages 20..... 10,000 hours in a Mustang

Columnists 10..... TOUCH & GO: When 2 equals 4 11..... POLITICS FOR PILOTS: What you don’t know… 12..... ASK PAUL: Are these cylinders steel or nitride? 14..... OF WINGS & THINGS: When Nancy flew the Atlantic first 23..... SPLOG: The speedy LSA of Europe

On Final 26..... Accident Reports 30..... New Products 36..... Aviation Classifieds

NOTICE: The next issue will be mailed May 23, 2019.

Photo by Dan Johnson

The Tarragon is one of four speedy light-sport aircraft from Europe that may soon be available in the U.S.

COVER SHOT Every detail on “Georgia Girl,” the 2019 SUN ’n FUN Grand Champion in the Antique category, was perfection. The aircraft is a 1941 WACO UPF-7, N32091, owned by Steve Zoerlein of St. Charles, Illinois. See a picture of the full airplane on Page 22. Cover Photo by Russell Kasselman.


General Aviation News —  800.426.8538

May 9, 2019

Leading Image

Photo by Ryan Cleaveland

Panchito shines in the early morning light of Florida on the warbird ramp at SUN ’n FUN.

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May 9, 2019 —


Briefing ExpressJet Airlines has introduced a Rotor Transition Program that provides financial assistance for rotorcraft pilots to gain the fixed-wing certifications necessary to begin a flying career with the airline. The program provides up to $22,000 in assistance and the flexibility to choose where pilots complete their certifications.

Bye Aerospace has renamed its family of electric aircraft formerly known as “Sun Flyer” to “eFlyer” (pictured). The new name more accurately represents the aircraft’s all-electric propulsion system, company officials note. The starting point for the D-Day Squadron’s journey to Europe to commemorate the 75th anniversary of the invasion of Normandy will be Waterbury-Oxford Airport (KOXC) in Oxford, Connecticut. The squadron will take off for Normandy on May 19, but there will be a full week of activities to kick off the event, including a fly-over of the Statue of Liberty on May 14, according to officials. World War II ace Clarence “Bud” Anderson will be saluted at EAA AirVenture Oshkosh 2019, which is slated for July 22-28 at Wittman Regional Airport in Oshkosh, Wisconsin. Also planned is a reunion of North American P-51 Mustangs, the aircraft flown by Anderson in his “Old Crow” markings during the war.

The Aircraft Owners and Pilots Association Air Safety Institute has released “Thunderstorm Challenge,” its first video-formatted course in a new Weather or Not safety course series. Photo by Bye Aerospace

EAA invites all flying P-51 aircraft to Osh­kosh for the event, Duncan Aviation’s Duncan Family Trust has given $56,000 to Western Michigan University for the annual award of a $2,500 Duncan Aviation

Maintenance Scholarship for a student enrolled in the university’s four-year aviation maintenance program. The scholarship winner also will get a paid internship at the company’s Battle Creek, Michigan, Maintenance, Repair and Overhaul (MRO) location.,

The NTSB has released a Safety Alert, “Stabilized Approaches Lead to Safe Landings,” which includes several examples from accidents and provides tips for pilots. Documents/SA-077.pdf

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General Aviation News —  800.426.8538

May 9, 2019

Pilot flies to all 108 Oklahoma airports Lt. Col. Deirdre Gurry recently completed her personal mission to fly into all 108 public-use airports in the Oklahoma Airport System. Gurry, a military and general aviation pilot, hangars her plane at Enid Woodring Regional Airport (KWDG). Gurry bought an RV-6 a little more than a year ago. Itching for an aviation adventure, it was mid-winter when she began looking for a goal to keep her busy. She said the idea came to her when she received the 2018 Oklahoma Aeronautics Commission (OAC) official aeronautical chart during the Oklahoma Women in Aviation & Aerospace Day held in Tulsa. Gurry’s journey launched this past December and was fulfilled April 24 at Duncan’s Halliburton Field (KDUC). Over a four month period, she took nine day trips, with the Oklahoma Panhandle the longest. “I enjoyed finding buildings with paintings on the roofs. It’s fun to think about the people who leave the art just for us pilots to find! I’ve seen an eight-ball, a smiley face, and even a rooster!” said Gurry. “One thing that was a small, but fun, challenge was transiting between the airports that were very close. I would only do one touch and go or low approach to wet grass fields, and then move on to the next. With some airports very close, switching frequencies, finding the airport, and scan-

Photo by Oklahoma Aeronautics Commission

Lt. Col. Deirdre Gurry recently completed her personal mission to fly into all 108 public-use airports in the Oklahoma Airport System. ning for traffic kept me on my toes.” Oklahoma has four commercial airports and 104 public GA airports, according to officials with the OAC, a state agency funded directly by users of the state airport system through aircraft excise and fuel taxes, and aircraft registration fees. These taxes and fees generate $5 million on average each year to fund the state’s airport system, according to state officials. “Lt. Col. Gurry probably has some great insight as to how the Aeronautics Commission is doing in our mission to main-

tain and improve the state’s airports,” said Grayson Ardies, deputy director of the commission. “My home airport is Woodring Regional in Enid,” Gurry said. “The runway is in great condition and very long. And the shorter runway is great for those strong crosswind days.” “Pilots using the state’s runways can tell you that our pavement has dramatically improved over the past two decades,” Ardies noted. “A commitment by state, local, and federal officials has resulted in

what is now a well-maintained comprehensive airport system.” “OAC’s recently proposed Airport Construction Program (ACP), which invests $130 million of federal, state, and local funding in 66 projects, will go a long way in helping ensure the state’s runways, taxiways, and other infrastructure items are the best they can be for the users of the system,” Ardies continued. Nearly 20 years ago, federal funding for Oklahoma GA airports was significantly lower. The Legislature providing dedicated funding sources enabled OAC staff to develop an ACP proving to the FAA that the state was serious about improving its air transportation system. Now the FAA uses Oklahoma as a model when talking to other states, according to Oklahoma aviation officials. A 2,000’ extension to KWDG’s runway completed a few years ago would not have been possible without the largest state airport grant ever of $2.5 million. The extension was done so that T-38 trainer jets from nearby Vance Air Force Base could land and takeoff from KWDG rather than having to go to Wichita or Tulsa to train when the main runway at Vance is closed for maintenance. The record investment was necessary as the FAA could not invest what it usually would because the extension was driven by military, rather than civil aviation, demand, officials explain.

Wings Over the Rockies subject of new PBS series A new TV series on Rocky Mountain PBS, “Behind the Wings,” features Wings Over the Rockies museum curator Matthew Burchette as he goes behind the scenes with famous aircraft and aerospace icons. Each 30-minute episode begins at a Wings Over the Rockies location with an in-depth look at an iconic aircraft or artifact before transporting viewers to locations around the country. Get a pri-

vate tour of Cessna manufacturing in Independence, Kansas, chat with pilots on the flight line of Naval Air Station Whidbey Island, crawl around the second oldest B-52 Stratofortress in the world, and much more, officials note. “We are thrilled to be bringing Behind the Wings into the homes of thousands of Coloradans,” stated Behind the Wings creator and Wings’ Director of Marketing Ben Theune. “The partnership with Rocky

Mountain PBS is a perfect example of Colorado non-profits working together to educate and inspire the next generation.” “Wings Over the Rockies has special access to so many aviation stories and is the perfect organization to put together this series,” said Julie Speer Jackson, vice president of culture content at Rocky Mountain PBS. “We are thrilled to be their broadcast partner. Our statewide audience loves history and learning new things. I’m

so excited to share this series with them.” Originally started as online videos, Behind the Wings has grown since its inception in 2017. The series has garnered nearly 1 million views on Facebook and YouTube with viewers all over the world. Season 1 of Behind the Wings premiered April 26. Not in Colorado? You can watch episodes of Behind the Wings online at

May 9, 2019 —


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Leading Edge Slat For all 108 Stinsons ...............................108-1811300-2 ......$484.80

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Front Lift Strut, Upper Fillet, Left and Right 108-1001001-0, -1..................... $84.18 Lift Strut Lower Fillet, Left .....................108-1001003-0 ......$181.02 Lift Strut Lower Fillet, Right ..................108-1001003-1 ......$181.02

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Exhaust Systems Muffler, SN 1-3109 ................................... 108-6221702 .. $1,002.79 Muffler, SN 3110 and up........................... 108-6222702 ......$997.13 Perforated Tube, SN 1-3109...................... 108-6221708 ......$242.80 Perforated Tube, SN 3110 and up ............. 108-6222708 ......$242.80 Left Hand Tailpipe, SN 112-3109 ...........108-6221711-0 ......$361.98 Left Hand Tailpipe, SN 3110 and up.......108-6222711-0 ......$331.04 Right Hand Tailpipe, SN 112-3109 .........108-6221711-1 ......$398.17 Right Hand Tailpipe, SN 3110 and up ....108-6222711-1 ......$314.71

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Landing Light Lens 108-1111091 ..................... $57.17

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Aileron Idler Cable .................................... 108-1141206 ......$106.02 Aileron Control Cable................................ 108-1141208 ........$91.47 Flap Control Cable .................................... 108-1141506 ........$94.58 Rudder Cable, 1946-1947......................108-3041003-0 ......$110.92 Rudder Cable, 1948 ...............................108-3041003-2 ......$140.87 Aileron Idler Cable (in fuselage) ............... 108-3041118 ........$61.59 Control Column Cable, Left Half .............108-3041123-6 ......$145.31 Control Column Cable, Right Half ..........108-3041123-7 ......$145.31 Elevator Down Cable ...........................108-3041305-10 ......$110.33 Elevator Up Cable ................................108-3041305-11 ......$103.04 Upper Flap Control Cable (in fuselage) ..... 108-3041511 ........$89.16 Elevator Tab Control Cable (SN 1-2249) ......................................108-3041615-0 ........$79.25 Elevator Tab Control Cable (SN 2250-3500) ................................108-3041615-1 ........$93.55 Rudder Trim Cable (SN 2250-3500) .......... 108-3042620 ........$80.84 Rudder Trim Driver Cable (SN 2250 and up) ................................. 108-3042622 ......$109.44 Rudder Trim Cable (SN3501 and up)......... 108-3042426 ......$135.80 Stainless steel cables are also available. Prices are for individual cables.

108 Series Parts Catalog ..........................................SPM ........$27.97 General Service Manual ..........................................SSM ........$36.93 Service Bulletins and Letters ....................................SBL ........$25.82 Stinson Specs, AD’s and STC’s.................................... SSS ........$10.76 108 CAA Operating Limits ................................. 108CAA ..........$6.45 108-1 CAA Operating Limits.................................. 1CAA ..........$9.01 108-2 CAA Operating Limits.................................. 2CAA ..........$6.45 108-3 CAA Operating Limits.................................. 3CAA ..........$6.45 108-1 Owner’s Manual .......................................... 1WM ........$14.70 108-2 Owner’s Manual .......................................... 2WM ........$14.70 108-3 Owner’s Manual .......................................... 3WM ........$14.70 108-1 Seaplane Operating Limits .............................1SP ..........$9.01 108-2 Seaplane Operating Limits .............................2SP ..........$6.45 108-3 Seaplane Operating Limits .............................3SP ..........$6.45 108 Ski-Plane Supplement .......................................SKS ..........$1.81 108-1 Ski-Plane Supplement .................................1SKS ..........$1.81 Appendix A Supplement ..........................................SXA ..........$1.81 Stinson Story of Aircraft Progress .............................SSY ........$20.80 Stinson Time-Speed-Distance Computer .................SWC ........$11.29 Stinson Computer Instructions ..................................SCI ..........$6.34

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Rudder Steering Arm 108-2583 ......................................$130.96

Landing Gear Fairings Left Fairing 108-5101100-10 .............$302.76 Right Fairing 108-5101100-15 .............$302.76

Carburetor Air Filter For Franklin 150-165 hp and Stinson 108 series Carburetor Air Filter.................................. 108-6221805 ........$69.73 Close Out Strip.......................................108-6221805-8 ........$20.12

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General Aviation News —  800.426.8538

May 9, 2019

EAA chapter offers a free Flying Start By TED LUEBBERS

Photo by Ted Luebbers

EAA Chapter 534 pilot, Paul Adrien, may be the one to give a lucky participant an Eagle Flight in his Burt Rutan designed LONG-EZ, which he built.

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Experimental Aircraft Association Chapter 534, based at Leesburg International Airport (KLEE) in Florida, is offering its free Flying Start program to those folks who always wanted to learn to fly, but never quite got around to it. The program will take place at the airport’s administration building Saturday, May 25, and will start promptly at 9 a.m. There is no charge for the program, which will be run by chapter members and flight instructors from the area. You should be prepared to spend the morning at the airport. The program is limited to 15 people. Make your reservation with John Weber, EAA Chapter 534 VP and light sport certified flight instructor, via email at The day will open with a presentation about flying and preparing for a private pilot’s license or a light sport pilot’s license. Plenty of time will be allotted to answer all your questions, chapter officials note.


