$2.95 • May 20, 2011 63rd Year. No. 10
The allure of Warbirds P. 18
Garmin’s touchscreens for GA P. 14 Escaping a downdraft P. 20 Jurassic airplanes P. 22 The wind beneath his wings P. 39
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The FAA has issued an STC to Innovative Solutions & Support for the Flight Management System for the Eclipse Aerospace twin-engine jet (pictured). The Flight Management System features: Coupled WAAS/LPV Approaches, Performance-Based Top of Descent, RNP 0.1 nm Precision, Coupled Enroute GPS Navigation, Coupled Missed Approach, Coupled Holding Patterns, Automated Airway Entry, and more. Flight management data is presented on the Avio IFMS MFD, a high resolution 15” LCD multifunction display. Eclipse Aerospace is offering the Integrated Flight Management System as part of the Total Eclipse package. EclipseAerospace.net, Innovative-SS.com Kansas Governor Sam Brownback has declared May “Aviation Appreciation Month,” noting general aviation in Kansas alone generates over $7 billion in economic impact annually, which is largely attributable to the presence of major manufacturing companies such as Cessna, Hawker Beechcraft and Bombardier. Kansas.gov Wipaire has appointed its first distributor in China: Aviation Supplies Ltd.
Wipaire was first introduced to the China market through a trip sponsored by the Minnesota Trade Office in 2005. Chuck Wiplinger, now president of Wipaire, attended the “Mission to China” trip and has continued to foster relationships since that event, he said. In November 2010, low altitude airspace over China was opened up to general aviation, providing the first great outlook for exports to that region, he added. Wipaire.com Lockheed Martin has made a $10 million pledge to the Air Force Museum Foundation, which will be used to help build a 200,000-square-foot building to house the museum’s Space Gallery, Presidential Aircraft Gallery, and Global Reach Gallery featuring cargo and tanker aircraft. It is the largest donation the museum has ever received, according to officials. LockheedMartin.com, NationalMuseum.af.mil The Minnesota Department of Transportation has rolled out Minnesota Go, which will determine the vision for the state’s transportation system — including
airports — for the next 50 years. State officials say they want to hear from Minnesotans about their expectations for transportation today and for the next generation. That public input will help prioritize goals and determine where limited financial resources will be spent, officials add. DOT.state.mn.us/MinnesotaGo The National Air Transportation Association (NATA) has released its new fact book, “General Aviation in the United States,” which provides information on the general aviation industry. The free book can be downloaded from NATA’s website. NATA.aero/FactBook The Aero Club of New England (ACONE) will present the Godfrey L. Cabot Award to Col. Eileen Collins, the first female shuttle pilot and commander, June 22, at the Harvard Club in Boston. The award is bestowed by the club, which is the oldest aero club in the Americas, to individuals or teams who have made “unique and unparalleled contributions to encourage and advance aviation and space flight.” ACONE.org
General Aviation News • 63rd Year, No. 10 • May 20, 2011 • Copyright 2011, Flyer Media, Inc. • All Rights Reserved. Publisher Ben Sclair | 800-426-8538 Ben@GeneralAviationNews.com editorial Janice Wood, Editor | 888-333-5937 Janice@GeneralAviationNews.com Meg Godlewski, Staff Reporter | 800-426-8538 Meg@GeneralAviationNews.com Contributing Writers
Crownair Aviation in San Diego is celebrating its 60th anniversary this year. Since 1951, Crownair Aviation has provided customers with aircraft maintenance, avionics and fuel at its two locations at San Diego’s Montgomery Field (MYK) and Carlsbad Airport (CRQ) in Carlsbad, Calif. In celebration of its diamond anniversary, Crownair recently unveiled the 60th anniversary edition of its website. CrownairAviation.com
Photo courtesy Eclipse Aerospace
A price has been set for Flight Design’s new four-place plane, the C-4: $250,000 in the U.S. Customers will be able to choose from two engine options — a traditional aviation engine capable of running on auto fuel or a turbo diesel engine operating on Jet A. Flight Design officials plan to announce what companies will supply the C-4’s engine and avionics at this summer’s AirVenture in Oshkosh. More than 30 orders were taken for the plane when it made its debut at last month’s Aero in Germany, officials add. FlightDesignUSA.com
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Michelin Aircraft Tires has signed on as a sponsor with aerobatic pilot Rob Holland. Holland, the 2008 World Advanced Aerobatic Champion, will feature Michelin Air tires on his plane at the 2011 World Aerobatics Championships, as well as showcase his plane for Michelin at a number of air shows in 2011. UltimateAirshows.com John Uczekaj, Aspen Avionics’ president and CEO, and Peter Lyons, Aspen’s co-founder and vice president of product management, have been recognized by New Mexico Business Weekly’s annual Who’s Who in Technology award. AspenAvionics.com The Thomas W. Wathen Foundation recently received three donations, totaling $541,000. The gifts, in the amounts of $1,000, $40,000 and $500,000, were made to sustain existing programs and help launch a number of new programs that will provide educational and training experiences while advancing the cause of general aviation, foundation officials said. The money will go towards the foundation’s school programs at Flabob Airport, its student airplane restoration projects, BRIEFING | See Page 4
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May 20, 2011
Finding the silver lining Total GA shipments still down, but pistons show positive trend The latest shipment and billings figures from the General Aviation Manufacturers Association (GAMA) show that times were still tough for the GA industry in the first quarter of this year. In the first three months of 2011, total GA airplane shipments fell 4.6%, from 390 planes in 2010 to 372 this year. Billings for general aviation airplanes totaled $3.7 billion in the first three months, down nearly 20%. “This has been a very difficult year to
FIRST THREE MONTHS OF SHIPMENTS OF AIRPLANES MANUFACTURED WORLDWIDE
date as a result of the slow economic recovery in North America and Europe,” said GAMA’s President and CEO Pete Bunce. “Emerging market deliveries continue to help sustain the industry. The bright spot in the first quarter is the piston segment. This good news may be indicative of the start of a recovery in the traditional markets that we hope will accelerate with the 100% expensing tax provision in the U.S.”
Pistons Turboprops Business Jets Total Shipments Total Billings
2010 166 60 164 390 $4.6B
Piston-powered airplane shipments totaled 188, compared to 166 in the first three months of 2010, a 13.3% increase. Turboprop shipments declined 6.7% to
Photo courtesy Just Aircraft
Air Academies and outreach programs for grade schools. WathenFoundation.org
Just Aircraft of Walhalla, S.C., recently received the “Export Achievement Award” from the U.S. Department of Commerce after it established new dealers in Australia and New Zealand with the help of the Export Assistance Center in Greenville, S.C., and similar centers in Australia and New Zealand. Just Aircraft also exports to South America, Canada,
and Europe. The STOL aircraft (pictured) was designed for backcountry and extreme conditions, company officials said. JustAircraft.com The FAA has released the EAA AirVenture Oshkosh 2011 Notice to Airmen (NOTAM), highlighting arrival and departure procedures for the more than 10,000 aircraft expected at this year’s fly-in, which will be held July 25-31 at Wittman Regional Airport in Oshkosh. The NOTAM, which is in effect July 22Aug. 1, outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. While the overall procedure is similar to past years, there are some noteworthy changes compared to
the 2010 version, according to EAA officials, including changes to the Madison and Muskegon Approach Control frequencies, Central Wisconsin Restricted Area and MOA activity, aircraft types eligible for Turbine/Warbird Arrival, and low-altitude IFR departure routes from OSH and surrounding airports. A free copy of the NOTAM is available at Airventure.org/Flying, or by calling EAA Membership Services at 800-5646322. Additional hints and tips for pilots arriving at and departing from EAA AirVenture 2011 also is available online at Airventure.org/ATC. Henley Insurance Unlimited of Birmingham, Ala., and Aviation Unlimited Agency, of Greensboro, N.C., have com-
A D V E R T I S E R AeroA.E.R.O. Hose.................................... 9 A.C. Propeller Service.............................. 37 A.E.R.O., Inc.......................................... 12 Aero Adventure....................................... 29 Adlog (Aerotech Publications).................. 15 Aerocet Inc............................................ 33 Aerox Aviation Oxygen, Inc....................... 12 Aircraft Door Seals.................................. 32 Aircraft Spruce & Specialty...................... 40 Airforms................................................. 33 Airpac Inc.............................................. 37 Airplane Things....................................... 37 Al Brashear - the NW’s Flying Realtor....... 38 Alaskan Bushwheel, Inc.......................... 33 American Avionics.................................. 32 AOPA Membership Publications, Inc......... 13 APS Brakes.............................................. 5 Arlington Fly-In......................................... 2 Aviation Insurance Resources.................. 35 Avionics Shop Inc................................... 32 Belfort Instrument Company.................... 35
CHANGE +13.3% -6.7% -22.0% -4.6% -19.6%
56 planes in 2011. Business jet shipments totaled 128, a 22% decrease from the 164 delivered in the same period in 2010. GAMA.aero bined their operations under one organizational structure: AUA, Inc. The new company, with 19 associates, offers pilots and aviation professionals a wide array of aviation insurance products. Its focus includes experimental aircraft, Warbirds, antique/classic aircraft, aerobatics, air shows, charter service, corporate fleet aviation, airport liability, FBO management/ownership, flight training and certification, and more. 800-358-8197, AUAOnline.com
BRIEFING | From Page 3
The International Council of Air Shows (ICAS) Foundation is looking for nominations for the Air Show Hall of Fame. Eligible nominees include pilots, announcers, stunt persons, producers, designers and builders, but are not limited to these categories. Candidates must have made a contribution that has a significant impact upon the air show industry; the contribution may be demonstrated through showmanship, performance or innovation, and may encompass a single accomplishment or a body of work. The candidate must have entered the air show industry a minimum of 10 years before the year of nomination. Deadline for submissions is July 1. ICASFoundation.org
2011 188 56 128 372 $3.7B
Brackett Aero Filters Inc.......................... 33 Brown Aviation....................................... 33 Cannon Avionics Inc................................ 32 Cee Bailey’s Aircraft Plastics.................... 33 Currituck County Regional Airport............. 28 Desser Tire & Rubber Co......................... 33 Dynon Avionics....................................... 15 Eagle Fuel Cells Inc................................. 33 Ehrhardt Aviation Agency......................... 35 Floats & Fuel Cells.................................. 34 FRANCIS IFR HOOD................................ 34 General Aviation Modifications Inc............ 14 Genuine Aircraft Hardware Inc.................. 36 Gibson Aviation........................................ 6 Global Aircraft Industries Ltd.................... 37 Gold Metal Paint Co................................ 35 Great Lakes Aero Products Inc................. 36 Hillsboro Aviation Inc............................... 28 Hooker Custom Harness.......................... 37 Intermountain Air.................................... 37 Judith Bates........................................... 38
Six pilots will be inducted into the Air Zoo’s Michigan Aviation Hall of Fame May 21, including: Clayton Brukner, WACO founder and inventor; Beaumont “Pard” Diver, designer of the Meyers OTW, 145, and 200; Capt. Edward Rickenbacker, military pilot and business executive; Lt. Gen. James Light Jr., pilot and engineer; Capt. James Mynning, air show and airline pilot; and Col. Robert Warren, military fixed-wing and helicopter pilot. Also at the ceremony, the Tuskegee Airmen will be presented with the Spirit of Flight Award, which highlights the outstanding achievements of aviation/space organizations, while author Nancy Lynn Mess will be presented with the Harriet Quimby Award for her book, “Men, Wind and Courage.” AirZoo.org
I N D E X
KS Avionics, Inc...................................... 31 Lakeshore Aviation LLC........................... 35 Lincoln County Regional Airport................ 28 Loehle Aircraft Corp................................ 36 Lumberton Regional Airport.................... 28 Micro Aerodynamics.................................. 6 Mountain High E & S ............................... 8 Nevada Aircraft Engines LLC...................... 8 Niagara Air Parts..................................... 14 Northwest Propeller Service..................... 36 NW Hangars........................................... 35 Optima Publications LLC.......................... 32 Pacific Coast Avionics.............................. 27 Pacific Oil Cooler Service.................... 30,35 Para-Phernalia........................................ 36 Petersen Aviation.................................... 33 R & M Steel............................................. 9 RMD Aircraft Inc..................................... 36 Rosen Sunvisor Systems LLC................... 34 Saircorp, LTD.......................................... 35 Schweiss Doors............................ 12,35,37
Sheltair Aviation Facilities, Inc.................. 34 Sky Ox Limited....................................... 33 SkyVision Xtreme.................................... 31 Spencer Aircraft...................................... 29 Sporty’s Pilot Shop................................. 35 Stack Plumbing, Inc./Pine Hollow............. 38 Stewart Aircraft Finishing Systems............ 12 Superflite................................................. 5 Tanis Aircraft.......................................... 34 U-Fuel................................................... 33 Univair Aircraft Corporation................... 7,36 Williams Aircraft Painting......................... 36 Wings Pilot Shop.................................... 36 Wings West Governors............................ 36 ZD Publishing Inc.................................... 35 Zephyr Aircraft Engines............................ 33
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May 20, 2011
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Cessna CEO retires
engineering and product development activities, including new aircraft development, design, experimental and production test flight, certifications and product improvements for all Cessna models. He was named president and chief executive officer in 2003 and chairman in 2005. “Under Jack’s leadership, Jack Pelton Cessna achieved many significant program and product milestones and strengthened its position as a thought leader in the aviation industry,” said Donnelly. “We appreciate Jack’s efforts and Photo courtesy Cessna