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You will meet members of the Experimental Aircraft Association Chapter 534, and talk one-on-one with pilots and certified flight instructors so that you will have a complete understanding of what is involved — including cost — to gain that longed-for pilot’s certificate. Following this session each person will have the opportunity to take a 30-minute Eagle Flight with one of EAA Chapter 534’s volunteer pilots in their airplanes. Each pilot will do a thorough pre-flight of their general aviation fixed wing aircraft and explain what they are checking and why. During the flight the pilots will explain the controls and instruments and may give you an opportunity to actually fly the plane under their watchful eyes. Following each flight participants will have another opportunity to talk with pilots and ask questions about continuing their pursuit of the dream of personal flight to completion. If you do decide to pursue flight training, volunteers from EAA Chapter 534 will become your mentors to see you through to completion.

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money, and resources currently prevent 80% of student pilots from obtaining their private pilot certificates. “By removing the barriers of cost, time, and unfocused resources, Skyblazer will help to ensure many more young adults successfully complete private pilot training,” says Matt Gerus, president of Skyblazer Academy. Sporty’s will provide ground and primary flight instruction for all scholarship recipients. Flight training will be conducted at the Sporty’s campus at Clermont County Airport (I69), near Cincinnati, Ohio. The goal is to award four or five scholarships in 2019, with flight training beginning in June, officials said.,

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May 9, 2019 —


FAA approves drone package deliveries The FAA has awarded the first air carrier certification to a drone delivery company, Wing Aviation, a sister company to Google. The certification paves the way for Wing Aviation to begin delivering food in Blacksburg, Virginia. Wing partnered with the Mid-Atlantic Aviation Partnership and Virginia Tech as one of the participants in the Transportation Department’s Unmanned Aircraft Systems Integration Pilot Program. “This is an important step forward for the safe testing and integration of drones into our economy. Safety continues to be our Number One priority as this tech-

SocialFlight expands to Europe SocialFlight, a free web and mobile app for finding events and interesting places to fly, has expanded to Europe. The Italian portion of the expansion is the result of the cooperative work of Massimo Belloni and Rinaldo Gaspari from the Aircraft Owners and Pilots Association (AOPA) Italy. The organization assisted SocialFlight’s internal research team with data for the local airfields used by pilots for most recreational flying, according to SocialFlight officials. Expansion beyond Italy was assisted by the support of Emmanuel Davidson, president of AOPA France and director of Global Marketing and Communications at Continental Aerospace Technologies. With Davidson’s assistance, SocialFlight is working to form similar partnerships with other AOPA organizations throughout Europe, company officials said. SocialFlight’s Weekly Event Planner email sends a personalized email to members, notifying them of upcoming events in their local area, with links to the app and website for more information. SocialFlight’s interactive map also includes thousands of aviation events, aerial tours and destinations, including attractions, hotels, ground transportation, campgrounds, and aviation businesses, such as pilot shops.  The SocialFlight mobile app and web suite is used by tens of thousands of pilots to help them find fly-ins, air shows, pancake breakfasts, conventions, FAA Safety Seminars, and more. More than 50,000 events have been catalogued to date. The free app is available on the iTunes App Store for iPhone and iPad and Google Play Store for Android Phones and Tablets, as well as on the web at ­SocialFlight. com.

nology continues to develop and realize its full potential,” said U.S. Secretary of Transportation Elaine L. Chao. According to FAA officials, Wing demonstrated that its operations met the agency’s rigorous safety requirements to qualify for an air carrier certificate. This is based on extensive data and documentation, as well as thousands of safe flights conducted in Australia over the past several years. Wing plans to reach out to the local community before it begins food delivery, to gather feedback to determine its future operations, company officials said. X.Company/Projects/Wing

Photo by Wing Aviation


General Aviation News —  800.426.8538

May 9, 2019

When 2 equals 4 Ben Sclair Touch & Go

When pushing a huge boulder up a large hill, the work is made much easier when loads of people show up to help. Oh, and it is usually a lot more fun. Everyone gets to celebrate as new plateaus are reached. In the aviation industry, tens of thousands of us push, thankfully. And yet, we’re never going to be done pushing that boulder — for the same reason doing a few push-ups once in a while doesn’t create a beach-ready body. The boulder and the hill are a journey — a worthy one, to be sure. The Aircraft Owners and Pilots AssoBen Sclair is Publisher. He can be reached at

ciation Foundation is an organization that pushes as hard as anyone and harder than many. Those Rusty Pilot Seminars AOPA hosts all around the country — I’m sure you’ve heard of them — cost real money to put on. (Money that does NOT come from our AOPA membership dues, by the way.) They also work. For every 100 people who attend, 41 people sign on with a flight instructor to complete a flight review, knocking the rust from their pilot certificates. I wish 41% of the people who signed up for a trial subscription to General Aviation News became paying subscribers. In 2018, the AOPA Foundation raised just shy of $8 million, Foundation VP Jennifer Storm said as we chatted at SUN


Re: Ask Paul, “Will this make my plane fail an annual?” in the April 4 issue: You folks continue to write about “failing” an annual when there is no such thing. The only failures that can occur with an annual is if the owner fails to pay for the work and/or if the owner fails to ensure that the mechanic makes appropriate logbook entries.   Certifying as “airworthy” has not been required for over 10 years. In fact, there is no definition of that term. An IA must certify that an approved annual inspection was performed, and that a dated list of any discrepancies was provided to the owner.  Of course, the list of discrepancies would be approximately as voluminous as the entire parts catalog of that make and model, but so noting thusly in the aircraft records is a perfectly legal annual. The owner or operator is responsible for conducting operations legally, including that maintenance personnel make appropriate logbook entries. In fact, has webinars that are approved for IA currency requirements, and one of the webinars specifically states, twice, that an IA is to NOT state that an aircraft is airworthy. The IA performing the annual must also annotate other things, including the status of Airworthiness Directives, the status of the emergency locator transmitter battery,

and more. But I don’t see any legal way that the mechanic can “fail” an annual for the owner! MECHANIC X via email


Re: “uAvionix introduces line of certified avionics for drones” online at It’s pretty clear the drone industry wants into the National Airspace System by leveraging ADS-B. The FAA thinks ADS-B is the cat’s meow. But the reality is the number of misconfigured and malfunctioning systems out there is a nightmare, and ground stations providing ADS-B traffic miss or drop a lot of the Mode C traffic. My best guess is that >25% of the traffic never shows up on the screen — not to mention the numerous non-electric aircraft still actively flying. ADS-B isn’t going to make it as a replacement for see and avoid. I’ve been flying with ADS-B for a number of years now as I was an early adopter, and have had the pleasure of troubleshooting and diagnosing a number of failures in the early equipment. But the more I learned about the ADS-B system, and the more I flew with it, the more I have come to realize just how poorly the system performs.

’n FUN 2019 in Lakeland, Florida. The Rusty Pilot program is just one of four You Can Fly initiatives the AOPA Foundation supports with the money it raises from us all. The other initiatives are High School, which develops a STEMbased curriculum for schools to use, free of charge, to teach high school students using aviation as the focus; Flight Training, to help decrease the 80% student drop-out rate; and Flying Clubs, to make flying both more affordable and more social. Here’s where I circle back around on the boulder metaphor. You see, the Ray Foundation, which is an outsized supporter of all things aviation, has challenged the AOPA Foundation to raise $2 million by Aug. 31, 2019. And for every dollar the AOPA Foundation raises, the Ray Foundation will match it, dollar for dollar up to $2 million. So, like the headline reads, 2 can equal 4. But it’ll be a LOT easier if you help. Your $20 donation becomes $40. Or $50 becomes $100. I won’t insult you by continuing. Multiplying by 2 is pretty basic math.

Put another way, if one in six of us certificated pilots (about 100,000 of us) drop a $20 bill in the foundation’s piggy bank, those $20 bills will equal $4 million. Boom. And those successful Rusty Pilot seminars will continue apace, alongside the other You Can Fly programs, thereby continuing to push the boulder up the hill. Care to help push? Donate today.

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However, it does work better in congested airspace where the Mode C traffic is on radar more consistently and you are always in close proximity to numerous ADS-B ground stations. uAvionix is doing good work. And I’m glad to see them in the GA business, as well as providing equipment for drones. But just putting ADS-B on board a drone isn’t going to cut it to fit into the National Airspace System. J. SCOTT via


Re: “FAA issues policy for flying without ADS-B after 2020” in the April 25 issue: ADS-B is great. I installed it in my aircraft back in 2016. Now I see all kinds of aircraft I did not see before. I even get alerts when aircraft get too close! That gives me a place to look for aircraft I may have missed. I have in/out so also get weather along with seeing where other aircraft that are on radar. Very nice system! ARTHUR L. HOWARD via There seems to be a lot of love/hate when it comes to ADS-B. Any time I read or hear about ADS-B, I’m reminded of a recent training I took in which the instructor really emphasized

that one of the driving forces behind ADS-B is to implement a system that will eventually help reduce the minimum separation distances in our ever more congested airspace. Yes, ADS-B is expensive now, but I believe that as it becomes more mainstream it will become more affordable. Implementing a more robust and redundant system for the sake of safety seems like a reasonable cost. Just my two cents worth. ADAM via You don’t need to install ADS-B, unless you want to fly in the ADS-B rule airspace. JAMES PRICE via Been installing and flying ADS-B aircraft since 2016. For the most part it seems to be very useful, but on many occasions while flying I have had what seems to be ghost aircraft where you spend a lot of time outside looking for aircraft that’s on the screen but you never actually see, and according to the screen should be passing by close enough to have a visual. All I’m saying is technology is great, LETTERS | See Page 11

May 9, 2019 —


What you don’t know… Jamie Beckett Politics for Pilots

There is a scar on the index finger of my right hand that reminds me of a very important lesson: What you don’t know can hurt you. A corollary to that is what you’ve been told, but don’t believe, can hurt you, too. That’s how I ended up with that scar. My mom did her duty. She told me the stove was hot and I would be wise not to touch it. But I was a most skeptical 3 year old, so I devised an experiment to see if mom knew what she was talking about. I would not touch the stove, but I would touch the frying pan that was on the stove. It seemed to me that slight bit of insulation, being at least one object away from the burner itself, would ensure my safety. You know what happened. I left a piece of skin on a hot frying pan and acquired a physical reminder of a lesson that can be plausibly applied to almost any human endeavor. I might have cried a bit, too. I was 3 years old after all, not exactly the best candidate for suffering in silence. Currently I’m writing up a safety presentation on operating at non-towered airports. Note I didn’t say uncontrolled airports. Non-towered airports are not uncontrolled airports unless the pilots flying into and out of the field insist on it being so. Unfortunately, a disturbingly high percentage of them do whatever they want, whenever they want, regardless of what their fellow pilots are doing, and with complete disregard for the guidance provided by the FAA via the Aeronautical Information Manual. The classic argument is “The AIM is advisory, not regulatory. I can enter or leave the pattern any way I want at a nonJamie Beckett is the AOPA Ambassador in Florida. A dedicated aviation advocate, you can reach him at:

LETTERS | From Page 10 but don’t forget how to be aviators. Be safe. MARK via


Re: Ask Paul, “Can I increase horsepower in a Cherokee Six?” in the April 4 issue: Although this always seemed counter-intuitive, if I remember things cor-

towered airport, and there’s no rule that says I can’t.” That’s true. I can’t argue with a word of it. Then again, having written a half dozen books or so, and a couple thousand articles, I know that writing something down in an attempt to educate, inform, or entertain takes a fair amount of work. Is it possible the FAA is publishing the AIM, a multitude of non-regulatory Advisory Circulars, and an almost endless series of handbooks, just to give the staff something to do? Yes, that’s possible. It’s not likely, but it is possible. Then again, perhaps the FAA produces all this educational and informational material because they think pilots should actually learn how to conduct themselves appropriately at any airport in the United States. I believe that to be true. How about you? Just the other day, while taxiing out to the runway with a passenger, we overheard a transient aircraft call in on final for a closed runway. The line service worker on duty called the errant pilot, suggesting he might notice a big “X” at the arrival end of the runway, and another at the departure end, and a whole bunch of heavy equipment manned by busy workmen scattered in between the two. He said it far less sarcastically than I just did, but the point was made. The pilot lining up on the closed runway revised his plan and chose to land on one that was actually open for business — a runway that was already in use by multiple aircraft he’d been ignoring completely. Now, we all do something stupid on occasion. Remember that scar on my knuckle? Yeah, I include myself in the Dumbass Olympics as a Bronze Medalist. But I’m learning. The information that pilot needed to know about the runway being closed was rectly, it actually worked out that the 260 could have more useful load than the 300. A complete investigation is warranted to see just why more power is desired. Having said that, when the club I was in bought a 6 we went for a 300. DAVID INGRAM via The 260 models are generally older and have the “Hershey Bar” wing. They are not quite as fast as the taper wing 300s,

Photo by FAA

An FAA diagram shows both left-hand and right-hand patterns. readily available. In fact, it was available for free. He didn’t have to pay a dime to get up to speed on his planned destination. He just didn’t bother to do it. Which means he didn’t get a briefing prior to taking flight. Not from 1-800-WxBrief, not from, and not from any one of a number of free and subscription services that would have hipped him to the facts, Daddy-O. No, you’re not cool if you fly off without the information you need to know before you go. Again, the FAA actually has a regulation about that. Still, far too many of us ignore that guidance and go off halfcocked, intentionally, with the fast-held belief that all will be well no matter what. What could go wrong? It’s a beautiful day. There is a flight school based not far from my home field. Their instructors often bring their students to my non-towered field for landing practice. That’s all well and good, but for reasons that escape me, they tend to fly a right-hand pattern even though both runways at my home airport operate with left-hand patterns. What message do you suppose those instructors are sending to their students? I imagine they’re imparting an awareness

that you can fly any pattern you want at a non-towered airport, even if the other aircraft in the pattern are flying the opposite pattern for the same runway. Had Errant Pilot #1 continued on his approach without a last-minute warning about the runway being closed, he might have had the chance to test his go-around skills in a real-world environment. That might not have worked out so well. Or maybe it would. Does anyone feel like rolling the dice on a deal like that? If a student is trained that it’s okay to fly right-hand patterns when the other pilots are flying left-hand patterns, how safe do you suppose their flying experiences will be in the long run? If only aviation was gifted with a book, and a pamphlet, and a website, and in-person safety presentations to make it clear that what you don’t know can hurt you, and that what you choose to ignore can beat you up pretty good, too. Oh wait…we already have all that stuff. Maybe, and I’m just spitballing here, but maybe we should all use them now and then. Like a refresher, ya’ know? It couldn’t hurt.

but have a higher useful load. I flew a 260 for several years and LOVED IT! The plane had a 1,600 pound useful load, so full fuel (84 gal, 540#) plus 1,100 pounds of people makes it a true six-seat airplane. As has been recommended, check the paperwork for each plane you’re considering, but you may find the 260 a better all around choice. MICHAEL FRIEDMAN via

The IO540 may be installed with a field approval if your FSDO will accept it, so you want to talk with them first. I’d be armed with all the weight changes and similar information before I approached them on this. Example: Injected does not have carb heat so how do you deal with that? Lastly, I am not an A&P, so take this with the appropriate amount of salt. WYLBUR WRONG via


General Aviation News —  800.426.8538

May 9, 2019

Are these cylinders steel or nitride? Paul McBride Ask Paul


I just bought a Lycoming O-320 engine that was apart for overhaul for a homebuilt project. The engine came with four overhauled cylinders. Three of the cylinders are part number LW-12417 and one is part number LW12416. I cannot find any information as to whether the LW-12417 are plain steel or nitride cylinders. I need this information so I can purchase the correct piston rings. Jerry Rodgers


Jerry, the cylinder you have is probably an LW-12416, which is the correct cylinder part number for an O-320 series engine. Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to:

dra OX ul YG EN ics Int er &N ITR nation OG EN al, Inc . BO OS TER S


It is a nitrided cylinder that requires using chrome rings. My guess is that the LW-21417 number you found is actually a casting number or a sub-assembly number from which the LW-12416 cylinder is made. The only caution I would offer is if these cylinders were chrome plated while being overhauled in the field, that would require using just plain steel rings. Normally, if a cylinder has been overhauled and chromed in the field, there will be an engraved number on the cylinder barrel just below the flange.


What’s the reason the O-320-E series can’t be converted to a higher compression?


It’s been a long time since I’ve had this question come up, but the answer is easy and may not be to your liking.

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Photo by Lycoming

The Lycoming O-320-E2A engine. The following O-320-E series Lycoming engines may not be converted to high compression because these engines are built using “thin wall” main bearings: O320-E2D, E2G, E2H, E3D, and E3H. Other than those, some models may be converted to a higher compression, however there are some caveats. Of course the pistons, piston pins, piston rings, and exhaust valves must be changed, but most low compression engines have plain steel cylinder barrels and

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the high compression engines must have either nitride or porous chrome barrels. This begs the question: Even if you had a model that was acceptable to convert, would the expense be worth the cost just to gain 10 horsepower? One suggestion I might mention is that if your engine is high time, but all operating parameters are still within specs, possibly just completing a top overhaul would provide you with the additional horsepower you’re looking for.


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May 9, 2019 —


What goes up… By TERRY JARRELL Most drone operators, whether new or experienced, have thought about what to do if their drone suddenly decided to shut down in mid flight. The specter of seeing thousands of dollars in the form of your aircraft, camera, or other delicate and expensive payload come crashing down is enough to give anyone pause — not to mention the safety concerns of what may lie below as a target upon impact. While drones dropping out of the sky is a relatively minuscule occurrence, it can happen, so having the right gear never hurts. With advancements in drone technology, we are also seeing clever implementations for safe recovery, which can save the day in the event of an emergency. Parachutes have been a staple recovery system for many, many decades, so it is only natural that they would find their way into drones, especially as drone use expands further into search and rescue, film and TV production, and other areas flying in varied conditions. The first priority in using a parachute system is the safety of those on the ground, with the second minimizing damage to the aircraft. Currently, the FAA prohibits flights over people without a waiver. Being able to verify your drone has a parachute system may help with your waiver application — and with the proposed rule changes to flights over people, having a safety system in place can’t hurt. Many different companies offer a wide range of systems for just about any brand and model of drone you fly. Leaders such as Parazero and Mars Parachutes have a variety of systems for stock and custom applications, covering even larger, heavier unmanned aircraft. The sophistication of the systems is a plus. The built-in sensors can automatically detect when controlled flight ends, then automatically deploy the recovery system autonomously.

What are the trade offs?

While the benefits of using a parachute are obvious, there also are compromises. An important thing to consider is the added expense. While the more basic parachute systems are not wildly expensive, larger and more advanced systems have a higher price tag. There is also the issue of added weight and the change to the profile of the airTerry Jarrell is a FAA Part 107 Remote Pilot and owner of Black Dog Drone Operations in Florida. He has been involved in leading edge technologies for over 15 years as an Apple expert and nationally recognized writer and instructor. You can contact him at

craft. The systems are mostly designed to be compact and stay out of the way, but they do alter the weight and aerodynamics of your drone from the way the engineers designed it. The additional weight may have an effect on flight time as well. These two elements combined could have some impact on handling characteristics while flying, which is important to be aware of. As we see more and more unmanned aircraft in the skies, it is great to see all phases of flight evolving alongside the aircraft. Adding safety systems, such as a parachute, can go a long way toward increasing the functionality of your drone, as well as enhancing the overall flight experience.

Photo by Glen Rineer. Mars Parachutes

A parachute deployed on a drone.

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May 9, 2019

When Nancy flew the Atlantic first Frederick A. Johnsen Of Wings & Things

A century ago in May 1919, three huge seaplanes set out to be the first aircraft to cross the Atlantic, albeit with stops en route in Canada and the Azores. One of the three, designated NC-4, completed the journey, reaching the final destination of Plymouth, England, on May 31. The aircraft that proved capable of crossing the Atlantic in 1919 was born in desperate times during World War I. The German navy had perfected its U-boats in that war, and Allied shipping paid a terrible price. The U.S. Navy sought a far-ranging flyFred Johnsen is a product of the historical aviation scene in the Pacific Northwest that has fostered everything from museums to historical publishing. An author, historian, curator and photographer, you can reach him at

ing boat to combat the enemy submarines at sea. Designed by Glenn Curtiss in collaboration with Navy engineers and pilots in the fall of 1917, the resulting seaplane was too late for wartime service. But its great range made this aircraft a natural for long overwater flights. Before current standardization of American military aircraft nomenclature, the seaplanes built to these blueprints were identified as “NC” for Navy and Curtiss. If the Curtiss JN series of biplanes became affectionately known as Jennies for phonetic reasons, it wasn’t long before the public and the press took to calling the big NC flying boats Nancies. That evidently riled some stuffed shirts in the Navy, but the nickname took hold. The NC seaplanes were thoughtfully built to withstand open ocean landings, where swells could be punishing. The actual portion of the hull that contacted the

Photo by Frederick A. Johnsen

The NC-4 Atlantic traveler stands proud as a crown jewel in the National Naval Aviation Museum in Pensacola, Florida.

Photo Courtesy Naval History and Heritage Command

NC-3, battered but afloat, taxied over open ocean to reach the Azores. The Atlantic expedition was over for this flying boat.


Photo by N. Lazarnick via Naval History and Heritage Command

NC-4 was poised for a record-setting adventure when photographed on May 3, 2019.






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water was kept to only 45’ in length; the remainder of the more than 68’ measurement to the tail was accommodated by a trusswork of spruce booms and wires kept high out of the water. The NCs spanned 126’ — 16’ greater than the wingspan of a World War II B-24 Liberator heavy bomber. After trying various versions of V-12 Liberty motor installations, the ultimate Nancy powerplant configuration consisted of two nacelle mounted engines between the wings, plus two more Liberties in a pusher-puller pod along the centerline. The first four NC seaplanes were simply identified as NC-1, NC-2, NC-3, and the fateful transatlantic NC-4. NC-2 used an engine configuration that proved inferior to the other Nancy boats, so it was cannibalized to repair NC-1 for the epic flight. On May 16, 1919, the three NCs took off from Newfoundland, pointed toward the Azores. A line of U.S. Navy ships spaced 50 miles apart along the route were intended to help with navigation and to provide emergency support. The seaplanes carried radio directionfinding gear (RDF), but its efficacy was severely hampered by interference from the running engines in flight. When other navigational cues were insufficiently reassuring in inclement weather, the crew of NC-1 elected to land on the open ocean, shut down the Liberty engines, and use the radio direction finder. The seas were rough. After a safe landing, the NC-1 could not fight the 20’ swells and a crosswind to take off again. The crew practiced seamanship in an effort to preserve their flying boat, but over the next seven hours the NC-1 took a disabling beating. Finally the Greek freighter Ionia came into view. The crew of NC-1 was safely aboard the freighter, but the towline to their aircraft broke. Over the next two days, the USS Gridley, a destroyer, tried to save the NC-1, but to no avail. It slipped beneath the Atlantic Ocean’s surface. NC-3’s crew also opted for a landing at sea to give their RDF equipment a chance of working, but their luck ran out when the still-moving flying boat smacked into a swell. It decelerated so rapidly that the forward centerline Liberty engine’s mounts bent and placed the motor askew. NC-3 was out of the flight. Winds punished the aircraft and drove its tattered hulk tail-first toward the Azores. Two days later, with its wing floats ripped off, NC-3 used crewmen on the wings for balance as the fliers summoned some engine power to taxi into port at Ponta Delgada in the Azores. Only the NC-4 remained airworthy. This aircraft was crewed by Lt. Cdr. Albert C. Read as aircraft commander. In the pilot’s seat was Lt. (j.g.) Walter Hinton. Though Hinton was technically junior to the copilot, Lt. Elmer Stone, it appears Stone and Read decided Hinton’s acknowledged ability to stay on course war- —


May 9, 2019








General Aviation News —  800.426.8538

May 9, 2019

Photo by Lt. Gustave Freret via Naval History and Heritage Command

The celebrated NC-4 was photographed in flight some time after its transatlantic triumph. ranted his place in the left seat. Stone was the U.S. Coast Guard’s first pilot, and also carried U.S. Naval Aviator Number 38. Radio operator was Ens. Herbert Rodd. Lt. James Breese served as chief engineer, with Machinists Mate Chief Eugene Rhoads as the onboard mechanic. Outdistancing the other two Curtisses, NC-4 let down low over the water when a hole in gathering cloud cover revealed a land mass. They had reached the Azores, but this archipelago of nine islands included some towering volcanic peaks, and the ever-worsening scud-running weather made the flight perilous.