Earlier this month, Jack Pelton, chairman, president and CEO of Cessna Aircraft, announced his retirement after more than 10 years with the company. A search for his successor is underway. Textron Chairman and CEO Scott Donnelly will run the business until a successor is named, according to officials with Cessna’s parent company. While the retirement came as a surprise to the GA community, Textron officials claim it is a “straight forward retirement” and not one forced by Cessna’s disappointing performance in the last few years. Pelton, 52, joined Cessna in November 2000 as senior vice president, product engineering, and oversaw Cessna’s
wish him the best in his future endeavors.” Experimental Aircraft Association Chairman Tom Poberezny calls Pelton one of the true industry leaders who has a grasp of the entire spectrum of aviation, noting he has been a major advocate for all sectors of the GA community. “From the SkyCatcher LSA to business jets, Jack has demonstrated his leadership and visionary thinking,” Poberezny said. “As an active pilot and engineer, Jack has the unique ability to communicate with pilots
on a wide variety of subjects. Whether he’s flying a Citation or a Cessna 206, he’s able to demonstrate professionalism combined with a passion for flying. He truly understands the needs and requirements of aviation consumers. It will be interesting to see what he does next. I hope he stays engaged in aviation.” Aircraft Owners and Pilots Association President Craig Fuller echoed Poberezny’s comments: “Jack Pelton has been an exceptional leader for and friend to the entire general aviation community. I am certain that he will continue to be a powerful advocate for GA and look forward to future opportunities to work together.” Cessna.com
Foley takes ‘wait and see’ approach to Cirrus deal In March, industry consultant and investment banker Brian Foley published a report exploring the buying up of U.S. general aviation companies by foreign entities. In doing so, he discovered a widespread penchant for getting one particular company, Cirrus Aircraft, back under U.S. control. A Chinese company, China Aviation Industry General Aircraft Co., is in the process of buying the Duluth, Minn.based company. Cirrus is viewed by many to be part of America’s aviation heritage, but its sale to China is pending in a deal that might
be approved as early as this month, Foley notes. Although formed in 1984, Cirrus has been 58% owned by the Bahraini concern Arcapita since 2001. The current Chinese deal, for a reported $210 million, would be for 100% of the company — leaving no U.S. ownership, which has been a major cause of consternation, according to Foley. That’s why he tried to assemble a group of investors and organize an 11thhour unsolicited bid. “The initial investor response was swift and encouraging,” Foley said. “We’ve
since had time to follow up, and even contact those on our own aerospace investor list. While we continue to identify and vet more prospective investors, the general consensus thus far is to see first whether the Chinese offer currently on the table proceeds to fruition. There is some element of doubt on this, but many believe it probably will. If it doesn’t, however, we have investors waiting to reevaluate the situation. We acknowledge our investors’ viewpoint in following this approach.” Foley believes that other possible investor groups are also working on contin-
gency plans for Cirrus. “Some have been in contact with us, while others are more low-key. What’s important is knowing that the merits of our concept are shared by others, which hopefully boosts the odds of restoring Cirrus as an Americanowned fixture.” At Sun ’n Fun, Cirrus officials said they had not heard from Foley or any other U.S.-based investment group. The China-Cirrus deal must be approved by both the U.S. and China government before it can proceed. CirrusAircraft.com, BriFO.com
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International Learn To Fly Day May 21 The second annual International Learn to Fly Day takes off Saturday, May 21. International Learn to Fly Day is an aviation community-wide effort helping people of all ages take that first steps to flight. The Experimental Aircraft Association (EAA) is encouraging its local chapters to offer complementary adult orientation flights on May 21. EAA officials say they view these introductory flights for adults as a key step toward establishing a yearround adult version of its Young Eagles program, which has offered free flights to more than 1.6 million young people since
1992. EAA officials also encourage other aviation organizations and businesses to join in the effort by offering introductory flights, seminars and open houses at airports and other locations. Organizations and EAA chapters that are hosting events are encouraged to post their events on the International Learn to Fly Day website (LearnToFly.org). “The joy, fulfillment and sense of accomplishment of flying an aircraft is unlike anything else that one can experience,” said Rod Hightower, EAA president. “EAA and its members are commit-
ted to providing pathways to participation so more people can enjoy the fun of flying and the world of aviation. We want to share this unique freedom with others, as there are millions of people who have thought, ‘I would love to learn to fly,’ but have never taken the first step. EAA also asks every pilot to individually take a friend flying on May 21.” The inaugural International Learn to Fly Day in 2010 drew more than 40,000 people to nearly 250 events, resulting in more than 500 documented news stories about local events, along with countless social
May 20, 2011
network postings, according to EAA officials. A survey conducted by PilotJourney.com showed 64% of respondents introduced to aviation during International Learn to Fly Day planned to pursue flight training afterwards. Additionally, the U.S. House of Representatives passed a resolution in 2010 declaring the third Saturday in May as International Learn to Fly Day, recognizing the contributions of flight instructors, flight schools, aviation groups, and the industry in promoting and teaching the nation’s next generation of pilots.
Air show to aid tornado victims The Wings Over Cullman Air Show on May 21 will provide aid to tornado victims of Cullman County, Alabama, and beyond. Less than four weeks before the show, violent tornadoes cut across Alabama, leaving Cullman and many other commu-
nities reeling. Since then, city and county officials have determined the airport and necessary infrastructure is good to go on with the show, according to organizers, who note that not only will the plans continue, but the show is now a venue to help tornado victims.
“The show will go on,” said Mayor Max Townson. “The people need to have this show.” Volunteers will be collecting donations, while proceeds from souvenir programs and T-shirt sales will go to help those devastated by tornadoes. This could be
the first aviation event to help those storm victims in need, organizers said. Fans will enjoy a three-hour air show with top acts, military displays, live music, and static displays from 9 a.m. until 4 p.m. Admission and parking is free. CullmanAirshow.org
The Paine Field Passport costs $10 and is valid for up to one year, which allows visitors the opportunity to visit all four venues in one day or to take a more leisurely approach, according to officials. At each aviation attraction, Paine Field Passport holders receive a “visa stamp” to obtain the discounts. The passport features descriptions of
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each aviation attraction, a map of the points of interest at Paine Field and a bookmark listing special offers. Paine Field Passports can be purchased at any of the four aviation attractions. The passports come in three colors: brown, red and blue, according to officials. 425-348-3200, PaineFieldPassport.com
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May 20, 2011
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FAA installs 150th Alaska WX camera The FAA has turned on its 150th weather camera in Alaska in Talkeetna, a village whose airport is the hub for mountain climbing and sightseeing flights to Mt. McKinley. Aviation cameras are positioned to view sky conditions around airports, air routes and mountain passes. They provide pilots with critical weather information to help them decide whether it’s safe to fly, FAA officials said. “Real-time pictures of current weather conditions from weather cameras are helping pilots in Alaska make better choices every day about when and where it’s safe to fly,” said U.S. Transportation Secretary Ray LaHood. “We want to make sure people in Alaska can travel to work, school and the doctor as safely as possible.” More than three-quarters of Alaskan communities have no access to highways or roads and depend on aviation for access to food, mail, jobs, schools, medical services and travel. The FAA plans to install weather cam-
May 20, 2011
eras at an additional 24 sites in Alaska this year and to have 221 camera sites in place by the end of 2014. “Rapidly changing weather across Alaska’s rugged terrain can make aviation challenging,” said FAA Administrator Randy Babbitt. “Weather cameras act as eyes in the skies for pilots and have become a critical part of aviation in Alaska.” In addition to helping prevent weatherrelated accidents, the cameras can help pilots save fuel by eliminating situations where they take off only to find they have to return due to bad weather, FAA officials noted. The FAA started the Alaskan Aviation Camera Program in 1999 after determining that pilots operating under Visual Flight Rules would benefit from actual views of current weather conditions. Camera images are updated every 10 minutes and are disseminated to the public through the FAA’s aviation camera website. AkWeatherCams.FAA.gov
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Training reform takes off The recent Pilot Training Reform Symposium chaired by the Society of Aviation and Flight Educators (SAFE) marked the start to a multi-year process of reform that has not been attempted since the Civilian Pilot Training Program more than 70 years ago, SAFE officials said earlier this month. During a keynote address on the second day of the event, held May 4-5 in Atlanta, FAA Administrator Randy Babbitt, who started his career as a flight instructor, detailed the FAA’s five-year strategy for transforming general aviation safety. The strategy has four elements: Risk management; training and education; safety promotion through the FAA Safety team (FAASTeam); and outreach with GA’s alphabet groups, as well as type clubs, manufacturers, insurance provid-
ers, academia, “and anyone else who has a role to play in GA safety and professionalism.” “We don’t have all the answers,” Babbitt said. “We need your help to reduce GA accidents.” Babbitt also asked for GA support for NextGen, the Next Generation Air Traffic Control system. “I know there is a perception that NextGen benefits only big operators,” he said. “The reality is that everyone in aviation stands to gain from NextGen. First and foremost, NextGen makes safety sense — it is already giving pilots a greater situational awareness in the cockpit and that is critical for all of us.” Babbitt added that “GA has long been on the cutting edge of technology. Many of you were flying and instructing in aircraft with integrated glass cockpit avionics as soon as they came out of the factory, and I know this audience includes some of the people who literally wrote the book on using it.” More than 150 aviation professionals attended the symposium. They had collectively logged 820,000 hours of flight time and 390,000 hours of instruction given. Representatives from 46 flight schools, 42 aviation/trade associations, 20 university aviation programs, 14 courseware providers, 11 OEMs, and five insurance companies were there as well. FAA AFS 800 manager Mel Cintron and AFS 600 manager Van Kerns were among other regulatory representatives who attended the symposium from start to finish, according to SAFE officials. SAFE volunteers are preparing a postsymposium report featuring recommendations generated during six breakout groups, which will be posted online, officials noted. SafePilots.org FAA.gov
May 20, 2011
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Bin Laden’s death heightens security Renews focus on new pilot licenses
Charles Spence Capital Comments WASHINGTON, D.C. — The potential threat of retaliation for the execution of Osama Bin Laden is bringing heightened security efforts throughout the United States — and this includes aviation. This focus on security brought the subject of pilot licenses to the forefront at a May 10 Senate hearing, with elected officials especially worried about the security of worker identification at America’s water and air ports. At a hearing by the Senate Committee on Commerce, Science and Transportation, Congressman John Mica (R-Fla.) testified, urging the Senate and House to work together on the identity issue. He told senators that the FAA “has spent millions of dollars” on a new license program — that was required by Congress in 2004 — and the new card is still not acceptable to the Transportation Security Administration (TSA). He added that millions more dollars will have to be spent to get licenses that prove identities and cannot be faked. Mica, who chairs the House Committee on Transportation and Infrastructure, declared the new licenses do not have a picture of the pilot and there are no machines that can read the card. On top of that, they can be counterfeited easily, he said. He said the Senate and House must work together to get measures changed to prevent fraudulent identification cards. Mica wants pilot licenses to have the holder’s picture, a finger or thumb print, and to have imbedded security items that can be read by a machine. Pilot licenses are a small part of the total security issue. A report released by the General Accountability Office (GAO) showed serious gaps in the way workers at the different ports — both air and water — are identified. Steve Lord, GAO director of security and justice, told sena-
“The fundamental problem is government people — pointy-headed bureaucrats — telling people what to do. There is an environment in this city of people unwilling to admit their mistakes and move ahead. The attitude toward rule-making has been so curtailed that common sense recommendations now take years and years.” — Former NTSB Chairman James Hall, 1996
tors that as GAO conducted its study of the worker ID program, their investigators were able to get into secure areas using fraudulent cards. Also, he said, about 27% of the workers at different ports have criminal backgrounds. Because corporate aircraft travel to countries in various parts of the world, the National Business Aviation Association (NBAA) quickly passed on to its members the U.S. State Department’s alert to U.S. citizens in foreign countries issued immediately after Bin Laden’s death. NBAA also warned its members about the added security and stepped-up inspections put into place at U.S. commercial airports. No immediate changes have been seen — yet — for general aviation airports other than the TSA and the alphabet associations serving general aviation urging all pilots to be extra alert and to report anything unusual.