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Their destination was Ponta Delgada, but a navy ship at Horta was a better choice as the NC-4 was now barely skimming the waves to keep clear of the fog. One false landing at a harbor that proved not to be Horta was followed by the correct landing spot, and the NC-4 settled in just as visibility was lost to the worsening fog. The date was May 17, 1919. NC-4 had been flying more than 15 hours, interrupted only by the brief touchdown at the wrong harbor. NC-4 followed the plan, and hopped several days later to Ponta Delgada, then to Lisbon, Portugal. The final leg of the journey took the NC-4 to Plymouth, England, by May 31. The routing through the Azores and Portugal on the way to England gave the aircraft the shortest viable overwater distance between land masses. The Atlantic had been crossed by air, and the U.S. Navy had accomplished the feat. A handful of later NC boats rounded out production. Only the famed NC-4 survives. On loan from the Smithsonian Institution, NC-4 holds a place of honor in the National Naval Aviation Museum in Pensacola, Florida.

Photo Courtesy Naval History and Heritage Command

NC-4 eases to a landing in 1919.

Photo Courtesy Naval History and Heritage Command

First across the Atlantic, the crew of the NC-4 consisted of U.S. Coast Guard Lt. Elmer F. Stone, Chief Machinists Mate Eugene Rhoads, Lt. (j.g.) Walter Hinton, Ens. Herbert C. Rodd, Lt. James L. Breese, and Lt. Cdr. A. C. Read, seen in May 1919.

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May 9, 2019 —


Golden Knights Gusto By FREDERICK A. JOHNSEN The men hollered raucously and joyously over the noise of the two RollsRoyce Dart turboprop engines and the slipstream ripping past the open doors in the converted F27 airliner. The flight was taking us from a groundlevel temperature in the 80s to a much colder zone near freezing at 12,500’. One of the men yelled a chant the rest of his team recognized even over the roar, and then he ran up the aisle of the aircraft, slapping palms with the others in bench seats facing toward the aisle. As good as an Army Golden Knights parachute team jump is to watch at an air show, that performance only hints at the dedication, teamwork, and camaraderie these military professionals practice daily. It was my good fortune to hitch a ride in the team’s venerable C-31A (F27) propjet airliner jump plane for a night show over SUN ’n FUN 2019 at Lakeland, Florida. The C-31A flies with both aft cabin doors removed for jumps. Passengers — that’s those of us without parachutes — must remain firmly buckled in to watch the action. This is no place for the unenthusiastic. The Golden Knights are catalysts for each other’s energy levels as they prepare for a team night air show jump. It is impossible to be in the same aircraft and not feel the rush of enthusiasm and adrenalin. In those moments, we were all Golden Knights, some of us only in our own vanity, as we climbed ever higher over Lakeland. Miles distant, clouds briefly illuminated in hues of salmon and vanilla as lightning discharged. Team members dropped wind drift markers over the airport to judge jump conditions as we climbed. As the temperature continued to decrease, the Golden Knights kept an eye on their passengers. Were we getting too cold? Thumbs up or down? Nobody would admit to being cold at this point. When I received the invitation to join other media representatives for the night flight, my cargo pants and long sleeve sunblocking shirt were my ticket aboard. Others wearing shorts did not make the cut, as the Golden Knights are well aware of the dual issues of cold temperatures and the ragged edge of hypoxia for some people at 12,500’. Now, the jump team watched us for any symptoms. It was cold, but I’ve been colder. Suddenly one of the Golden Knights in full padded jump regalia fell into the web seat beside me. He radiated heat and made a quick quip about snuggling — the last thing one would expect, but right in line with keeping the welfare of the thinlyclad civilians foremost in mind. And that’s a big take-away from the flight: The Golden Knights look out for themselves, for each other, and for anyone in their orb with the same level of

Photo by Frederick A. Johnsen

Commuting to work, members of the U.S. Army’s Golden Knights parachute team ride in the open-door C31A to altitude over Florida in April. commitment and enthusiasm. My mind flashed back to offices in which I worked years ago, where the denizens only vaguely knew each other and did little to inspire the kind of teamwork that makes the Golden Knights stand out. I wanted to capture the Army jump team’s way of being, like lightning in a bottle, and infuse my reactions to my regular compatriots with that sense of vigor. During our climb to 12,500’, lighting in the cabin was subdued to preserve night vision for the team. Reds were occasionally contrasted with the blue-green glow of digital wrist altimeters, a nice piece of gear if one is hurtling toward the earth at 120 miles per hour in darkness. Clouds began to obscure the airport far below, so the Golden Knights quickly decided to bring their C-31A back down to 4,000’ while they reconfigured the jump they would make. One said the lower-level night jump would be visible from the ground as ankle-mounted flares traced the paths of the various jumpers spreading from the aircraft. It looks like the airplane is exploding, coming apart in flight, he said. And then it was time. The men stood up in the aisle and checked each other’s gear. The jumpmaster stationed himself in the back of the F27 and, on cue, the team quickly leaped into the slipstream on either side of the fuselage. They were gone in a fiery flash into the imposing night. It was a quiet ride back to the runway without the energy of the jumpers to buoy everyone up.

Photo by Frederick A. Johnsen

As night descended on Lakeland, Florida, the Aeroshell team arced past the Golden Knights’ F27 jump plane while the Army team huddled in consultation in the gathering darkness. I’ll never look at a Golden Knights performance the same way again. Now I’ll always visualize that enthusiastic energy and professionalism. As I watch the Golden Knights leap in

faith, it will prod me to occasionally make a leap of faith, to inspire those around me to do their best to be the Golden Knights of their own world.


General Aviation News —  800.426.8538

May 9, 2019

Photo by Luigino Caliaro

That’s all, Brother: A veteran for the ages By FREDERICK A. JOHNSEN From a distance, it looks like a new airplane. Closer, it wears a mantle of age gracefully. It is the Douglas C-47 called “That’s All, Brother,” and it is a testament that everything old is new again. Any C-47 flying today deserves the respect reserved for such a long-lived classic. “That’s All, Brother” rises far above that level with a story of heroism that turned the course of history. This C-47 — yes, this very aircraft, not one just like it — led a stream of 800 C47s on the initial airdrop missions opening the Normandy invasion on June 6, 1944. That’s the day the Allies had waited years to see. The western European continent was being reclaimed and liberated from German occupation from that date on. “That’s All, Brother” was photographed a few times on that fateful date, but then slipped into the anonymity of a working airlifter, flying other combat missions over Europe until war’s end, when it joined fleets of surplus warplanes on the civil market. Several civilian operators flew this C-47 over the ensuing years, oblivious to its pivotal place in combat history. As C-47s aged, some were acquired by Basler Turbo Conversions of Oshkosh, Wisconsin, where they were rebuilt or possibly cannibalized so others could fly. Basler became the go-to place for all things C-47. In the company’s storage compound rested a C-47, looking the worse for wear. About this time, researchers tracing the history of a retiree who had flown in

“That’s All, Brother” were astounded to find that serial number matched the derelict airframe in Basler’s compound. Though the argument might have been made that this C-47 was too tired to rebuild, its Normandy pedigree said otherwise. The Commemorative Air Force saved the airplane and Basler applied its wealth of C-47 knowledge to bring it back to first-class flying status. And that’s how “That’s All, Brother” came to be a pleasing mix of newly-refurbished aircraft with a subtle patina of age. The paint was applied thoughtfully to this D-Day veteran. The base of olive drab and gray was only the beginning. Markings, including well-executed new versions of its name on the sides of the nose, added personality. The restorers knew the application of black-and-white identification stripes — invasion stripes — on C-47s like this one were hasty lastminute affairs applied only 24 hours before the fateful invasion in 1944, using whatever paint brushes were available. So that’s how the markings were added during the restoration. The result is crude by some standards — and that’s the way it was in 1944. Photos of “That’s All, Brother” taken just before it took off for Normandy showed a curious unpainted patch on the troop door, where the white invasion striping was intentionally omitted. Airlifters of that day would scrawl a number in chalk on each aircraft of a mission so the paratroops or cargo loaders would know what aircraft they were assigned to. These chalk numbers — a term still used by airlifters decades after they dispensed with the chalk — gave rise to the unpainted

spot on some of the Normandy transports. This restored Normandy veteran carries that irregular rectangle on its striping. When the Commemorative Air Force took on the task of preserving “That’s All, Brother” in 2015, it was done with a sense of urgency. Time was slipping away to honor the living veterans of World War II, and this C-47’s presence was needed. And as a landmark anniversary — the 75th anniversary of D-Day — rolls around this June, “That’s All, Brother” will once again lead a contingent of C-47s over the Normandy beaches this year. But preservation is pricey, while experiences are excellent. The CAF combines both to raise funds for the operation of “That’s All, Brother” while affording the public the rare chance to fly aboard this D-Day icon. A seat aboard this C-47 — a stamped aluminum hollow — will give a passenger a ride through history for $249. At least seven passengers — signing up individually or in groups — are required before “That’s All, Brother” will make a flight. Up to 13 can make the half-hour journey into the past. The crew says reservations and payment can be made at the website And the flight is special. A crew briefing acquaints passengers with the C-47’s emergency exits, and the crew chief ensures all are properly buckled in their military lap belts. The furnishings are Spartan, as they should be in this war horse. When the two Pratt and Whitney R-1830 engines twist the propellers into motion, a comforting low roar conveys the sense of power. At the runway, each engine is exercised

to check the magnetos. Takeoff power puts the previous low roar in perspective, as the C-47 lurches forward. Sitting sideways, and leaning toward the low tailwheel, that first acceleration acquaints you with your next door seat mate. As the tail comes up, things smooth out and the experienced crew eases “That’s All, Brother” into the sky. The elegantly swept leading edges of the C-47’s wings extend over the terrain. Alternating black-and-white bands near the wing roots telegraph this machine’s ownership by the Allies. The steady throb of the engines adds a musical drone. A single braided steel cable runs overhead from the front of the cabin to a point at the exit door on the left side of the airplane. The cable is the static line, to which young paratroopers clipped their parachute rip cords — and their hopes — in the fidgety final minutes before they jumped into history. As the C-47 drones along, the cable moves silently, like a huge twangy bass guitar string. In the darkness of the navigator’s station, a column of light spills down from the Plexiglas astrodome. Up ahead, pilots Tom Travis and John Cotter keep tabs on the panel of round instruments, deftly tweaking throttles if needed. And then, it’s time to return to the runway. A solid low-pitched squeal radiates up into the cabin from the main tires as confirmation of the landing. Young men animated this same C-47 above contested Normandy three-quarters of a century ago. Today, experienced pilots with a sense of stewardship share the experiences of those veterans in this remarkable time machine.

May 9, 2019 —


The Spartan interior of the combat veteran C-47 “That’s All, Brother” evokes a time threequarters of a century ago when this airplane led hundreds like it over Normandy.

Photo by Frederick A. Johnsen


General Aviation News —  800.426.8538

May 9, 2019

10,000 hours in a Mustang By JANICE WOOD When Stallion 51’s Lee Lauderback took to the skies during the opening day airshow at SUN ’n FUN 2019, he hit a milestone: Logging his 10,000th hour in the venerated P-51 Mustang. Already the highest time Mustang pilot in the world, Lauderback began flying the P-51 in the mid-1970s. In 1987, he and his brothers founded Stallion 51, which offers P-51 flight training, maintenance, and sales at the Kissimmee Gateway Airport (KISM) in Orlando, Florida. “I’ve been flying the Mustang almost every day since 1987,” he muses. “It all starts to add up.” Flying the Mustang is a privilege, according to Lauderback. “I’ve been blessed. I get to fly a lot of different airplanes,” he says. “But if somebody asked me ‘what do you want to fly tomorrow?’, I’d say the P-51 Mustang.” “Early on, the airplane stole my heart and soul,” he continues. “I enjoyed it the first time I flew the airplane and I still enjoy it this many years and that many hours later. I really, truly get a kick out of flying the airplane and still even learning about the airplane.”

Photo by Paul Bowen

He explains the learning curve “never stops” on something as high performance as the Mustang. “The little nuances and things of learning the airplane even better has been one of my challenges, but I’ve been very, very privileged to have the opportunity to fly the airplane and hopefully pass a lot of the knowledge on to other people and other generations,” he says, noting that Stallion 51 has close to 200 graduates of its Check-Out Training program. “You don’t fly a P-51 Mustang, you wear it,” he continues. “That’s sort of a cliche that’s probably overused but, Bob Hoover used to speak of the Mustang as one of the best handling airplanes that he had ever flown in his career. The nuances of controlled break outs and the feel of the airplane, the harmony of the three-axis control system, the marriage of the Merlin engine with the airframe is the perfect marriage. Even today, you couldn’t come up with a better powerplant to put in a P-51 Mustang. I would be shocked if somebody came up with something better that is as economical and performs as well as the Rolls-Royce Merlin engine.”