Do you know your state’s aircraft tax legislation?
Aircraft owners should be alert to state taxes, the NBAA warned its members in a recent webinar. Webinar presenters Phil Crowther, an attorney, and consultant Nel Stubbs discussed the types of taxes that pilots and business aviation operators might find themselves hit with, including sales tax, use tax, personal property tax, aircraft registration fees, income tax, and fuel tax. Depending on what state the aircraft is based and operated in, taxes can apply to
aircraft, aircraft parts and labor, and operating costs. For example, if delivery of an aircraft is taken in Montana or New Hampshire, there would be no sales tax, but if the new airplane owner is in Arizona or Indiana, both property and registration taxes would have to be paid. The NBAA webinar dealt primarily with business owned and operated air-
craft. Many personally owned aircraft are frequently flown by their owners for business purposes, which makes knowledge of tax legislation in different states important issues. (See separate story on an Illinois use tax amnesty program for aircraft owners on Page 13). Charles Spence is GAN’s Washington, D.C., correspondent.
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Matthew Kiener Guest Editorial “Any new ideas regarding the trees?” someone asked. A group had gathered to discuss, among other things, the trees at the end of several New Jersey runways, forcing the implementation of displaced thresholds. These trees are on adjacent properties and oftentimes the land owners are less than receptive to our plight. That question launched a discussion that should have been as unnecessary as it was frustrating. New Jersey has laws on the books that grant municipalities the means to trim or remove the trees in question. So what’s the problem? A lack of motivation on behalf of the municipalities, combined with a lack of repercussions for not enforcing the law. Much discussion led to the realization of a few simple facts. The government offi-
cials failing to act on trimming the trees are elected politicians who will likely be seeking reelection. The general public (i.e., voters) are not big aviation fans. Suffice to say it’s a better decision for a politician to save a tree rather than, in the eyes of the public, make room for more and larger airplanes to fill the skies above their homes. While we are working hard on the shortterm process of lowering those trees, it’s important we consider the future and the long-term solution. And I have an idea. It certainly isn’t foolproof, but it’s relatively easy, and has some terrific side effects: We need to change the perception of general aviation. Currently we’re considered elitists with oodles of money ripping through the sky burning holes in the ozone as we fill the air with soot and noise for no other
May 20, 2011
to visit the airport for an up-close look at reason than to amuse ourselves. This is, of various planes. Explain how the seatbelts course, as inaccurate as it is popular. work, where the fuel tanks are located, We need to — all of us — make a greatand other pertinent information that could er effort to expose non-fliers to the realsave lives in the event ity of aviation and alter of an emergency. their misconceptions. “We’re considered In short, the anThere are so many ways for us to do this, elitists with oodles of swer lies in getting and the best part is that money ripping through involved. The more that see GA for most of them involve the sky burning holes people what it is and not what taking someone flying. they believe it to be, It’s simple: Take your in the ozone as we better off we will neighbor who’s never fill the air with soot the be as an industry. been in a small plane and noise for no For each individual up for a ride. Fly over that we educate, we his house, and land other reason than to can count on several somewhere for lunch. amuse ourselves.” others learning the Not only will you win truth. his heart, but rest asWho knows? If all goes well we may sured he’ll go to the office and tell all of make a few new friends, gain more stuhis friends. dents, and perhaps have an easier time seBecome involved with Angel Flight, curing the cooperation necessary to lower Pilots N Paws, or any of the countless avithe trees. ation-oriented charity organizations that are in place just waiting for volunteers. Matthew Kiener is an ATP, CFII, AGI, Bring a Boy Scout troop to the airport, and owner of a Cessna Aerobat take some of the kids flying and answer based at Sky Manor (N40) Airport questions, enabling them to earn the aviain Pittstown, N.J. He can be tion merit badge. reachedat email@example.com. Engage the local fire and rescue squad
LETTERS TO THE EDITOR RUM FOR EVERYONE?
In Letters to the Editor in the April 22 issue, Bruce Gustafson obviously is having great success flying his Cessnas using ethanol. The name is certainly Swedish and he implies this may be in the Dominican Republic so I am not sure where he is certified to use the ethanol or what percentage, although most likely it is 100% the way he presents it. If there is an STC (for 100%), there must be many others enjoying the same. And I would hope there is some bilateral agreement where we, too, could benefit from this, although finding pure ethanol would be the problem. And 4,000 TBO or running on rum! We needn’t be left out. Please, this is worth an article and soon. ALAN ADEN via email
RE: Media frenzy over controller errors, Capital Comments, May 6 issue: The reason this was such a big deal is that most people think that if a controller falls asleep at the airport, then NO ONE is guiding the plane to ensure it doesn’t hit another plane. Now pilots know that this is not the case, but the average person has no idea. To them this plane was “flying blind” with only a “helpless” pilot to ensure that it didn’t hit a plane in the air or on a runway. From the average person’s perspective, this situation was extreme and life threatening. Since when has the news media ever
tried to report the facts that would calm the hysteria instead of stoking the flames? The worst thing is that the top manager for the FAA air traffic division lost his job for something that he had absolutely no control over. JOEL DUBEY via GeneralAviationNews.com
MADE IN AMERICA
Re: Flight Design ups U.S. content in German design, May 6 issue: Congratulations to Flight Design on 1,700 aircraft worldwide, and on the latest worldwide flights. And while Flight Design’s American network of service centers couldn’t be more convenient, the ‘Made in America’ content can only improve their already awesome service. My buddy and I flew his CTSW from Woodstock, Conn., to Washington State and back — via the Mexican border — and took full advantage of Flight Design’s excellent coverage (even buying a new Garmin 496 along the way). The additional domestic components are an excellent hedge against future dollar/Euro fluctuations too. Congrats to the Flight Design USA team — making an excellent aircraft even better! DEREK CASE via GeneralAviationNews.com
Re: Visser’s Voice: Testing for ethanol, May 6 issue: I have been fueling and flying quite awhile and this was all news to me.
Have something to say? Send comments to firstname.lastname@example.org or fax 858712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less.
I wonder why it has never become common knowledge, or did I miss it? With all the changes in fueling and supplies I would like more information on fuel quality. There may come a time when pilots will have to do their own quality control in the field. Knowing what to expect and what is required could save a plane or a life. VICTOR O’NEILL via GeneralAviationNews.com
Re: Politics for Pilots: Don’t be a onetrick pony, May 6 issue: Sounds like the old joke that goes: “How do you know if there’s a pilot at your party?” Answer: “He’ll let you know.” LOL! PATRICK WIGGINS via GeneralAviationNews.com What a bunch of poppy-cock. I’ve been reading for a year and a half about the fact that we in general aviation need to be more enthusiastic, that the pilot population is decreasing and we in general aviation need to do something about it. The students say they want us, whether it be an instructor or just a plain old pilot, to show more passion. They say we who are involved in training should not be so blase. We should make flying more fun so
pilots won’t drop out. They need to have clubs or groups they can associate with so they don’t feel all alone. Guess who organizes all of these activities? It’s usually the pilot who loves aviation, who is enraptured with aviation, who shows boundless energy and talks all of the time about aviation who catches the imagination of the non-pilot. They want to be part of a group that is enthusiastic and loves what they are doing. They want that wonderful feeling of flying that their friend or neighbor loves, so they become pilots. And in turn they get excited and talk all of the time about aviation and they perpetuate the sport. It is fun to be at 5,000 or 10,000 feet in the air. It’s wonderful to be flying on the 4th of July and see all of the fireworks in a 50-mile radius at 4,000 feet. Sunsets are better up in the air. Everything is better. The non-pilot needs to hear about that. So be enthusiastic pilots. Tell the world about the wonders of aviation with enthusiasm. MARIE CAMPBELL Seattle Sounds like the old joke: “How do you know if there’s a pilot at your party?” Answer: “He’ll let you know.” PATRICK WIGGINS via GeneralAviationNews.com
May 20, 2011
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An FBO’s secret weapon Jamie Beckett Politics for Pilots While I am a bit of a workaholic who is not at all unfamiliar with the sights and sounds of my office during the wee hours of the morning, I like to stop into a particular coffee shop before I get rolling at least a couple times a week. Now, I can make coffee myself, at home. In fact, I can make coffee at home without having to clean-up, shave, or put on pants. The coffee at home is just as good as the coffee I can get downtown, and it’s a whole lot cheaper, too. There are lots of really good reasons why I could, and maybe should, make coffee at home rather than drive from my house, to the coffee shop, then back to my house, which is where my primary office is located. I go because I like it there. That’s it. I just like it. The atmosphere is attractive. The girls behind the cash register smile at me and have my coffee on the counter before I even open the door to walk through it. Even the owner, a middle-aged man of roughly my same vintage, jokes and smiles and welcomes me to the start of a new day. In short, they take care of me and make me feel as if my day is better because I stopped in to buy a coffee from them instead of making my own. And here I am with a Mr. Coffee machine standing at the ready on my counter. Something tells me that Joe Dimaggio would not be pleased to hear this news. Joltin’ Joe’s disdain aside, the key to the coffee shop’s business is its embrace
of customer service as a cornerstone of employee training. The owner and I have spoken at great length about this — and he has given me real insight into his rationale. He acknowledges that nobody needs his product. It’s his service they come in for, and his dedication to providing that service at a higher level than anyone would expect is what keeps them coming back. He’s right, you know. That’s exactly why I show up a handful of times per week. It’s the exact reason that I’ll keep going, too. They treat me well — that’s pretty much the whole secret to his coffee shop’s success. That is not the experience many walkins experience at the local FBO however. As an example, my local FBO left a lot to be desired over the last several years. Not that the former owner was a slacker, it’s just that he was traditional. Like a lot of general aviation businesses, they see their customer base as a captive market. And so they treat them like captives — which isn’t the way most of us like to be treated when we’re considering reaching into our wallet for a few more dollars or maybe just going home and calling it a day. A new FBO operator has just taken the reins at my local airport. And while there are all the normal rumors, concerns, and questions about a changing of the guard, I’m enthusiastically hopeful and ready to roll. Because the new operator has made it very clear that he considers customer
do. And that was that, as far as she was service to be a priority. Happy days are concerned. afoot, indeed. Now that’s a level of customer service Years ago, after being stuck out overthat’s rare. I will admit that some will night on what may have been the longest make the case that she lost money on that and worst check-ride in the history of deal. She didn’t though. The money she mankind (my DPE sank the Seminole I flew in for the ride in a mud bog — guess fronted me was all spent in her FBO. And who got to dig it out?) I found myself the gratitude I felt was returned by my unable to get home because of a line of heartfelt recommendations to my peers powerful Florida thunderstorms. The betto visit Merritt Island whenever they had ter part of valor had me putting down in the chance, if for no other reason than to Merritt Island for about five hours to ride meet the woman who bailed me out when the weather out in the safety of a cement I needed it most. Which they did. She block building that was bolted down to made a convert out of me, and I wasn’t the ground. even planning to land there, I just diverted I found myself unshaven, unshowered, to the best option available and made the and very hungry but without a penny in most of the situation I found. Her kindness cash to spend in the resulted in who knows vending machines at how many more the FBO. When I asked “I’m still talking about snack sales and fuel if I could charge a few purchases from my an FBO operator’s bucks on my American fellow students and soft heart and her Express card, the owninstructors who heard er told me that wasn’t the story and wanted $10 gift more than possible. My rumbling to see for themselves stomach wasn’t happy 20 years later. That’s this woman who held with that answer. But a pretty good return her customers in such then something interhigh esteem. on investment, esting happened. She Yessiree-bob, exasked me why I wanted ceptional customer don’t you think?” cash. So I told her. service leaves a lasting After hearing my stoimpression. It must. ry, she took pity on me, and handed over I’m still talking about an FBO operator’s a $10 bill so that I could grab a sandwich soft heart and her $10 gift more than 20 and a drink out of the machines. I thanked years later. That’s a pretty good return on her, and made a mental note to name investment, don’t you think? a daughter after her if I was ever lucky enough to have one. Jamie Beckett is a CFI and A&P When I got home I mailed a $20 check mechanic who stepped into the poback to the FBO operator with a note litical arena in an effort to promote thanking her for her generosity and conand protect GA at his local airport. sideration of a poor flight instructor on his He is also a founding partner way home from a rough couple of days. and regular contributor to Unbelievably, she returned my check with FlightMonkeys.com. a note of her own. She said that she was You can reach him at just doing what any decent person would Jamie@GeneralAviationNews.com.
Well known nationally as an expert on Rotax engines, Phil Lockwood has shifted focus from new aircraft sales to expand his parts and service business. Lockwood, who runs a number of companies, including Lockwood Aviation Supply, Lockwood Aviation Repair and Sebring Aviation, said he plans to eliminate activities that align his enterprise with any single brand of SLSA in a bid to widen its appeal and market base in aircraft service. For the past six years Lockwood’s Sebring Aviation has represented manufacturers such as Tecnam, Flight Design, and Air Creation. Going forward, the company will continue to support the aircraft it has sold and will sell used LSA, while working directly with various OEMs to provide specialized avionics installations for LSAs. In addition Lockwood Repair,
one of the largest LSA service centers in the USA, will continue to be a Flight Design service center. For 17 years, Lockwood enterprises have been headquartered at the Sebring Airport (SEF) in Florida, where its expanding facilities represent an anchor tenant of the onetime World War II airport positioned alongside the world-famous Sebring Raceway. This central location serves a large pilot population that can fly to the airport in a couple hours or less, as well as repairs Rotax components and engines that are shipped in for service and overhaul. With the arrival of LSA in 2004, Lockwood also established the Aero Technical Institute (ATI), which offers factory-authorized training for mechanics and owners allowing field services to a variety of airframes. In the LSA world, such factory
training is essential and ATI now offers airframe courses for many of the popular LSA models sold throughout America, he noted. “By not representing these same brands for sales, we believe we can do a better job of serving the wider community,” explained Lockwood. Another company, Lockwood Aircraft Corp., will expand new production of the AirCam twin-engine Experimental Amateur Built kit and its Drifter line. The AirCam does not qualify as an LSA but has gathered a following in the aviation community, Lockwood said. “The AirCam represents a bright spot in an industry where sales of most aircraft have slumped in recent years, sales of the popular twin engine camera plane have continued to increase,” he added. Lockwood-Aviation.com
Photo courtesy Lockwood Aviation
Lockwood’s Sebring Aviation shifts focus
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May 20, 2011
Jeppesen debuts Express JeppView Jeppesen has introduced Express Jepp View digital charting, which replaces paper terminal charts and procedures for the general aviation market. Express JeppView digital charting services are also now available through the Jeppesen Mobile TC charting app for iPad at no additional charge for digital charting subscribers, according to company officials. Express JeppView provides digital charting and procedure information for the same geographic coverage regions currently available with the Jeppesen Airway Manual Express paper charting
service, with subscriptions starting at $76 a year. The new Express JeppView provides digital bi-weekly revisions on the traditional Airway Manual cycle and eliminates the need to file paper revisions, which reduces pilot workload, Jeppesen officials note. Supplemental paper en route and area charts with legend information and chart change notices are included at no additional charge with Express JeppView terminal chart subscriptions, officials add. No initial software fees are associated with Express JeppView subscriptions and individual trip kits are available for each coverage region, providing a complete set of charts for a pilot’s typical flying area. Express JeppView customers receive four site keys with their subscriptions to
load Jeppesen digital charts on up to four mobile devices for planning, operation or backup purposes. One site key is needed to download the Jeppesen Mobile TC App available through the App Store on iPad or at iTunes.com. Additionally, Jeppesen has introduced a new paper charting solution that provides smaller coverage areas and requires less paper chart maintenance. The Express Paper solution from Jeppesen replaces the long-standing Airway Manual Express paper chart service. Express Paper serves as a transition to move pilots from traditional paper chart coverage to new digital chart services, Jeppesen officials said. With revisions and updates every two weeks, Express Paper is a lower cost version of the Airway Manual Express ser-
Photo courtesy Jeppesen
Replace those paper charts
vice, which eliminates multiple volume charts and 56-day chart replacements. officials add. Jeppesen.com
California group threatens to sue over leaded avgas Members of the GA Avgas Coalition are reacting to a notice by the Oakland, Calif.-based Center for Environmental Health (CEH) that it intends to sue 50 fuel retailers and suppliers for violating California’s drinking water and toxic enforcement law, based on the suppliers’ distribution of aviation gasoline, which contains a lead additive. The aviation members of the General Aviation Avgas Coalition, which includes the Experimental Aircraft Association
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(EAA), General Aviation Manufacturers Association (GAMA), the Aircraft Owners and Pilots Association (AOPA), the National Air Transportation Association (NATA), and the National Business Aviation Association (NBAA), said they are exploring all options for supporting the named fuel retailers and suppliers. In its first salvo, coalition members note that because the National Airspace System belongs to the people of the United States and benefits the entire country, Congress has reserved to the federal government, through the FAA, the right — and responsibility — to regulate all aviation activities in the U.S. The threatened lawsuit in California raises the specter of a patchwork of state
regulations governing fuels pilots may or may not use in their piston-powered aircraft, coalition members said in a prepared statement. “Equally important, at the heart of the federal aviation gasoline fuel standard is safety of flight — ensuring that the engine of an aircraft in flight does not suffer a catastrophic failure,” the statement continued. The FAA, the federal agency with oversight for general aviation, and the Environmental Protection Agency (EPA), the federal agency with oversight for environmental concerns including aircraft emissions, are working with the general aviation industry — including aircraft and engine manufacturers, fuel producers and developers, and representatives of fuel suppliers and consumers — through the FAA’s Unleaded Avgas Transition Aviation Rulemaking Committee (ARC) to address the transition to an unleaded fuel. The ARC is working through a host of factors, with safety paramount, for transitioning to an unleaded fuel, according to
officials. These include certification, production, and distribution, as well as environmental and economic concerns. “It is imperative that the issues surrounding the safe and effective transition to an unleaded fuel be addressed at the federal level, and that the FAA and EPA be the agencies that address those concerns,” the coalition’s statement said. “The potential for this type of legal action at the state level highlights the necessity of FAA leadership, EPA involvement, and industry input to continue the safe transition to a new fuel.” The lead content of aviation gasoline has already been reduced by 50% since the federal Clean Air Act was passed, coalition officials note. “But even as the general aviation industry works toward an unleaded solution, the Avgas Coalition has taken steps to further reduce the lead content as an interim improvement, developing a Very Low Lead fuel standard that will allow for a further 20% reduction in the maximum amount of lead in the fuel without adversely affecting air safety,” officials note. The coalition also includes several representatives of the petroleum industry, but they did not join in with the aviation industry representatives in issuing the statement, as some are named as potential litigants. EAA.org, AOPA.org, NBAA.org, NATA.aero, GAMA.aero, FAA.gov, EPA.gov, CEH.org
May 20, 2011
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Surprises in Illinois tax amnesty program By ROBERT MCKENZIE & EDWARD SNYDER Some Illinois aircraft owners are going to get an unpleasant surprise in 2011: The state’s new Use Tax Amnesty program does not apply to all aircraft purchases. In Illinois, the purchase of an aircraft by an Illinois resident is taxed in one of three ways, depending on from whom the aircraft is purchased. Aircraft purchased from Illinois dealers/manufacturers (known as retailers) are subject to tax under the Retailers’ Occupation (Sales) Tax Act. Aircraft purchased from out-ofstate retailers are subject to tax under the Use Tax Act. However, aircraft purchased from non-retailers, regardless of location, are subject to tax under the Aircraft Use Tax Law. The 2011 Illinois Use Tax Amnesty program covers only aircraft purchased from out-of-state retailers, i.e., those subject to tax under the Use Tax Act, not the Aircraft Use Tax Law, and it covers only individual owners, not businesses. Since 1955 the state of Illinois has required individuals and companies that purchase from out-of-state retailers to pay a use tax on items such as aircraft, unless the out-of-state retailers collected a sales tax equal to, or greater than, the Illinois Use Tax. For years, many Illinois aircraft owners have ignored, or been unaware of, their obligations under the Use Tax Act and the Aircraft Use Tax Law. But, the Illinois Department of Revenue (IDOR) has been quietly enforcing such taxes, using information from the FAA’s aircraft registration records and out-of-state agen-
John Kell dies at 82 John Kell, a well-known pilot and FAA Designated Pilot Examiner in the Pacific Northwest, died April 29 at his home in East Wenatchee, Washington. Kell had had a long battle with his health over the last several years, but passed quietly at the age 82, according to friends. A pilot for more than 55 years, Kell had accumulated more than 28,000 hours and had given thousands of check rides out of Pangborn Memorial Airport in Wenatchee and Boeing Field in Seattle. He was a commercial pilot flight instructor, FAA designated pilot examiner, charter pilot, freight pilot, and a forest service reconnaissance pilot. He worked for Columbia Skyway, Executive Flight in Wenatchee, Richardson Aviation in Yakima, and Wings of Wenatchee, which is now Wenatchee Jet Center. There will be a celebration of his life at 2 p.m. June 11 at the Wenatchee Jet Center’s hangar at Pangborn Airport. “Please bring your best John stories, I know that I have several,” said Alan Hunter, owner and manager of Wenatchee Jet Center. WenatcheeJetCenter.com
cies. More recently, IDOR began to rely on flight plan information to target aircraft based in Illinois. On Jan. 1, 2011, the state of Illinois initiated the Use Tax Amnesty program, which permits some individual aircraft owners to pay their tax obligations without penalty or interest. Unfortunately, businesses are not eligible to participate. Generally, to participate in the amnesty program, qualifying aircraft owners must have purchased their aircraft from an out-
of-state retailer and owe tax under the Use Tax Act, not the Aircraft Use Tax Law, after June 30, 2004, and before Jan. 1, 2011. To participate, aircraft owners must submit full payment of all eligible use taxes, not just the use tax on their aircraft, no later than Oct. 15, 2011. According to IDOR’s website (Revenue.State.Il.us), amnesty participants must also prepare and file an Illinois Use Tax Return, Form ST-44, for each year they “have a use tax liability and write ‘Am-
nesty’ in red on the top of each form.” We believe that aircraft owners should attach a completed RUT-25 Vehicle Use Tax Transaction Return with respect to any aircraft purchase to ensure that the Use Tax is properly calculated and to obtain proper credit for any trade-in. Legalnews.Arnstein.com/Aviation Robert McKenzie and Edward Snyder are attorneys with the Chicago law firm Arnstein & Lehr.