“North American Aviation had a bunch of really, really smart guys and they did some really amazing things back in the 1940s,” he says. “And they did it with slide rules and drafting tables, not super computers. It’s a real tribute to the guys who designed the airplane in a very short period of time, but did something that even today is a representation of a terrific airplane, not only from a historical standpoint, but also from a performance standpoint.” Lauderback admits that with the milestone comes a bit of a negative. “It’s like after all these hours in the Mustang and then I walk out and you go, ‘Don’t screw it up now.’ That’s never the way I’ve approached airplanes, the trepidation, but that does go through my head now,” he says. “I’ll be happy to get past this and back to business.” “I should have just kept my mouth shut and nobody would have figured it out,” he adds with a laugh.

Photo by Matt Genuardi

May 9, 2019 —


Photo by Matt Genuardi

Photo by David Jones


General Aviation News —  800.426.8538

May 9, 2019

Photo by Jim Roberts

Photo by Jason McLemore

Photo by Jason McLemore

Patrons enjoy a beautiful day talking Swifts in the vintage parking area at SUN ’n FUN.

Photo by Jason McLemore

A Curtis Cumberlands Pitts Special on the grounds of SUN ’n FUN.

Photo by Russell Kasselman

2019 SUN ’n FUN Grand Champion Antique “Georgia Girl” shines in the morning sun.

Photo by Frederick A. Johnsen

A Carbon Cub seems happy to be on the SUN ’n FUN show grounds.

May 9, 2019 —


The speedy LSA of Europe Dan Johnson Splog

At the April European airshow Aero Friedrichshafen, visitors saw several fast designs already flying in Europe. These are clean-sheet new creations that can hit 200 mph on 100 horsepower, priced at a fraction of the best selling general aviation aircraft. Will we see them here in the USA? I bet we will, and sooner than you may think. These appear to be Light-Sport Aircraft and, indeed, in some countries they can be. The FAA presently forbids retractable gear (except on seaplanes) or in-flight adjustable props on LSA. Both configurations are needed if these machines are to hit their full speed potential. The Light Aircraft Manufacturers Association has approached the FAA asking for a number of changes. Executives and rule writers have listened thoughtfully and are considering these requests. Similarly, the Experimental Aircraft Association (EAA) has also sought changes that could benefit both the kit industry and homebuilders. These two strategic approaches coincide with the FAA’s apparent willingness to provide fresh opportunities in the future. A refreshed regulation is working its way through the development and approval process, which could swing the doors wide open for the new designs discussed here. Today, the U.S. is dotted with “professional build centers” or “builder assist centers.” The concept means that someone who knows a kit intimately can assist the homebuilder achieve his or her 51% work effort to qualify as Experimental Amateur Built (EAB). The FAA already permits this, and nearly everyone agrees the practice results in better-built aircraft. Since an EAB kit may operate in the IFR system (assuming the pilot is qualified and the aircraft meets a fairly simple list of on-board equipment), and since the FAA places no speed or configuration limits on an EAB aircraft, these European aircraft are ready candidates for importers to bring in and help with construction. The new regulation is currently on track to expand this idea of professional builder centers. Exactly what form this may take is yet to be determined, but it is being investigated today. Dan Johnson, president of the Light Aircraft Manufacturers Association, is an expert on LSA. For more on Sport Pilot/LSA, go to

With this potential in mind, let’s have a quick look at four designs that warrant closer examination.

Blackwing BW635RG

A Swedish success story in light aviation, the Blackwing made its debut at Aero 2015 and the sleek design swiftly drew many admiring looks. Blackwing exhibited its retractable gear model — dubbed 635RG — at this year’s Aero because regulations in most European countries have no speed limit and no ban on retractable gear when operating as European-type ultralights. Many companies in the LSA-like space push speed as a primary selling quality and retractable models are part of this. Blackwing boasts a 75% power cruise speed of 150 knots and a never exceed speed of 190 knots, yet stall is only 35 knots, making the handsome aircraft tolerable for most pilots. Those impressive speeds are enabled by a 100-horsepower Rotax 912, but at Aero the 635 model featured the 140-horsepower 915iS engine from Rotax. Look out, Cirrus!

Belgium’s VL3 Evolution

JMB Aircraft, run by two Belgium brothers, is the production company of the VL3, a plane designed by Vanessa Air and produced in the past by Aveko. Some Americans already know this airplane, although from Aveko not JMB. This is the Gobosh model once rebadged and sold in the USA with fixed gear and winglets. Back in 2007, the Belgian brothers were dealers for Aveko’s aircraft and eventually accounted for 85% of the producer’s sales. In 2012 they acquired Aveko and by 2015 had taken over production. In recent years, JMB has done well. The company now employs 100 people in

the Czech Republic, with an additional 50 people in Belgium. Together this team has built, sold, and delivered 320 VL3 aircraft, primarily in Europe, with a few in other countries (two are in the USA registered under the Aveko brand). In 2018, JMB built 50 aircraft. Company officials say they are planning on building 5.5 per month for 2019, or 66 aircraft. JMB does offer a fixed gear model, but “only for flight schools.”

BRM Aero’s Bristell RG

Bristell boasts a finely finished interior with a widest-in-class 51.2” cockpit that

Photo by Dan Johnson

The VL3 Evolution.

Photo by Dan Johnson

The Blackwing BW635RG.


General Aviation News —  800.426.8538

May 9, 2019

Photo by Bristell

The Bristell. doesn’t slow it down. Bristell gets its fleet ways thanks to careful, experienced design. Junctions such as fuselage to wings are smoothly contoured and this design approach is used throughout the aircraft. Empty weight can be as low as 729 pounds, providing a payload of 400 pounds even with full fuel at 32 gallons. Given its ample fuel supply, range is 700 nautical miles based on more than six hours’ endurance. The 100-hp Rotax 912 burns only five gallons per hour even at high cruise speeds. Baggage capacity is significant as Bristell can carry luggage in two wing lockers plus in space aft of the seat (depending on other weight and balance calculations, of course). In flight, Bristell is a thing of beauty with wonderful handling and an unimpeachable stability profile. Stall is a very modest 32 knots or 39 clean and “max structural cruise” is listed at 116 knots or 133 mph (fixed gear model). Bristell RG cruises at 134 knots and never exceed speed is 155 knots. The Czech builder manufactures a tricycle gear model, a taildragger, and the RG model with retractable gear. Bristell is represented in America by Bristell USA, which had a solid 2018, delivering around 20 of their deluxe Light-Sport Aircraft.

Photo by Dan Johnson

The Tarragon.


Most of these speedy designs incorporate side-by-side seating preferred by many pilots. Seeking maximum performance, however, Tarragon elected tandem, but achieved this in the same highlyfinished form common in many European designs. Power is supplied by the Rotax 912 or turbocharged 914 engines. With just 100 horsepower, Tarragon — the name of both company and airplane — reports

it can reach 75% power cruise speeds of 150-155 knots and lists a never exceed speed of 200 knots. Tarragon shows a stall speed of only 36 knots with full flaps. Tarragon also follows the others in extensive use of computer-aided design and carbon fiber materials. This is the first aircraft I have covered that comes from Latvia. Unlike in aviation’s golden age in the middle of the 20th century, nearly all modern designs from Europe, America, or elsewhere use the latest design techniques




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May 9, 2019

Accident Reports These May 2017 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.

Piper hits truck

The pilot reported that, during an approach in visual meteorological conditions to the airport in Fremont, Ohio, he referenced the RNAV instrument approach for the runway to assist with vertical guidance “as there is no VASI [visual approach slope indicator]” for that runway. He thought he was high enough as he crossed the adjacent highway, but the Piper PA-23 hit a semi-truck that was traveling across the airplane’s flightpath. The airplane continued on short approach, landed, and the main landing gear collapsed. The plane then veered to the left off the runway. The airplane sustained substantial damage to the left and right engine firewalls and nacelle tanks. Probable cause: The pilot’s failure to maintain an adequate glidepath during approach, which resulted in an impact with a semi-truck.

Search mission ends fatally

The pilot and passenger were searching for an overdue boat with the intent of landing at a remote unimproved airstrip near the boat’s intended destination in Salcha, Alaska. A witness reported strong wind conditions as she observed the Arctic Aircraft S1B2 circle the airstrip. While the airplane was circling, its nose suddenly dropped, and the airplane descended in a near-vertical attitude to ground impact. She stated that the engine continued to run, and the airplane did not make any unusual sounds, other than an increase in engine rpm, during the descent. Both the pilot and the passenger died in the crash. The observed damage to the airplane indicated that it hit the ground in a nosedown, near-vertical attitude. The witness account and the damage to the airplane were consistent with the pilot failing to maintain sufficient airspeed while maneuvering, which resulted in the wing exceeding its critical angle of attack and a subsequent aerodynamic stall. The airplane’s estimated gross weight at the time of the accident was about 130.5 pounds over its approved maximum gross weight of 1,650 pounds, and the airplane’s estimated center of gravity was about 0.1 inches beyond the approved aft limit at gross weight. As excessive weight increases stall

speed and an aft center of gravity decreases controllability, it is likely that the pilot’s decision to operate the airplane over gross weight with an aft center of gravity contributed to the loss of control. Probable cause: The pilot’s failure to maintain adequate airspeed while maneuvering in high winds, which resulted in the airplane exceeding its critical angle of attack and an aerodynamic stall. Contributing to the accident was the pilot’s improper decision to load the airplane beyond its allowable gross weight and center of gravity limits.

Loss of engine power leads to student’s forced landing

The student pilot reported that the purpose of the flight was to practice landings. The takeoff was uneventful, but when the Glastar was on the base leg, the engine suddenly quit without warning or making any abnormal noises. The pilot attempted to restart the engine several times without success. He initiated a forced landing onto a road near Concord, California. During the forced landing, the left wing hit a light pole. The nosewheel collapsed, and the plane then crossed an intersection and slid to a rest. Post-accident engine examination revealed that the carburetor was fractureseparated at the attachment flange, and the air box exhibited heavy impact damage. The carburetor was disassembled, and the needle valve and floats were observed stuck in the “up” position. Slight force was applied to the float assembly, and it moved freely. No contaminants or obvious bends in the float system were found. Although a stuck needle valve can restrict fuel from entering the carburetor bowl and lead to engine failure, impact damage precluded a determination of whether the needle was stuck before the accident or during the accident. No other mechanical anomalies were found with the engine that would have precluded normal operation, therefore, the reason for the loss of engine power could not be determined. Probable cause: A total loss of engine power for reasons that could not be determined based on the available evidence.

Insect in pitot tube causes accident

The pilot stated that, during the flight, the airspeed indicator displayed a lower than normal airspeed. He landed the Mooney M20E at an intermediate airport to drop off a passenger, then continued to his home airport, a privately-owned, 2,000’ turf runway in Dowling, Michigan.

During the first attempted landing, the airplane would not “settle,” and he initiated a go-around. During the second landing, the plane floated again, consistent with a higher-than-indicated airspeed, and he “forced” the airplane onto the runway. The airplane porpoised and continued off the runway, hitting trees, a fence, and a pole, resulting in substantial damage. During a post-accident examination, the remains of an insect were found in the pitot tube. A functional test of the airspeed indicator revealed no anomalies. It is likely that the inaccurate airspeed indications were due to the contamination of the pitot static system, which subsequently resulted in a high approach and landing speed and subsequent runway overrun. Probable cause: Inaccurate airspeed indications due to contamination of the pitot-static system with insect remains.

Lack of safety wires contributes to crash

The private pilot stated that, during the landing roll, the right brake of the experimental amateur-built airplane failed. The Velocity SUV subsequently departed the runway at the airport in Puyallup, Washington, and hit an airport fence, resulting in substantial damage. The airplane was equipped with a castering nosewheel and steering was accomplished through differential brake pressure. The pilot did not have any other means to stop the plane or maintain directional control once it had slowed to a speed below which rudder authority was available. Post-accident examination revealed that the right brake disc had detached from the wheel hub. None of its attachment bolts were found, and the attachment bolts on the left brake disc were loose. The bolts and discs had holes to accommodate safety wires, but no safety wires were found. The pilot had recently purchased the airplane following the completion of a condition inspection. Before the inspection, the airplane’s builder had adjusted the landing gear, which necessitated removal of the brake discs. The builder could not recall using safety wires to secure the brake discs during the reinstallation, and the mechanic who performed the subsequent inspection also could not recall if safety wires were used. Probable cause: The airplane builder’s failure to install safety wires on the brake disc attachment bolts, and the mechanic’s failure to identify the omission during the condition inspection. The subsequent brake disc separation resulted in a loss of directional control during the landing roll.

Broken glasses lead to runway excursion

The pilot stated that, during the flight, the right lens fell out of his eyeglasses. Aware of powerlines at the approach end of the runway, and with his vision impaired, he flew a higher than normal landing approach to ensure obstacle clearance. The Mooney M20J landed long, exited the end of the runway at the airport in Lakeway, Texas, and hit a stone mailbox, resulting in substantial damage. Probable cause: The pilot’s failure to attain a proper touchdown point during landing, which resulted in a runway excursion.