Together we can
Facebook Facelift Communicating has always been at the heart of what we do at AOPA, and today there are more ways than ever for us to stay in touch with our members—and for our members to stay in touch with one another. To make that communication even easier, we’ve recently revamped our Facebook page—www.facebook. com/aopapilots Within the first couple of weeks, we had garnered 7,000 fans and that number has continued to grow daily. Become one of them and join the conversation about the issues that matter most to you. We’re talking about the things that directly affect your flying—everything from keeping airports open to the future of leaded avgas to progress on making NextGen a reality. On our new page, you can also find out about upcoming events, get a sneak peak at what’s coming up in the pages of AOPA Pilot and AOPA Flight Training magazines, and get the latest industry news. And you’ll have the opportunity to learn about AOPA’s ongoing advocacy efforts, share your ideas and opinions, and help shape the future of general aviation. With special sections focusing on protecting GA, safety, learning to fly, member benefits, and more, AOPA’s new Facebook page is an easy way for you to stay in touch with your association. But best of all, you can share hangar talk with your fellow AOPA fans. In recent days, we’ve seen posts from all kinds of pilots from brand-new students to 25-year members. I find the exchange of ideas, opinions, and advice energizing. I encourage you to check out our new Facebook page, become a fan, and get involved. It’s a great way to get more from your association and help us Rally GA!
Craig L. Fuller AOPA President and CEO
Join the aviation conversation Like us now at facebook.com/AOPApilots *For more information on the Aircraft Owners and Pilots Association and the issues that affect your flying go to www.aopa.org today.
General Aviation News — 800.426.8538
May 20, 2011
Garmin has introduced the GTN 650 and GTN 750 series, the first touchscreen avionics certified for general aviation aircraft. The panel-mount units are certified and approved for installation in hundreds of makes and models of GA aircraft, according to company officials. The GTN 650 and GTN 750 feature new capabilities for GPS/NAV/COM systems, including graphical flight planning with Victor airways and high-altitude jet routes, remote transponder, remote audio control (750 series only), SafeTaxi and electronic chart capabilities (750 series only), company officials add. “As the successors to the very popular GNS 430W and 530W, the GTN 650 and 750 have big shoes to fill. We’re confident that the GTN series will set a new standard on what avionics for general aviation aircraft should be, just as the GNS 430 and 530 did when they were announced in 1998,” said Gary Kelley, Garmin’s vice president of marketing. “The GTN 650
Photo courtesy Garmin
Garmin touchscreens come to GA cockpits
and 750 are the first touchscreen avionics certified for general aviation aircraft. Although some may think the touchscreen operation is the most unique feature of these systems, we believe the interface and expansive new capabilities are even
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more innovative.” The most notable difference between the GTN 650 and 750 is the screen size, he noted. The GTN 650 has the same exterior footprint as the GNS 430W, but has a 4.9” screen that has 53% more screen area than the GNS 430W. The GTN 750’s 6.9” screen has 98% more screen area than the GNS 530W, which makes it possible to view an entire chart via Garmin FliteCharts and ChartView, as well as display integrated audio and intercom functions (with the new optional GMA 35 remote mount audio processor). In addition, both units display a higher resolution picture that has more than five times more pixels than the GNS 430W and 530W. The touchscreens feature desktop-like menu interface with icons, audio and visual feedback, and animation so that pilots know exactly how the systems are responding to their input, Kelley noted. Recognizing that hand stabilization will help make it even easier to enter data, both units have a finger anchoring bezel around the side of the display and fingerboard at the bottom of the screen, he explained. For those who prefer traditional data entry via buttons and knobs, the new systems have a dual concentric knob for data entry, volume/squelch knob, “home” button and “direct to” button so that pilots can do all the basic fundamentals — like establish a route and change COM frequencies — without using the touchscreen. With
the home key, pilots are seldom more than two taps away from all primary pages and functions, he added. The GTN series offers a patent-pending graphical flight planning capability so that pilots can edit an active flight plan route on the map and enter a new waypoint or modify the sequence by tapping or dragging their finger on the screen. Victor airways and high-altitude jet routes can be overlaid on the moving map, and airway segments can be selected onscreen for instant entry into a flight plan. The system has a “rubber band” feature that lets pilots select a flight plan leg on the screen and then alter it to accommodate a deviation or ATC amendment. In addition, pilots can pan across the map display by swiping their finger across the screen. A built-in terrain elevation database shows color-coded alerts when potential terrain conflicts are ahead. Class B TAWS alerting is also available as an option. The SBAS/WAAS equipped GTN 650 and 750 let pilots fly GPS-guided LPV glidepath approaches down to ILS-comparable minimums. The GTN 650 and GTN 750 received FAA TSO authorization in March and are STC approved on most Part 23 fixed wing aircraft. The first units are now shipping. Garmin.com
Version 5 for iFly 700 released Adventure Pilot has released its Version 5 Software Update, which provides new features like autopilot support, Airspace Alerts, and an improved Airport Information Page. Other new features include Runway Extensions, VST (Vertical Speed to Target) Instrument, Day/Night Mode, Auto Track Mode, and more. Users can now drive an autopilot with the iFly 700 NMEA data output, while Auto Airspace Alerts allow pilots to select type, distance and altitude buffer notification parameters, according to company officials. After exploring sectionals or charts, the Auto-Track Mode automatically resumes tracking current position. Upgrades also include an improved Airport Information Page that includes fuel availability, runway width, city, and lighting schedule. A list of nearest airports can be displayed with distance, direction, estimated time en route and other details straight from any of the moving map modes with the touch of a button. Chart expiration warnings are also part of this update, allowing sectional charts to be viewed beyond expiration dates, according to company officials. The update is available for existing users to download via an “Update Package” from the iFly 700 update page. The update is included with all new purchases, as well as in the standard $69 annual data update subscription for all current owners, company officials add. iFlyGPS.com
May 20, 2011
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Should I worry about my #2 cylinder? Paul McBride Ask Paul
I had my Lycoming 0-360-A1A rebuilt at Victor Aviation in 2001 — new crank, new cam, new pistons with new Millennium cylinders. The engine, which now has about 400 hours on it, has digital cylinder head gauge probes in each cylinder.
The #2 cylinder is getting enough air across the front of the cylinder. The engine is in a 1956 170-B (pictured). Thank you in advance for any suggestions. PAUL YOUNG via email
Photos courtesy Paul Young
My question: On a warm summer day in Alaska (75°F), with a load in the plane on floats, during climb out, the #2 cylinder head temperature hits 400°F. In cruise, the temperature runs around 330°F. The other three cylinders remain below 380°F. during climb out. I have exchanged cylinder probes and #2 remains high at climb out. The Lasar mag system is on the engine.
First of all, let me say your aircraft is a real beauty, which I’m certain you are proud of. Secondly, this is obviously an STC conversion with this Lycoming engine installed. Getting back to the CHT temperature situation: I don’t believe there is a real problem, even though Paul does see some differences in temperatures on his digital CHT readings. On that warm summer day in Alaska, with a temperature of 75° and a loaded aircraft on floats, the #2 cylinder reaches 400°F on takeoff. I have no concern — at all — with a CHT like that since the maximum continuous CHT for the O-360 series Lycoming engines is 500°F. I’m assuming that we can have some confidence in the accuracy of the digital CHT system Paul has installed versus what we may have seen on the original analog type gauges. Paul has done some fine troubleshooting by swapping the CHT probes and confirming that the #2 cylinder remains hotter, eliminating the question as to whether the probe may have been giving him a false reading. He has also confirmed the #2 cylinder is receiving adequate cooling
air through the cowl inlet. At this point, I do not see any reason to be concerned with the CHT readings you are seeing. One important point to remember here is the fact that we are dealing with a carbureted engine. We know that an engine utilizing a carburetor has poor distribution, at best. This is just a result of the manner in which the fuel air mixture is introduced into the combustion chamber. One of the factors contributing to this less-than-ideal distribution is the length of the intake pipe. Some are longer than others, which does have an effect on the mixture going to each cylinder. All and all, it still works out pretty darn good and the variances in the mixture and CHT
readings are small. The other temperatures Paul mentions are all where I’d like them and, even with this #2 cylinder being a bit different on takeoff on a warm day, I’d expect no problems resulting from this. A good service life should be expected, should nothing else change. Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to: AskPaul@ GeneralAviationNews.com.
WAI scholarships top $375,000 be eligible for this award. “We’ve never had this many scholarships pledged this early,” says WAI President Dr. Peggy Chabrian. “This bodes well for our 2012 scholarship program.” Last year, 76 scholarships valued at $691,750 were distributed to WAI members from university students to mature members seeking a career change to aviation. These scholarships were awarded during the 22nd Annual International Women in Aviation Conference held in February in Reno. Scholarships available for 2012 will be posted at WAI.org in mid-July 2011. These scholarships will be awarded during the 23rd Annual International Women in Aviation Conference at the Hilton Anatole in Dallas, from March 8-10, 2012.
Although the available scholarships for 2012 won’t be announced for a couple of months, companies, organizations and individuals have already pledged more than 48 scholarships totaling $375,000 for Women in Aviation members. These scholarships cover expenses for academic study, technical training, flight training as well as specialized aviation activities, including recreational flying, engineering and maintenance. In addition, FedEx Express is donating a B-727 airplane and a JT8D aircraft engine to a qualified aviation school, university, airport rescue/firefighting group, government agency, museum, or similar aviation education organization as part of the 2012 WAI Scholarship program. The organization must be a corporate member of WAI to
Integrated Primary Flight Displays, Synthetic Vision, GPS Navigation, Engine Monitoring, Transponder, Autopilot, and Traffic.