Pilot crashes after told he shouldn’t fly alone

The pilot, who was the owner of the Piper PA-28, was landing at the airport in Ray, Michigan, following a local flight. Witnesses reported that the plane made several landing attempts, but, each time, it was too fast or too high to land. On the last attempt, the plane touched down hard and fast about halfway down the 2,495’ runway. The plane continued off the end of the runway, across a road, through a field, and hit several small trees and a tractor before coming to a stop. The pilot was seriously injured in the crash. A flight instructor who had previously flown with the pilot told the pilot that he should fly only with an instructor on board, and that he was not ready to fly the airplane alone. It is likely the pilot did not have the necessary experience to conduct a successful landing in the airplane. Probable cause: The pilot’s failure to maintain a proper approach speed, which resulted in a hard landing and a runway excursion. Contributing to the accident was the pilot’s decision to fly the airplane without an instructor onboard.

Wiring failure leads to forced landing

The pilot, who was the builder of the Bede BD-5B, said the purpose of the test flight was to obtain rate of climb data on the airplane, which had recently been completed. Following the sixth climb of the flight, the engine began to run rough. The pilot turned back toward the airport and entered the traffic pattern, and the engine experienced a total loss of power. The pilot determined that the plane would not reach the runway and performed an off-airport landing in a field near Portland, Indiana. The field was soft and contained high vegetation, which resulted in a ground loop during landing. The pilot noted that, during the flight, the No. 1 cylinder exhaust gas tempera-

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May 9, 2019

Accident Reports ture and cylinder head temperature had dropped, indicating that the No. 1 cylinder was not firing properly. It was after the No. 1 cylinder quit firing that the No. 2 cylinder also quit firing. A post-accident examination of the engine revealed that the wire in the No. 1 cylinder connector between the engine control unit and the fuel injector was not properly crimped at the connector, which allowed the wire to be pulled back. In addition, a wire to the No. 2 connector was found broken where the wire had been spliced. This wire most likely separated at the spliced area due to engine vibrations after the No. 1 cylinder ceased operating. Probable cause: A failure of the wiring between the engine control unit and the fuel injector, which resulted in a total loss of engine power.

Pilot crashes during slow flight competition

The pilot reported that, while participating in a slow flight competition in Talkeetna, Alaska, he was over the target area for the radar speed check about 30’ above the ground, at 17 mph ground speed, when the left wing stalled. He did not have sufficient altitude to recover, so the Backcountry Super Cub hit the ground. The airplane sustained substantial damage to both wings. Probable cause: The pilot’s failure to maintain a proper airspeed and his exceedance of the airplane’s critical angle of attack, which resulted in an aerodynamic stall.

Pilot mistakes wheat field for runway

The pilot in the tailwheel-equipped Fairchild 24R reported that, during the approach to land on a grass airstrip in Catlett, Virginia, he avoided power

lines and buildings that were located at the approach end of what he perceived to be the runway. Before the landing flare, he realized that what he perceived as the runway was a wheat field. The airplane’s main landing gear became entangled with the wheat stocks, and the airplane hit the ground. The airplane nosed over and came to rest inverted. Substantial damage was sustained to the engine mounts, the rudder, the vertical stabilizer, and the wing strut. Probable cause: The pilot’s selection of an unsuitable landing area, which resulted in the airplane hitting wheat stalks and a subsequent nose-over.

Carb icing leads to Cessna 150 crash

The flight instructor reported that, during a long cross-country flight, they encountered deteriorating weather conditions, and to remain in visual flight rules, he altered course and destination. En route and while approaching a ridge line, he “noticed that the Cessna 150’s airspeed started to drop toward 65 miles an hour.” He added that “he thought that maybe the airplane was picking up carburetor ice and he reached for the carburetor heat and pulled it out.” The student pilot reported that, after the flight instructor stated, “watch your airspeed,” he looked at the rpm gauge and noted that it was indicating 1,800 to 1,900 rpm. He added that the flight instructor took over the flight controls and that the airplane then hit the top of a ridge near Zepp, Virginia. The airplane sustained substantial damage to the right wing. Atmospheric conditions reported at the time of the accident around the accident

site were conducive to serious icing at cruise power. It is likely that carburetor ice accumulated due to the student pilot’s failure to apply carburetor heat and the flight instructor’s delayed application of carburetor heat, which resulted in a partial loss of engine power. Probable cause: A partial loss of engine power due to the formation of carburetor icing, which resulted from the student pilot’s failure to apply carburetor heat and the flight instructor’s delayed response in applying carburetor heat while operating in conditions conducive to carburetor icing.

ICON A5 familiarization flight ends fatally

The commercial pilot departed in the light sport, amphibious airplane during daytime visual meteorological conditions to perform a new employee familiarization flight with the passenger, who the company had recently hired. A witness, who was in a boat on Lake Berryessa in Northern California, reported seeing the ICON A5 flying about 30’ to 50’ over the water at what appeared to be between 30 to 40 mph. As the airplane passed by the witness and entered a nearby cove, which was surrounded by rising terrain on either side and at its end, he heard the engine “rev up and accelerate hard” as the airplane approached the right side of the canyon “in what appeared to be an effort to climb out of” the canyon. Subsequently, the airplane climbed to about 100’ above the water and entered a left turn as it began to descend before it flew beyond the witness’s field of view. The witness stated that he heard the sound of impact shortly after losing sight of the airplane. Review of recorded data from two separate recording devices installed in the airplane revealed that, about 15 min-

utes after departure, the airplane started a descent from 3,700’ GPS altitude. About seven minutes later, it had descended to 450’ GPS altitude and turned to a northerly heading, staying over the water between the shorelines. About 46 seconds later, at a GPS altitude of 450’ and 54 knots indicated airspeed (KIAS), the airplane entered the cove. About 20 seconds later, engine power was increased, and the plane began to climb while it turned slightly right before initiating a left turn. The airplane reached a maximum GPS altitude of 506’ before it began to descend. Shortly after, the airplane hit terrain at a GPS altitude of 470’ and 66 KIAS. Both the pilot and passenger were killed in the accident. It is likely that the pilot mistakenly thought the canyon that he entered was a different canyon that led to the larger, open portion of the lake. Additionally, it is likely that, once the he realized there was no exit from the canyon, he attempted to perform a 180° left turn to exit in the direction from which he entered. Based upon performance information outlined in the Pilot’s Operating Handbook, the airplane’s altitude above the water’s surface and its indicated airspeed, and the ridge line elevations in the area adjacent to the accident site, the airplane would have not been able to climb out of the rising terrain that surrounded the area, which led to his failure to maintain clearance from terrain. Probable cause: The pilot’s failure to maintain clearance from terrain while maneuvering at a low altitude. Contributing to the accident was the pilot’s mistaken entry into a canyon surrounded by steep rising terrain while at a low altitude for reasons that could not be determined.

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May 9, 2019

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FAA nod for GAMI Continental engine mods Mountain, Canyon, and Backcountry Flying published Just published is “Mountain, Canyon, and Backcountry Flying” by Amy L. Hoover and R.K. “Dick” Williams. Fundamental concepts in the new book include preparing for and conducting mountain and canyon flights, airport operations, situational awareness, aircraft performance, risk management, analysis of accidents and emergency operations. Exercise sections in each chapter help readers apply the information to their own flying. The softcover book is $39.95, while the eBook is $34.95.

Naval Aviation Museum releases custom Monopoly board game Now available is a new Monopoly style game from the National Naval Aviation Museum. National Naval Aviation Museum ­— Opoly is full of aircraft, exhibits, history, and a trip through the largest Naval Aviation museum in the country, according to officials. The concept and rules of the new game are the same as the traditional Hasbro Monopoly game. Instead of properties like Boardwalk and Park Place, this version uses museum exhibits like the Blue Angels Atrium and Battle of Midway and Homefront U.S.A. The custom game pieces are inspired by elements of naval aviation, including a model F-18, captain’s hat, life preserver, and helicopter. Proceeds of the game, which sells for $40, will benefit the Naval Aviation Museum Foundation.

Replacement exhaust mufflers and stacks for Piper PA-28Rs approved

New features and content added to Sporty’s Study Buddy apps

Aerospace Welding Minneapolis, Inc. (AWI) has received a PMA for new replacement exhaust stacks and mufflers for the popular Piper PA-28R-200/201/201T series aircraft. All of the components are made from 321 stainless steel material, according to company officials. Piper owners can order individual parts or a complete replacement package. The systems can be installed by most A&P mechanics in about an hour, company officials said.

New content and features have been added to Sporty’s Study Buddy apps for the Private Pilot, Sport Pilot, Instrument Pilot, and Remote Pilot tests. All four apps are available for both iPhone/iPad and Android devices. The latest update adds more than 200 new FAA test prep questions to the apps, each with explanations covering why each answer is correct or incorrect written by Sporty’s team of CFIs. Each question also includes a link to the supporting FAA reference handbook or appropriate resource for further study. Another enhancement is that a user can now save a partiallyfinished session and resume it at a later time. Sporty’s Study Buddies range in price from $14.99 to $19.99 and can be instantly downloaded at

General Aviation Modifications, Inc. (GAMI) and Tornado Alley Turbo (TAT) have received FAA STC approvals for several new, customized modifications to Continental’s IO-550B (300hp) engines. Modifications include Taperfin Barrel Style Cylinders, Needle Bearing Rocker Arms, and an upgraded Liquidair Baffle Kit, according to company officials. The new modifications are designed to improve performance and durability in the engine, which is used in many Beechcraft Bonanzas. Along with the GAMIjector fuel injectors, these new modifications are offered in custom-built GAMISPEC 550 engines. The engines are available in naturally aspirated and turbonormalized configurations. When installed, many Bonanzas can qualify for substantial gross weight increases, company officials adds.

Online avionics training takes off Avotek has launched a new online course for aviation technicians and students preparing to take the Aircraft Electronics Technician (AET) certification exam. The course is delivered in two parts: • Part I: Basic Electricity and Electronics (31 lessons); and • Part II: Maintenance Practices and Aircraft Fundamentals (20 lessons, which are essentially the same material as the General portion of the FAA Mechanic Examination). Avotek is offering introductory pricing for the two test preparation sets through Sept. 30, 2019, with Part I priced at $149, while Part II is priced at $99. Several free sample courses are available for those who want to try out the training before purchase.

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May 9, 2019

Calendar of Events



Western United States

May 12, 2019, Davis/Woodland, CA. Airplane Wash and Pancake Breakfast, Fundraising for Flight Training May 12, 2019, Hood River, OR. Second Saturday at WAAAM Air and Auto Museum, 541-308-1600 May 14, 2019, Mesa, AZ. Falcon Field (KFFZ) Local Runway Safety Action Team Meeting, 480-284-7434 May 14, 2019, Reno, NV. FAASTeam Flight Instructor Open Forum, 775-858-7700 ext. 257 May 14, 2019, San Martin, CA. Declaring and dealing with emergencies: What pilots get wrong, 408-251-5111 May 15, 2019, Phoenix, AZ. Williams Gateway Airport Control Tower Visit, 480-284-0062 May 15, 2019, Tucson, AZ. Ryan Airport Local Runway Safety Meeting, 480-284-7434 May 15, 2019, Lincoln, CA. EAA Chapter 1541 Membership Meeting May 15, 2019, Provo, UT. EAA Chapter 753 Monthly Meeting, 801-609-5665 May 15, 2019, Camarillo, CA. Airline Techniques for GA Pilots with Mike Jesch, John Ringel, Brian Schiff, Gary Schank, 805-312-9299 May 15, 2019, San Carlos, CA. So You Want to Fly or Buy a Cirrus, 650-856-2030 May 16, 2019, Mountain View, CA. Mountain View Hangar Flying and Coffee Drinking May 16, 2019, Seattle, WA. IA AMT 145 Repair Station AC Owners And Operators Maintenance QA Seminar, 425-227-2247 May 17, 2019, Auburn, WA. Visit Seattle ARTCC, 253-951-4118 May 17-18, 2019, Idaho Falls, ID. Idaho Aviation Expo, 208-524-1202 May 17, 2019, Concord, CA. Monthly MDPA Meeting and Dinner May 18, 2019, Redlands, CA. Hangar 24 Airfest, 909-242-8111 May 18, 2019, Kirtland AFB, NM. Kirtland AFB Air Show May 18, 2019, San Martin, CA. San Martin Airport/Wings of History Museum Aviation Day, 408-683-2290 May 18, 2019, Hayward, CA. Poker Run, 925-876-0591 May 18, 2019, Riverside/Rubid, CA. EAA Chapter One Historical Aircraft Display Day and Pancake Breakfast, 951 249-4423 May 18, 2019, Lincoln, CA. Display Day May 18, 2019, Spanish Fork, UT. EAA Chapter 23 Young Eagles Rally, 801-420-8888 May 18, 2019, Creswell, OR. EAA Chapter 31 Breakfast, 5419148605 May 18, 2019, Longmont, CO. RV12 Colorado Gathering, 303-435-4098 May 18, 2019, Erie, CO. Young Eagles Rally EAA Chapter 43, 303-744-8180 May 18, 2019, Vacaville, CA. EAA Chapter 1230 Young Eagles Flights, 707-448-8512 May 18, 2019, San Diego, CA. Four Minutes: Surviving the Crash of an Experimental Airplane, 760-613-4389 May 18, 2019, Placerville, CA. Flying Start and Eagle Flights, 916-337-6700 May 18, 2019, St. George, UT. Wings & Wheels and 1940 Style Hangar Dance, 435-669-0655 May 18, 2019, Prescott, AZ. Wilderness Survival Skills for Pilots, 928-777-4306

May 18, 2019, Hanford, CA. Breakfast & Display Day, 559-362-3563 May 18, 2019, Red Bluff, CA. Young Eagles Rally, 530-824-5541 May 18, 2019, Compton, CA. Chapter Meeting and Presentation, 424-242-9664 May 19, 2019, Redlands, CA. Hangar 24 Airfest, 909-242-8111 May 20, 2019, Granby, CO. Fly-In Or Drive-In To Local Aviation Museum May 21, 2019, Fullerton, CA. FAPA Meeting/Seminar, 714-588-9346 May 21, 2019, Riverside/Rubid, CA. EAA Chapter One Monthly Meeting, 951-249-4423 May 22, 2019, Camarillo, CA. Tips for Preparing for the Instrument Practical Test with DPE Joe Justice, 805-312-9299 May 23, 2019, Mountain View, CA. Mountain View Hangar Flying and Coffee Drinking May 25, 2019, Pendleton, OR. EAA Chapter 219 Last Saturday of the Month, 503-347-8036 May 25-27, 2019, Livermore, CA. Vintage Aircraft Display Days, 925-915-0120 May 25, 2019, Renton, WA. IFR Workshop And RFS Safety Seminar, 425-728-8922 May 28, 2019, Reno, NV. Reno Area IMC Club Meeting, 775-393-9403 May 30, 2019, Colarado Springs, CO. USAFA Graduation, 719-333-7731 May 30, 2019, Mountain View, CA. Mountain View Hangar Flying and Coffee Drinking June 01, 2019, Hillsboro, OR. EAA Chapter 105 Pancake Breakfast June 01, 2019, Lincoln, CA. Pancakes and a Movie June 01, 2019, Groveland, CA. Vintage Aircraft Display at Pine Mountain Lake June 01, 2019, Boulder, CO. AOPA Rusty Pilot Seminar at KBDU, 303-449-4210 June 01, 2019, Springerville, AZ. Seventh Annual Round Valley Aviation Expo, 928-333-5746 June 01, 2019, Perris, CA. Ultralight & Sportpilots of America monthly meeting/ competition, 714-913-0215 June 01, 2019, Concord, CA. Monthly MDPA Safety Meeting, Breakfast and Fly-Out June 01, 2019, Missoula, MT. EAA Chapter 517 Breakfast at the Airport, 406-549-2933 June 01, 2019, Brigham City, UT. Brigham City Young Eagle Flights, 801-309-7750 June 01, 2019, San Bernardino, CA. SOAR 2019, a Mission Flight event, 626-806-3279 June 01, 2019, Bakersfield, CA. Bakersfield Municipal Airport( L45) Open House, Fly-In, and Young Eagles Rally, 503-313-3282 June 01, 2019, San Diego, CA. Gillespie Pilots Association Monthly Meeting, 619-980-8941 June 01, 2019, Redding, CA. PIC Seminars hosted by IASCO Flight Training & The Grand Flying Club June 01, 2019, Hollister, CA. Antique Aircraft Display And Fly-In June 01, 2019, Hollister, CA. Frazier Lake Airpark Display Day, 831-634-0855 June 01, 2019, Placerville, CA. Pancake Breakfast, 916-337-6700 June 01, 2019, Watsonville, CA. Young Eagles Rally, 831-531-8440 June 01, 2019, Byron, CA. Angel Flight West Nor Cal Wing Fly-In, 310-390-2958 June 01, 2019, Sacramento, CA. CAF

Sacramento Delta Squadron Monthly Meeting, 916-531-9397 June 01, 2019, Groveland, CA. EAA Chapter 1337 Meeting, 209-962-5061 June 01-02, 2019, Groveland, CA. PML Aviation Association Meeting June 02, 2019, Hollister, CA. Antique Aircraft Display And Fly-In

South Central United States

May 12, 2019, Lake Charles, LA. Chennault International Airshow May 12, 2019, Ozark, AR. Byrd's Adventure Center Spring Backcountry Fly-In May 16-17, 2019, Mexico, MO. Zenith Aircraft Building Workshop, 573-581-9000 May 17, 2019, San Antonio, TX. EAA Chapter 35VMC Club, 787-644-7828 May 18-19, 2019, Barksdale AFB, LA. Barksdale Defenders of Liberty Airshow, 318-456-1015 May 18-19, 2019, Cape Girardeau, MO. Cape Girardeau Regional Air Festival May 18, 2019, Fulton, MO. Kingdom Pilots Association Annual Pancake Breakfast and Fly-In, 573-220-8450 May 18, 2019, Pine Bluff, AR. EAA Chapter 1388 Breakfast May 18, 2019, Gladewater, TX. Gladewater Airport Open House May 18, 2019, St Charles, MO. EAA Chapter 32 Meetings May 18, 2019, Oklahoma City, OK. EAA Chapter 24 Flying Start Program May 18, 2019, Port Lavaca, TX. Gateway Flight Center Annual Fly-In, 361-746-8147 May 19, 2019, Columbia, MO. Flight Training Issues As Seen Through The Eyes Of Pilot Examiners May 20, 2019, Chickasha, OK. Chickasha Safety Meeting, 405-574-6842 May 25-26, 2019, Jefferson City, MO. Salute to Veterans 31st Annual Celebration, 573-253-5492 May 25, 2019, Oklahoma City, OK. Pancake Breakfast & Young Eagle Flights, 405-495-1612 May 25, 2019, North Little Rock, AR. EAA Chapter 165 Super Breakfast, 419-360-7414 May 25, 2019, Frankston, TX. Runway Gumbo May 25, 2019, St Louis, MO. STL Aviators Open House May 28, 2019, Hammond, LA. Hammond Flying Club Monthly Meeting, 504-450-7718 May 31-June 02, 2019, Junction City, KS. National Biplane Fly-In, 785-210-7500 June 01-02, 2019, Tinker AFB, OK. Star Spangled Salute Air Show, 405-732-7321 June 01, 2019, Ponca City, OK. Ponca City Fly-In/Drive-In Breakfast, 580-762-3794 June 01, 2019, Gardner, KS. First Saturday Of The Month Breakfast, 913-963-2829 June 01, 2019, Fayetteville, AR. Midwest Sonex Fly-In June 01, 2019, Midlothian, TX. Pancake Breakfast Fly-In, 972-923-0080

North Central United States

May 12, 2019, Poplar Grove, IL. EAA Chapter 1414 Pancake Breakfast and Young Eagles Rally, 815-382-4509 May 12, 2019, Alma, MI. Airport Movie Night, "Flying the Feathered Edge," 913-956-9795 May 12, 2019, Peoria, IL. IMC Club Meeting

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

Now get out there and FLY! in EAA Chapter 563's Hangar at Mt Hawley Airport (3MY), 309-251-1998 May 13, 2019, Eau Claire, WI. Runway Incursions Wisconsin Statistics, 414-486-2995 May 14, 2019, Indianapolis, IN. Indianapolis Aero Club Dinner, 317-339-6643 May 15, 2019, Anderson, IN. Weekly Chapter Gathering, 765-208-0299 May 15, 2019, Rockford, IL. Rockford EAA Chapter 22 VMC Club, 815-621-9142 May 16, 2019, Peoria, IL. Thursday Morning Coffee in EAA Chapter 563 Hangar, 309-696-1428 May 16, 2019, Watertown, WI. Hamburger Social, 920-261-4567 May 16, 2019, Chicago, IL. Vagabond Flying Association Membership Meeting May 16, 2019, Elkhart, IN. Mishawaka Air Activities Flying Club Membership Meeting May 17, 2019, Grand Rapids, MI. Ford Tri-Motor Rides, 616-538-8849 May 17-19, 2019, Salem, IL. Giles Henderson Memorial Challenge Aerobatic Contest, 314-518-8542 May 18, 2019, Maurice, IA. Orange City Tulip Festival Fly-In, 712-567-1000 May 18, 2019, Buffalo, MN. Air to Air Photography Event, 612-229-5027 May 18, 2019, Crete, NE. Crete Hangar Breakfast May 18, 2019, Peoria, IL. EAA Chapter 563 Pancake Breakfast, 309-696-1428 May 18, 2019, Linden, MI. Linden Price's Wings & Wheels Fly-In Drive-In Pancake Breakfast May 18, 2019, Indianapolis, IN.

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

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May 9, 2019

For more events and to stay up-to-date, go to Beechcraft Pilot Proficiency LIVE May 18, 2019, White Bear Lake, MN. Third Saturday Coffee and Doughnuts, Benson's Airport (6MN9), 763-503-0161 May 18, 2019, Crawfordsville, IN. AOPA Rusty Pilots Seminar, 765-362-0707 May 18, 2019, Grand Rapids, MI. Ford Tri-Motor Rides, 616-538-8849 May 18, 2019, Cedar Rapids, IA. Flying Start-Cedar Rapids May 18, 2019, Brighton, MI. Brighton Breakfast Club Weekly, 313-378-8525 May 18, 2019, White Bear Town, MN. Spring Pancake Fly-In Breakfast, 651-983-5158 May 18, 2019, Chicago, IL. DuPage Pilots Association Annual Safety Seminar May 18, 2019, South Saint Paul, MN. MN WING CAP Great Aerospace Fling May 18, 2019, Mandan, ND. EAA Chapter 1008 Monthly Meeting, 701-391-1394 May 18, 2019, Waterford Township, MI. Barnstormers Fly-In Drive-In, 248-666-2211 May 19, 2019, Canton, IL. 61st KCTK Club Fly-In, 309-647-2072 May 19, 2019, Grand Rapids, MI. Ford Tri-Motor Rides, 616-538-8849 May 20, 2019, Brodhead, WI. Loss of Control, 414-486-2995 May 21, 2019, Boone, IA. Learning to Live with Gliders, 515-279-6478 May 21, 2019, Madison, WI. Madison Pilot Controller Runway Safety Seminar, 414-486-2995 May 22, 2019, Anderson, IN. Weekly Chapter Gathering, 765-208-0299 May 23, 2019, Peoria, IL. Thursday Morning Coffee in EAA Chapter 563 Hangar, 309-696-1428 May 23-26, 2019, Niles, MI. EAA Ford Tri-Motor Fly the Ford Tour Stop, 269-340-2945 May 24, 2019, La Porte, IN. Lunch on the Fly, 219-324-3393 May 24, 2019, Waukesha, WI. Food Truck Friday, 262-970-6785 May 24-26, 2019, Oshkosh, WI. Memorial Day Work Weekend, 920-764-2887 May 25, 2019, Auburn, IN. VAA Chapter 37 Breakfast, 260-348-4776 May 25, 2019, Brighton, MI. Brighton Breakfast Club Weekly, 313-378-8525 May 25, 2019, Wausau, WI. Wausau Tailwheel Workshop 2019, 414-486-2995 May 25, 2019, Waukesha, WI. Gathering of Warbirds May 25, 2019, Waterford Township, MI. Barnstormers Fly-In Drive-In, 248-666-2211 May 26, 2019, Portage, WI. Fly In Drive In Pancake Breakfast, 608-617-7187 May 27, 2019, Sparta, IL. Memorial Day Fly-By, 618-978-2956 May 28, 2019, Stevens Point, WI. FAA WINGS And Flight Proficiency, 414-486-2995 May 29, 2019, Anderson, IN. Weekly Chapter Gathering, 765-208-0299 May 30, 2019, Peoria, IL. Thursday Morning Coffee in EAA Chapter 563 Hangar, 309-696-1428 May 31, 2019, Waukesha, WI. Food Truck Friday, 262-970-6785 June 01-02, 2019, Offutt AFB, NE. Defenders of Freedom Air Show June 01, 2019, Alma, MI. Warbird in Review: RC45J, 913-956-9795 June 01, 2019, Amery, WI. Amery Municipal Airport (AHH) Annual Fly-In Pancake Breakfast, 715-554-3858 June 01, 2019, Manitowoc, WI. Fly-In/Drive In Pancake Breakfast, 920-304-9265 June 01, 2019, Weidman, MI. Annual Ojibwa (D11) All-You-Can-Eat Breakfast Fly-In, 586-805-0853 June 01, 2019, Scottsbluff, NE. 2019 Annual Fly-In and Airport Appreciation Day, 904-562-0972