Go Fly! TM
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Photo by Mike Likavec
Finally, after years of iffy to truly bad weather, weather for this year’s Virginia Regional Festival of Flight in Suffolk, Va., was perfect. Aircraft winged their way to Suffolk Airport (SFQ) in Southeast Virginia the first weekend in May from Maine to Florida and westward to Ohio. The sunny weather was a major contributor to the increases in attendance by both aircraft and drive-ins, said organizers, who noted that attendance numbers were up by 150%, and aircraft numbers up 183% for a total of more than 350. The arrivals began with the landing of the “Spirit of Freedom” C-54 on Friday afternoon, which was positioned by the ground crew on the end of Runway 15, close to the highway where it functioned as a massive billboard. The Spirit of Freedom welcomed people to visit the Berlin Airlift Museum inside the 4-engine transport plane, the same basic model that delivered millions of pounds of food, medical supplies, coal, and more to Berlin during the 11 months of Soviet siege just after World War II. For the first time, brass from the Aircraft Owners and Pilots Association (AOPA) flew into the Festival of Flight. Craig Fuller, AOPA president, arrived
The Spirit of Freedom was one of the first planes to arrive.
Pete Hunt of Clearwater Beach, Fla., whose RV-6 took first place in the Homebuilt Kit category. For more judging results, go to GeneralAviationNews.com.
Photo by Mike Likavec
Photo by Mike Likavec
Operations Manager Tom Tyndall kept the fly-in going and well organized.
piloting the AOPA Caravan with nine of his folks from their Frederick, Maryland, home base. They streamed into the pancake breakfast tent to load up on pancakes and sausage and then took a quick tour of the grounds. A Stearman, a PT-19, and a new production WACO YMF were kept busy taking folks for rides. A Robinson R-44 also lifted attendees up for a sightseeing ride around the area. With 27 vendor aircraft on display, attendees had more planes to check out and take demo rides in this year. Being able to give demo rides throughout the day is a big plus for the Festival of Flight, according to several vendors. Janie Fowler, the Youth Area Chairman, reported brisk business at the Youth tents. Adjacent to those tents, radio-controlled model airplanes fascinated the kids by flying with almost noiseless electric motors. On Sunday, volunteer pilots flew 51 Young Eagles. At mid-morning on Saturday the planes were landing at such a rate that Mike Glave, the Aircraft Parking Chairman, opened up a new grass area to relieve the congestion. Planes directed there were parked by a group of 10 Civil Air Patrol cadets lead by Rick Solana, an RV-6A builder who had trained his cadets well. Workshops attracted people interested in honing their riveting and fabric building skills. The six forum tents were kept busy with presenters explaining aerial photography, how to best use flight service, a detailed discussion of how to best maintain your certified airplane, a technical briefing on Lycoming engines, a presentation on aircraft painting, and more. A number of the forums qualified for Wings and Virginia Aviation Ambassador credit. The Virginia Department of Aviation was on the field to stamp Aviation Ambassador booklets on site. The 2012 Virginia Regional Festival of Flight is currently scheduled for April 2829. VirginiaFlyIn.org
Photo by Dee Whittington
By DEE WHITTINGTON
Photo by Karl Hawk
Virginia Festival of Flight soars
Blue skies during the fly-in were perfect for the trikes.
May 20, 2011
Harry Deloian cooks pancakes for a hungry crowd.
May 20, 2011
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Want to fly a Light Sport Aircraft (LSA) but continue with the fun of flying aerobatics? You can with the new Fk Comet. Manufactured by Fk-Lightplanes in Speyer, Germany, and distributed in the U.S. by Atlanta-based Hansen Air Group, the sporty Comet made its American debut in January at the U.S. Sport Aviation Expo in Sebring, Fla. The airplane, sporting a yellow, black and white paint job with a racing number 64 on the side, was trucked in and displayed sans wings. “Are those its wings?” one man asked, looking at the stubs where the wings attach. He explained he was of the same vintage as the GeeBee Racer, and that he’s seen fast airplanes with small wings. “Is it one- or two-place?” “It’s a two-seat biplane,” explained Mitch Hansen, Chief Technical Officer of the Hansen Air Group. “Or it can be single place, depending on what canopy you want. The wings aren’t on the airframe right now because it just came over from Europe.” Even without the wings on it the Comet attracted the attention of a rock star at Sebring. Several people asked if it was a Pitts or a Christian Eagle, then asked why it was at a show for LSAs. The explanation that the airframe can qualify as a LSA and be used for aerobatics drew looks of astonishment. “There is nothing in the ASTM standards that says you cannot build a light sport aerobatic airplane,” said Hansen, noting that some modifications must be made for the plane to be certified as LSA Aerobatic. For starters, it will have to use an engine other than the Rotax 912 ULS, because the Rotax is not certified for aerobatic flight. “The word we are getting from the Fk factory is that Lycoming may be able to get them an ASTM compliant engine for aerobatics by June or July,” said Mike Hansen, Chief Operation Officer of Hansen Air Group. “If so, we could, in theory, have our first aerobatic Comet here in October. The fuel injection/inverted oil system would be like the ones used on the Eagle and supplied by Christian.” Although the Comet is new to the United States, it has been produced in Europe for some time, according to Mitch Hansen, who noted that the basic design was
modified slightly so it would qualify for the American LSA category. “Fk extended the wings and slowed down the stall speed to about 35 knots,” he said. “It has a great feature — full span ailerons so they work with the flaps like flaperons.” The airplane has options for three different canopies. There is a single-place racing canopy, a two-place bubble canopy, and a two-place open cockpit design, he said. “The canopy can be changed out by simply pulling three pins,” he added. The fuselage mainframe is steel tube with carbon fiber formers. The covering is Ceconite. Controls are actuated with a center stick. The fuel tank, located in the front of the airplane, holds 15.5 gallons of either mogas or avgas. The airplane has an empty weight of 656 lbs. and a maximum gross weight of 1,190 lbs., which results in a useful load of approximately 500 lbs. The Comet is designed to be light and, since it is intended to be used for aerobatics, is one of the sturdier LSAs on the market, according to the Hansens, who note it will be rated to +6 and -3 Gs. “But the ultimate load test is somewhere around 15 Gs, so it is a very strong airplane,” said Mitch Hansen. Cruise speed is 95 knots. The baggage compartment is small, with room for perhaps a headset and a jacket, but not much else. The Comet also has an option for a BRS parachute. Although the Comet is an LSA, it is not intended to be a entry level airplane, because it is short coupled and a tailwheel, the Hansens said. “It will keep you busy on the ground,” said Mitch Hansen. “This is not something that you can fly with your hands in the air. The pilots who fly this airplane need time in their logbook and tailwheel experience.” Customers can expect a wait of approximately 120 days from order to delivery. According to Mike Hansen, the price of the Comet depends on what the customer wants. “Price range for a Rotax-powered Comet starts at $111,000 for a two-hole open cockpit, no radios. High end is $128,500 for Garmin radios, EFIS and double canopy. For a Lycoming-powered Comet, required for aerobatics, add $5,000 to both numbers.” HansenAirGroup.com, Fk-lightplanes.com
Photos by Christi Kidd
By MEG GODLEWSKI
Photo by Meg Godlewski
The Fk Comet: An aerobatic LSA
The Comet is one of those Light Sport Aircraft that makes most people do a double-take because of its sporty design. It can be configured as a one place or two place airplane by changing out the canopy. Open cockpit is also an option. With the addition of a Lycoming engine approved for aerobatics (in the works), the Comet pilot will be able to perform maneuvers that other LSA pilots just dream about.
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The allure of Warbirds
May 20, 2011
By MEG GODLEWSKI
Photos by Meg Godlewski
The Warbird ramp is usually one of the more popular places at air shows and flyins. There’s something about those old airplanes with the radial engines that draws people to them. If you’re lucky, you might even get a ride in one. During Sun ’n Fun I had the opportunity to ride in the back seat of a North American AT-6 flown by Steve Gustafson of the Aeroshell Aerobatic Team. The ride was set up by Aspen Avionics, one of the many sponsors of the team. Pilots joke that it doesn’t take airflow over the wing to make these airplanes fly — it takes money. And sponsorships. And them. We made a No Hurl Pact and went sponsorships. And more sponsorships. to our respective aircraft. The T-6 is sometimes called “the pilot For the media flight I was put into the maker” because of its widespread use. Inback seat. I say put because it took a bit of troduced in 1938, it was used as a training an effort — and a boost — for me to climb aircraft for the United States Air Corps into the airplane while wearing a paraduring World War II. Close to 15,500 chute. It’s awkward and kind of heavy. were built by North American Aviation. I got myself situated and made sure that After the war they were available for a none of my camera gear was going to obfew hundred dollars each. Many were struct the throttle or prop lever. I didn’t bought by flight schools and used as comhave to worry about impacting the conplex trainers. The T-6 and its variations trols because the back seat had been neuare still used today as training and light tered — no stick — and I couldn’t reach attack aircraft by military forces around the rudder pedals. the world. Gustafson made sure I was strapped in Although the T-6 is one of the more securely, my headset was working, and I common Warbirds around, the Aeroshell knew how to unlatch the canopy, unplug team is very much uncommon because the headset cord, undo the seatbelt, and of their skill. In flight, the four-ship team push back the canopy all the way and pull moves as one. the ripcord should Gustafson flies the left “And now back a speedy egress be wing slot. He told me that called for. The short aviation runs in his famto reality.” form of that is “canily. After a few minutes — Aeroshell Aerobatic opy, cord, belt and talking to him I became Team’s Steve Gustafson butt,” as in get the convinced that he was as he landed his T-6 latter out of the airborn in a hangar, an E6-B plane if necessary. in one hand. Gustafson ran the checklist, called clear The rest of the backseaters for the meprop and the aircraft roared to life. We dia flights came from The Aviators, the trundled out to the runway in a four-ship public broadcasting television program. formation. Some were armed with video cameras. I If you think the Aeroshell team does a warned then to set their cameras to wide good show as seen from the ground, you angle, hit the on switch and DON’T look should see it from the backseat. We were into the view finder because it will induce vomiting. I have vomited with the best of them while shooting from the back seats of aircraft and felt compelled to warn WARBIRDS | See Page 19
The stickers and logos on the airplanes (left) are from team sponsors. Without those sponsorships, the team wouldn’t be able to do what they do. Each practice and performance begins and ends with a briefing session. When they work in such tight quarters, wing tip to wing tip, everyone must be on the same page. Reporter Meg Godlewski and Steve Gustafson clown around after the flight (bottom photo right).
May 20, 2011
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flying so close together that I was sure, had I opened the canopy, that I could have spit and hit the tail of the other aircraft. As if the proximity to the other aircraft wasn’t exciting enough, the team performs the first three maneuvers of the show on these media flights. Climbs. Loops. Steep turns. Smoke on. Smoke off. More loops. Maybe it’s the sound of the engine. Maybe it’s the close formation. Maybe it’s the G-forces. Maybe it is the combination of all three, but the flight induces screaming, as in pure joy and unbridled passion. All good things, such as airplane rides, have to come to an end. As we touched down on the runway Gustafson sort of sighed and remarked, “And now back to reality.”
YOUR CHANCE TO FLY A T-6
Photos by Thom Richard
WARBIRDS | From Page 18
Warbird Adventures’ T-6 gives every day pilots the chance to fly a Warbird. Company officials note that many of their customers are World War II pilots, but others have never flown any kind of plane before.
I was struck by Gustafson’s remark “The customer flies the airplane.” a Molt Taylor Aerocar. “Just a handful of because I’d heard from people who give When Warbird Adventures began opthem were built in the 1950s,” said Meize. rides in Warbirds for a living that it’s the erations, former military pilots made up “This one still flies. In ultimate fantasy job, a good chunk of their clients, he said. fact, in December the sort of a Neverland for pilots. “I’d heard from people grandson of the inven- “Back then there were a lot more World War II vets around. Now they are all in tor soloed in this one.” One of the places who give rides in their 80s and 90s and we see them less While the Aerocar you can live out this Warbirds for a living is not to be dismissed, and less. Some of these clients were pidream is at Warbird lots who continued to fly after the war and people come to Adventures, located at that it’s the ultimate most missed their old airplanes. Others quit flyWarbird Adventures Kissimmee Gateway fantasy job, sort of a to see the old train- ing when they left the service and were Airport (ISM) in Florida. Neverland for pilots.” ers, and better yet, get often given the flight as a gift by family members. Sometimes it is their kids or inside one and take it “The business began grandkids who bought them the 30-minup. about 14 years ago,” ute flight. At first they are kind of ‘hmm...I “People are surprised when they find said Graham Meize, president. “We startdon’t really want to out that these planes still ed the company with the T-6s. The idea is do this,’ but once exist. Very few people rethat we put someone at the controls of a alize that you can actually “We have had people we get them in the World War II fighter trainer. All our pilots still fly in them,” Meize who had only flown in aircraft you can see are instructors, so we put the customers their hands touchsaid. into the Warbirds and teach them how to The flights are not commercial airplanes ing the controls and fly it.” cheap. Although the T-6 Warbird Adventures has three airplanes but climb in and do you can see that it is coming back to is on the lower end of used for training. The company hangar is it for the adventure them.” the price range in Warpart restoration shop, part display museOnce that realizabird land, you can expect um, part working hangar. You’ll find more and a year later they tion sinks in, they to pay at least $420 for a than Warbirds here. The vintage aircraft call us and tell us become more com30-minute instructional snuggled inside are on loan from private or demo flight. A 15-minaircraft owners — and all are accessible fortable and more that they got their ute flight for $240 is also to visitors. in their private pilots license.” confident available. Expect to pay “We’re a different kind of museum,” flying, he said. — Warbird Adventures’ more for a longer flight. Meize explained proudly. “We allow “For some of them Graham Meize it’s been over 60 “The customer sits in people up close to the airplanes and to the front seat, the instructouch them. Most museums don’t let you years since they’ve tor sits in the back, which is exactly how do that.” flown,” he said. “The first five or 10 minthey did it during the war,” said Meize. One of the non-Warbirds on display is utes they are a little rusty, but it isn’t long before a big grin is on their face and they are opening up and telling stories about their experiences.” All the flights are videotaped, so clients can take the memories home and share them with others. Can those few minutes in the air really change someone’s life for the better? Meize thinks so. “I find it tremendously satisfying when someone comes out of the airplane with a big grin on their face and tells me ‘this is the best thing I’ve ever done on vacation!’ We have had people who had only flown in commercial airplanes but climb in and do it for the adventure and a year later they call us and tell us that they got their private pilots license. That has happened a lot. Hopefully, we have done something to keep aviation going,” he beams. WarbirdAdventures.com, NAAT.net
An update on Alan Henley AeroShell Aerobatic Team Lead Alan Henley was injured in July 2008 in an accident while playing with his children at his home in Birmingham, Alabama. A chin-up bar gave way while he was on it, resulting in a fall that left him paralyzed from the chest down. He spent more than three months at the University of Alabama at Birmingham’s trauma unit and has undergone many surgeries and battled collateral infections and complications from his injury. He continues to undergo extensive rehabilitation. Insurance has helped cover the costs of his treatment, but recently the family learned that those benefits may be soon cut off, forcing them to find other means of not only supporting Henley’s rehabilitation and medical care, but daily living expenses as well. Friends report that he has a new doctor and some new opportunities, but funds are limited and donations are being accepted. You can make a donation to the Alan Henley Fund at NAAT.net or at CaringBridge.org/ visit/AlanHenley. These contributions are not tax deductible, but will go directly to Henley and his family for expenses.
General Aviation News — 800.426.8538
Escaping a downdraft
May 20, 2011
Do you know how to save yourself and your plane? are not severe, so you continue and land at the mountain airfield in just over two hours after starting the flight. You have The sky is clear, visibility is unlimited, performed well and both of you decide to and the early morning air is cool and calm. rent a car and go to a nearby restaurant for You decide to take that trip to the mounan early lunch. tains that you have always wanted to do, Upon returning to the airfield you nobut never seemed to have the time. tice that the winds have increased and apYou will be taking off from your sea pear to be variable at about 5 knots. You level airfield and flying to an airport locontact the FBO for fuel and add enough cated high in the Sierra Nevada mountain to ensure that you will have ample fuel for range. Earlier in the week you met with the return flight, in addition to the required a flight instructor to go over the route of reserve as you know that the return flight the flight and discuss the particulars of will be headed west into the wind. flying over mountainous terrain and into While obtaining fuel, you notice that and out of high elevation airfields as you the winds are increasing and that the have only flown in the mountains several windsock is showing a strong westerly times. wind well above 10 knots. It is time to go You know that by leaving early in the and you advise your passenger that you morning, the flight will be smooth over need to expedite the departure. the mountains and that the approach and During the climb out, you notice that landing at the mountain airfield will be the turbulence has inuneventful. You obtain creased from just a few a weather briefing that “If the engine bumps to a steady patindicates that later in becomes stressed, tern of up and down the day the winds aloft movements. Not wantat your flight altitude let it be, as that is ing to alarm your paswill become westerly preferable to the senger, you state that and increase to just stress caused by all will be better after over 25 knots. As you the summit of are planning a return flying into a ‘cumulus crossing the Sierra Nevada and well before afternoon you decide that the granite cloud,’ better heading towards lower winds aloft will not defined as the side terrain. As your 172 apbe a factor. You file a of the mountain.” proaches the summit flight plan and, after a ridgeline, you feel thorough preflight, you much better as you can see over the ridge, and your passenger are ready to fly into indicating that the plane is higher than the the mountains. ridge. It is still quite turbulent though, so You start the engine on your aircraft, you decide to climb even higher to ensure a 160-hp Cessna 172, and receive clearmaximum clearance. ance for taxi and takeoff. All is a go for The plane is at full power and is propwhat you believe will be a spectacular erly leaned for the altitude as you pull flight. After takeoff and climb to altitude back on the control wheel to increase the necessary for crossing into the mounclimb rate. Suddenly, you notice that the tains, you notice a few “bumps” as you aircraft is losing altitude and the VSI is continue towards your destination. They
Photos by Teresa Schroeder
By BILL SCHROEDER, MCFI
Master CFI Bill Schroeder has been flying in the Lake Tahoe/Sierra Nevada region for more than 25 years. He teaches the “Mountain Fury” mountain flying course. indicating 500 fpm down. You pull back on the control wheel to stop the descent. The airspeed has decreased and the sink rate has increased to 800 fpm down. You continue to increase back pressure on the control wheel. You hear the stall warning horn come on as the airspeed continues to decrease and the altitude continues to decrease. It is now evident that you will not clear the ridgeline. What should you do? How are you going to keep from descending into the mountain? Does this story sound far fetched? Well, it isn’t, as accident reports reflect. What do you need to know about downdrafts and — more importantly — escaping downdrafts when flying in mountainous terrain? There are some tried and true methods for crossing ridges or a series of ridges while heading into the wind. First of all, you should always approach a ridge at a 45° angle when within a quarter to
a half mile from the ridge. It is dangerous to fly directly towards the lee side of a ridge when slightly above, level or below the ridgeline when the wind exceeds 10 knots. Remember that a steady wind of 10 knots funneled through a mountain pass or any other type of uneven surface can greatly increase the speed of that wind. This is known as the “venturi effect.” Wind speeds can easily double and sometimes triple in that environment. As you approach the ridge at a 45° angle, choose your crossing point and anticipated direction of turn, right or left, so that the turnaround path will be free of obstructions. This gives you the option of escaping toward lower terrain and reversing the course with only a 135° turn instead of a 180° turn. Let’s assume that you have chosen a DOWNDRAFT | See Page 21
While beautiful, the mountains present special challenges for pilots. Pilots should always check special training for flying in the mountains, as well as be prepared for encountering downdrafts while attempting to cross ridgelines.
May 20, 2011
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The family of aviation pioneer and Air Tractor founder Leland Snow have established an endowment fund for the Leland Snow Memorial Scholarship in Aerospace Engineering at Texas A&M University. The scholarship will provide resources to assist Texas A&M aerospace engineering students who show exceptional leadership and problem-solving skills, creativity in aircraft design, and academic promise, according to company officials. Leland Snow, Texas A&M Class of ‘52, founder and president of Air Tractor, died Feb. 20, 2011, at age 80. Olney, Texas-based Air Tractor, the company he founded in 1972, produces aerial spray aircraft and single engine air tankers for aerial firefighting. Snow was actively involved in engineering and management of the company until his death. In Snow’s book, “Putting Dreams to Flight,” he described his days as an adventurous young student at Texas A&M making numerous parachute jumps near and on the campus. This was in the late 1940s when parachutes were intended for emergency use rather than sport. As a senior aeronautical engineering student, he began design and construction of his first airplane, the Snow S-1. As a member of the Cadet Corps, he lived in the dorm and was not allowed to store the steel tubing for the fuselage frame in his quarters without violating the school’s military code, so he hid the tubing in a long shipping box between two sofas in the visitors’ room. Kristin Edwards, Snow’s oldest daughter and vice president of sales at Air Tractor, noted, “The qualities that my father exhibited as a young Aggie — a willingness to take risks and a focused deter-
DOWNDRAFT | From Page 20 good escape route as you approach the ridge and, while attempting to cross the ridge at a 45° angle, you find yourself descending in a strong downdraft and it is doubtful that you can safely cross the ridge. Immediately start the turn heading away from the ridge. If you were not at full power as you approached the ridge, add full power and fly in a climb attitude at maneuvering speed, Va, not Vx or Vy. As your plane may still be descending, it is most important to get as far away from the ridge as possible, as quickly as possible. The further away from the ridge, the less downdraft and the less turbulence will be encountered. Maneuvering speed is used because it is the fastest speed possible that will prevent overstressing the aircraft in severe turbulence. Although transitioning to maneuvering speed may increase the rate of descent, the overall time that the aircraft is in the downdraft is shortened, resulting in less altitude loss. Keep in mind that some downdrafts are smooth and you may not even realize that you are in one unless you are watching your vertical speed indicator. For this rea-
Photos courtesy Air Tractor
Leland Snow Memorial Scholarship established
Leland Snow as president of Air Tractor; Snow as a student and member of the Cadet Corps at Texas A&M in the 1950s.