June 01, 2019, Superior, WI. EAA Chapter 272 Pancakes and Young Eagles Event, 218-218 590-0507 June 01, 2019, York, NE. York Hangar Breakfast June 01, 2019, Peoria, IL. EAA Chapter 563 Pancake Breakfast in EAA hangar, 309-696-1428 June 01, 2019, Eden Prairie, MN. Its Oshkosh Time! 952-210-8600 June 01, 2019, Brighton, MI. Brighton Breakfast Club Weekly, 313-378-8525 June 01, 2019, Sterling, IL. Sauk Valley Pilots Association Meeting, 815-213-7939 June 01-02, 2019, Bolingbrook, IL. Cavalcade of Planes, 630-378-0479 June 01, 2019, Milwaukee, WI. Timmerman Airport Flour Drop Contest, 414-651-3815 June 01, 2019, Menominee, MI. Big Airport Little Airplane, 920-819-4774 June 01, 2019, Waterford Township, MI. Barnstormers Fly-In Drive-In, 248-666-2211 June 02, 2019, Audubon, IA. Audubon, Iowa Flight Breakfast, 712-563-3780 June 02, 2019, Reedsburg, WI. 67th Fly-In Drive-In Pancake Breakfast, 903-217-7465 June 02, 2019, Coldwater, MI. Pancake Breakfast Fly-In, 269-419-9904 June 02, 2019, Fort Atkinson, WI. Wings & Wheels Fly-In Breakfast, 920-568-8858 June 02, 2019, Bolingbrook, IL. Cavalcade of Planes, 630-378-0479 June 02, 2019, Peoria, IL. VMC Club in EAA 563's Hangar at Mt Hawley Airport (3MY), 309-691-3613

North Eastern United States

May 12, 2019, JB Andrews, MD. JB Andrews Airshow, 240-612-4428 May 12, 2019, Urbana, OH. D-Day Doll Visit, 937-652-4319 May 12, 2019, Sciota, PA. Pegasus Airpark Fly-In/Drive-In BBQ, 570-643-6499 May 13, 2019, Carlisle, PA. Carlisle Flying Club Monthly Meeting, 717-830-8773 May 13, 2019, Burlington, MA. CFI/DPE Forum Proficiency, 781-238-7536 May 14, 2019, Erie, PA. Airspace 101 Rules of the Sky, 412-886-2580 X206 May 14, 2019, Fitchburg, MA. Fitchburg Pilot's Association (FPA) Monthly Meeting May 14, 2019, Portland, ME. Floats Up, 207-838-3548 May 14, 2019, Cincinnati, OH. EAA/IMC Club Meeting, Airmen's Clubroom May 14, 2019, Towson, MD. IMC Club, 410-299-5444 May 14, 2019, Taunton, MA. Drones Flying in Airspace, 508-824-5681 May 15, 2019, Philadelphia, PA. Hypoxia (Reduced Oxygen) Recognition Training, 610-595-1500 ext. 240 May 15, 2019, Fredericksburg, VA. CFI/ DPE Forum, 540-809-9629 May 16, 2019, Beaver Falls, PA. CFI/ DPE Forum, 412-886-2580 May 17-19, 2019, Virginia Beach, VA. Warbirds Over the Beach, 757-721-7767 May 18, 2019, Salisbury, MD. SBY Wings & Wheels, 678-478-6322 May 18, 2019, Hagerstown, MD. EAA Chapter 36 Young Eagles Flights & Breakfast, 304-839-8668 May 18, 2019, Van Wert, OH. World Record Celebration: 100 Year Anniversary of Walter Hinton Crossing Atlantic, 419-232-4500 May 18, 2019, Owensboro, KY. Ayer Flying Club Breakfast May 18, 2019, Wadsworth, OH. Pancake Breakfast and Fly-In May 18, 2019, Reading, PA. Fly-In/ Drive-in Breakfast, 484-256-8066 May 18, 2019, Vine Grove, KY. EAA Chapter 657 Young Eagles Rally, 502-215-6202 May 18, 2019, Bradford, PA. KBFD Fly-

In Breakfast, 814-368-5928 May 18, 2019, Delaware, OH. EAA Chapter 1600 Pancake Breakfast (8-11am) and Young Eagles Flights (9am-12pm), 614-327-7086 May 18, 2019, Elyria, OH. Discover Aviation Day, 440-236-6594 May 18, 2019, Altoona, PA. EAA Chapter 400 Monthly Meeting, 814-931-1457 May 18, 2019, Doylestown, PA. KDYL Open House, 267-424-9410 May 18, 2019, Monroe Township, NJ. EAA National Fly Day, 856-358-7351 May 18, 2019, Gordonsville, VA. EAA Chapter 1563 Meeting May 18, 2019, Zanesville, OH. Flying Start, Learn to Fly Day, 740-954-0059 May 18, 2019, Milton, WV. Ona Speedway Racing, 954-328-7646 May 19, 2019, Williamson/Sodu, NY. 55th Annual Apple Blossom Festival Fly-In Pancake Breakfast, 585-507-8214 May 19, 2019, Reading, PA. Fly-In/ Drive-in Breakfast, 484-256-8066 May 19, 2019, Bayport, NY. Celebration of Vintage Transportation, 516-381-4408 May 20, 2019, Pittstown, NJ. EAA Chapter 643 Monthly Meeting, 908-487-7757 May 20, 2019, Rochester, NY. Artisan Flying Club, 585-615-5710 May 21, 2019, Kent, OH. You Are Cleared on the ECOPA 1 Departure: Making Sense of Departures, 330-328-8309 May 21, 2019, Manassas, VA. Compassion Airlift Pilots' Meeting (Every month except August and December), 703-812-4733 May 22, 2019, Annapolis, MD. U.S. Naval Academy Air Show May 23, 2019, Louisville, KY. IMC Club, 502-396-2880 May 24, 2019, Annapolis, MD. U.S. Naval Academy Graduation Fly-Over May 25-26, 2019, Wantagh, NY. Bethpage Air Show at Jones Beach, 631-321-3510 May 25-26, 2019, Latrobe, PA. 2019 Westmoreland County Airshow, 724-539-8100 May 25, 2019, Norfolk, VA. EAA Chapter 339/ CAF ODS Breakfast, 757-679-8842 May 31-June 01, 2019, West Milford, NJ. Greenwood Lake Air Show, 973-728-7721 June 01, 2019, Ghent, NY. EAA Chapter 146 Sping Fly-In Pancake Breakfast, 518-758-6355 June 01, 2019, Cross Keys, NJ. Doug McClure Memorial Pancake Breakfast June 01, 2019, Stow, MA. Hangar Talk, 978-897-3933 June 01, 2019, Winchester, VA. 2019 Wings & Wheels, 540-662-5786 June 01, 2019, Stow, MA. Meet the Manager, 978-897-3933 June 01, 2019, Milton, WV. Ona Speedway Racing, 954-328-7646 June 02, 2019, Utica/Frankfort, NY. Pancake Breakfast, 315-866-2110

South Eastern United States

May 14, 2019, Jacksonville, FL. IMC Club Meeting, 904-200-1504 May 15, 2019, Lake City, FL. Wednesday Breakfast III, 386-466-0997 May 15, 2019, Stuart, FL. EAA Chapter 692 Monthly Meeting May 16, 2019, Goldsboro, NC. FlyQ vs. ForeFlight, 919-221-2375 May 17, 2019, Fort Myers, FL. Fly-in Fridays Hot Dog Social, 239-590-6600 May 18, 2019, Crestview, FL. EAA Chapter 108 Meeting May 18, 2019, Huntsville, AL. EAA Chapter 190 Pancake Breakfast May 18, 2019, Dawson, GA. EAA Chapter 354 Country Breakfast, 229-435-1667 May 18, 2019, Deland, FL. EAA

Chapter 635 Young Eagles Rally and Breakfast, 386-801-5318 May 18, 2019, Live Oak, FL. EAA Chapter 797 Pancake Breakfast and Monthly Meeting at 24J, 386-842-2543 May 18, 2019, Sarasota/Braden, FL. EAA Chapter 180 Young Eagles and Free Pancake Breakfast, 941-356-0591 May 18, 2019, Clarksville, TN. EAA Chapter 1605 Breakfast & Gathering, 210-765-0897 May 18, 2019, Pensacola, FL. FlyIn Pancake Breakfast May 18, 2019, Fort Payne, AL. Young Eagles, 256-845-9129 May 18, 2019, Conway, SC. EAA Chapter 1167 Spring Fly-In, 843-264-0502 May 18, 2019, Oneida, TN. Scott County (KSCX) Tennessee Fly-In, 330-347-0700 May 18, 2019, Plant City, FL. Non-Towered Airport Flight Operations, 813-917-5370 May 18, 2019, Morganton, NC. Learn to Fly Day at MRN, 828-308-1543 May 18, 2019, Pensacola, FL. The Emerald Angels of the Gulf Coast 99s, Flying the Florida Panhandle, 262-902-4709 May 19, 2019, Lexington, SC. South Carolina Breakfast Club at SC99, 803-446-0214 May 21, 2019, Venice, FL. EAA Chapter 1285 Regular Monthly Meeting, 801-918-9722 May 24, 2019, Fort Myers, FL. Fly-in Fridays Hot Dog Social, 239-590-6600 May 25, 2019, Rome, GA. Fly-In Pancake Breakfast, 678-641-9004 May 25, 2019, Miami Beach, FL. Miami Beach Air and Sea Show May 25, 2019, Dayton, TN. Civil Air Patrol Fly-In Drive-In Breakfast. May 25, 2019, Geneva, FL. CedarKnoll FlyIn Gourmet Breakfast, 407-947-5777 May 25, 2019, Geneva, FL. Alligator Drink at CedarKnoll, 407-947-5777 May 25, 2019, Apalachicola, FL. Apalachicola Pancake Breakfast, 850-290-8282 May 25, 2019, Lincolnton, NC. Free Pancake Breakfast Fly-In, 704-735-0602 May 25, 2019, Rome, GA. Fly-In Pancake Breakfast, 423-228-2359 May 25, 2019, Greenville, SC. Take Flight 5K, 864-270-6660 May 25, 2019, Leesburg, FL. EAA Chapter 534 Monthly Meeting, 352-988-3180 May 25, 2019, Leesburg, FL. Flying Start Learn To Fly Orientation Program Through EAA Chapter 534 May 25, 2019, Daytona Beach, FL. BaronPilot Spruce Creek Breakfast Fly-in May 25, 2019, Orlando, FL. Young Eagles Rally, 248-703-6813 May 26, 2019, Miami Beach, FL. Miami Beach Air and Sea Show May 29, 2019, Winston-Salem, NC. Carolina Air and Auto Center Open House May 31, 2019, Fort Myers, FL. Fly-in Fridays Hot Dog Social, 239-590-6600 June 01, 2019, Burgaw, NC. EAA Chapter 297 Meeting, 910-880-5669 June 01, 2019, Winchester, TN. EAA 699 Fly-In Breakfast, 931 967-0143


May 12, 2019, Picton, ON. Prince Edward Flying Club Breakfast, 613-661-3278 May 18, 2019, Old Warden, UK. May Evening Airshow May 18, 2019, Stow Maries, England. Stow Maries Wings and Wheels May 18-19, 2019, Debert, Nova Scotia. Stanley Victoria Day Breakfast Fly-Out, 709-634-1931 May 18, 2019, Killam, AB. Killam/ Sedgwick Flagstaff Fly In May 21-23, 2019, Geneva, Switzerland. EBACE 2019

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


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MB ...................................Marker Beacon MDH .......................Major Damage History MP ...............................Manifold Pressure NDH ...........................No Damage History NM .................................... Nautical Miles Nav................................ Navigation Radio NavCom .................................Navigation/ CommunicationRadio OAT...................... Outside Air Temperature OH ............................................. Overhaul RB ..................................Rotating Beacon RDF ........................Radio Direction Finder RE ........................................Right Engine RG ................................. Retractable Gear RMI ....................Radio Magnetic Indicator RNAV ............................... Area Navigation SBs ................................Service Bulletins SCMOH .......Since Chrome Major Overhaul


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We design and ship pre-engineered steel hangar buildings. The Hangar door style of your choice is included in the design. Imperial or Metric, containerized for export or shipped domestic. 719-268-1325,

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

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