Donations to the Leland Snow Memorial Scholarship in Aerospace Engineering can be sent to: Texas A&M Foundation, Attn: Jennifer Hester, 401 George Bush Drive, College Station, Texas 77840. Checks should be made out to the Texas A&M Foundation, with a note or reference in the memo: Leland Snow Memorial Scholarship. AirTractor.com, TAMU.edu
mination to achieve his goals in spite of obstacles — are what helped make Air Tractor the success it is today. Our family wants to continue his legacy by rewarding a student who shows similar characteristics.” Air Tractor President Jim Hirsch remarked that Snow was a prolific aircraft designer whose accomplishments touched the lives of millions of people. “Leland
Snow was single-handedly responsible for certifying 29 different model airplanes. And then there’s an additional 20 variant models that were certified from his early designs sold to Rockwell-Standard Aero Commander in 1965. His bright yellow airplanes are responsible for increasing the production of food and fiber in the United States and many countries around the world.”
son, always monitor your vertical speed indicator in the mountains. Typical downdrafts are 1,000 to 1,500 fpm and, on occasion, may be much higher. Other downdrafts may produce a sudden and severe jolt, followed by a lull and then another bump or series of bumps. These jolts may come from all directions, both vertical and horizontal. At times the turbulence is severe enough to tip the aircraft up on one wing. It may be difficult to maintain control. Be careful not to over-control, especially with elevator inputs. Fly an attitude and accept altitude loss. When the aircraft approaches lower terrain, the severe turbulence will usually subside, sometimes as suddenly as it began. At this point, the plane may still be unable to climb, as the air above is still moving downward, however, it may be possible to climb to a certain altitude where the rate of climb goes to zero. It may be necessary to fly towards a windward slope or some distance downwind from the ridge that is causing the downdraft before the aircraft can establish a positive rate of climb. If the situation is critical, use all available power. Lean again for maximum power and if the engine becomes stressed, let it be, as that is preferable to the stress caused by flying into a “cumulus granite
Most of the accidents caused by a pilot cloud,” better defined as the side of the encountering a downdraft are due to the mountain. pilot’s concern about altitude loss, rather Downwind of the downdraft you may than an escape away from the ridge that is find sloping terrain on the windward side causing the downdraft. that can be used to regain lost altitude. While there, climb back up to an altitude Editor’s Note: Bill Schroeder was the that will give you 2,000 to 3,000 feet of first Master Certified Flight Instructor in clearance above the ridgeline while you Nevada and has been are still several miles flying in the Lake Tafrom the ridge and then “Most of the hoe/Sierra Nevada reproceed back towards the ridge you were accidents caused by gion for more than 25 years. originally attempting a pilot encountering He is the chief check to cross. Remember, though, that in high a downdraft are due pilot for the Nevada of the Civil Air wind conditions, a to the pilot’s concern Wing Patrol and teaches the downdraft may be encountered even if you about altitude loss, Nevada Wing “MounFury” mountain are 2,000 to 3,000 feet rather than an escape tain flying training course. above the ridge. Expect away from the ridge He also serves as the downdrafts and turbuFAASTeam lead replence when the winds that is causing resentative for the are strong. the downdraft.” Western Pacific RePlease note that crossing ridges while gion out of the Reno flying in a downwind direction usually Flight Standards District Office and was dictates flying directly at the ridge, rather awarded the FAASTeam Representative than at the 45° angle. This depends on of the Year in 2011 for the Western Pathe altitude as the ridge is approached. A cific Region. He gives private instruction straight line here is usually the quickest in the Reno-Lake Tahoe area. way to put distance between the aircraft You can reach him at FlightSafetyand the ridge. Counselor.com.
General Aviation News — 800.426.8538
May 20, 2011
By DAVID NIXON
While flying to visit a friend, David Nixon discovered this Grumman Widgeon abandoned in the desert. That same day, flying over a farm, he saw a row of crop duster fuselages parked nose to tail.
Photos by David Nixon
Maybe there is a little bit of the Stone Age hunter in me that makes me always on the look-out for airplanes in out-ofthe-way places. I don’t really want another project. I have enough to keep me busy, but you never know if you’ll find something that someone else needs. I become interested when I stumble across an airplane in a field or backyard. I think about who owns it, why it’s there, when did it last fly and, probably most perilously (i.e., most expensively), what would it take to get it back in the air? What I found when my wife, Brigitte, and I were taking a drive through the Eastern Oregon countryside one spring day set me on my most recent hunt. While driving a section line road back to the main highway, I glanced across a field and saw an amazing sight. It was a row of crop duster fuselages parked nose to tail like a row of elephants traveling through the savannah. They were covered in fabric, without engines, with the “RESTRICTED” placards visible below the cockpits. They looked old. “Whoa, Nelly,” I said to my wife as I slowed down and pulled off the county road for a better look. I turned around and scanned the area to see if I had missed anything, and saw what looked to be stacks of wings peeking above the grasscovered wire fence. I turned up the next intersecting road to try to see them from a different angle. There wasn’t another way to the airplanes from here and the tall grass and barbed wire fence kept me a ways off. The corrugated building near all these treasures didn’t have a large enough door to allow even a small airplane to be stored inside, let alone a big old duster. I stood on top of my car babbling to my wife, who is used to my excited ramblings of esoteric aeronautical information. My rooftop vantage point helped a little. I could see the airframes and wings and who knew what else, but I had to get closer. I am not ashamed to go up to a perfect stranger’s house to ask them all kinds of questions about the airplanes they have in the Back 40 and that was exactly what I planned to do. I thought of my position as president of the local EAA chapter as a passport to the inside story. It couldn’t hurt. Brig was too embarrassed to participate in my hunt, so I would have to come back alone. I knew who lived on the property from the name on the mailbox. The rest needed a bit of filling in. The next week, I came back with my loyal sidekick, Ruby, a black Lab, my wing pup. This is field dog country and having one in my company wouldn’t hurt. Think, “Ma, there’s a stranger coming down the driveway, git the shotgun…ah, wait a minute he has a fine looking dog with him, hold your fire, you might hit the dog too.” I drove back to the farmhouse and knocked on the door. I introduced myself
and asked about the airplanes in the field. The woman who answered the door was surprised that I had seen them, but explained, “They belong to my husband. He has a soft spot for crop dusters and someday wants to fix up the pieces of junk out there. He bought them from the aircraft salvage outfit that closed down. He used to fly right off the duster strip two miles that way,” she said as she pointed north. Duster strip? I’d have to look for that too. She continued to chat and fill in the history she knew about. I wanted to ask permission to look at them closely, but felt that was pushing it, so I didn’t. I thanked her for her time and for the information. “By the way, that’s a nice looking dog you have there,” she said, pointing to my wing pup. “Thanks,” I replied. Ruby did come in handy. Driving home, I planned my next step — aerial reconnaissance. This is one of the best parts of having a small airplane. This was my ace in the hole. Looking out the window for what you cannot see from the ground separates the wheat from the chaff. On my next flight I brought my camera and county road map. I took off and headed toward the farm. From the air, I found the spot and was amazed to see the amount of old airplanes stacked out there. I could see the fuselages and wings easily enough, but there was also another small airplane carcass, stacks of tail surfaces, and radial engines invisible from the road. It was an elephant graveyard. I quickly snapped pictures, as the engine was powered back and quiet. I made several passes and then, to break up the orbit, headed off to the duster strip she pointed me to. I found the strip and was surprised to see the remains of a Piper Pawnee duster sans engine. The strip looked abandoned. It was not on the sectional and the sagebrush on the runway was tall and thick. The Piper sat like a cemented-in tetrahedron. “Nothing has been in or out of there for a while,” I thought to myself. The grime on the airplane was visible from my altitude. I snapped a few pictures of
rosion on a maintained seaplane, let alone one parked in the rabbit brush that bethe derelict as I did a simulated approach comes a home to varmints. The hydrauto land on the strip. lic system that runs through the airplane Not wanting my day to end too early, I would need work. All the seals that are thought I’d head over to an airport where exercised by use suffer from stagnation. a friend was based. He had invited me to The coarse volcanic dust being blown into drop in and land anytime. Besides, it was the cracks and crevices doesn’t help matclose and you never know what you’ll find, ters. There are a lot of cables, pulleys, and so I headed west and flew over it above engine controls that would chafe and bind pattern altitude and did a wind check. The up from the grit. windsock was limp. I elected to land to Walking back to my airplane, I thought the south, so I set for a left downwind and I’d love to work on rejuvenating the Widentered the empty pattern. geon or the old dusters, but the airplanes At that point, something big caught I found would need deeper pockets than my eye. It was an amphibious seaplane, mine. I patted the spinner on my little but not just any seaplane — it was a Gplane and told her she didn’t need to wor44A Grumman Widgeon. That was easy ry. None of the planes enough to see from I saw today would dispattern altitude. I shift“Old airplanes tract me from her. ed my concentration are hard to put Later, after a nice back to my approach return flight and pushand landing. I pulled down. They can be ing my airplane back off the runway and resurrected from into my hangar, I conparked. I looked for my just the paperwork tinued to wonder about friend, but he wasn’t the pinioned airplanes home. I then walked with enough time I saw. I had been huntdown to the Widgeon, and money.” ing elephants, but I had a seaplane parked in a found something else. desert. I thought it was an elephant graveyard, From a distance I could tell it had been but it wasn’t. Graveyards mean death modified and updated at some expense. and finality. But old airplanes are hard to It no longer had a pair of Ranger engines put down. They can be resurrected from but now sported a pair of Continental IOjust the paperwork with enough time and 470s and constant speed propellers. The money. It was sad to see such beautiful wingtips were retractable. airplanes slowly disintegrate. What I had At first it looked like a flier, but closer witnessed was more akin to watching diinspection revealed another story. The nosaurs wallowing in a tar pit. tires had rotted on the rims. The fabricDriving home, I continued to ruminate covered control surfaces were in tatters. on the day when I had a thought, a ray Bird droppings covered the open area of of hope. After many years, a new generathe cowlings indicating that the nests intion comes along. They seek out tar pits, side were active and had been there for a to excavate what is there. They take their while. Despite all that, it still was a beaudiscoveries and make celebrated museum tiful classic seaplane. The pilot side of me pieces out of what they find. I hope these thought of all the places a person could old dinosaurs have the same fate. go in such an airplane — isolated coves, lakes, and rivers would all be in reach from any city, large or small. A person could travel in comfort and at a reason“Flying is done largely with the able speed. A real go-anywhere airplane, imagination.” just what the designers envisioned. — Wolfgang Langewiesche As a mechanic, I thought of the bilges and bowls that suffer so much from cor-
May 20, 2011
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In the first four months of this year there were 22,500 wildfires recorded across the United States, affecting more than 2.2 million acres, according to the National Interagency Fire Center — and that was before the prime summer wildfire season had even started. Wildfires are a significant, ongoing problem in the U.S. and Canada, especially on public lands, and battling them is a complex, expensive, and highly skilled undertaking. Aviation is key to maintaining aroundthe-clock vigilance for wildfires and, when one is reported, aircraft are typically the first on the scene to assess the situation and coordinate a response. Twin Commanders have taken the lead for one company that’s contracted by federal agencies to assist in fire-fighting efforts. According to Shawn Perry, director of operations for Ponderosa Aviation in Safford, Arizona, Commanders are uniquely qualified for the demanding aerial reconnaissance role that they play in the fire-fighting mission. The high-mounted wing, which provides excellent air-to-ground visibility, is the key to the Commander’s effectiveness in observing wildfires, Perry says, adding there’s a lot more to like. “We like Com-
Photos courtesy Twin Commander
Twin Commanders ready for wildfires
California’s Kern County operates a Grand Renaissance Twin Commander (above), while Ponderosa Aviation operates a fleet of Commanders (below left) to fight wildfires. Ponderosa Aviation’s Shawn Perry (bottom right) keeps watch over a wildfire. manders for the low cost of operation, the good payload and performance, and it’s a bulletproof airplane if it’s maintained properly,” he says. “Above all else, our customers enjoy it because of the visibility, the stability, and the platform.” The “customers” Perry refers to are the U.S. Forest Service (USFS) and the Bureau of Land Management (BLM), the two federal agencies with primary responsibility for battling wildfires throughout the U.S. Both agencies contract with private operators like Ponderosa for “air attack” aerial support. The term refers to aircraft that are first responders to reports of a wildfire. A pilot and a tactical supervisor who represents the USFS or BLM launch
in a Commander from a tanker base to locate the fire, and then will loiter for hours around the fire — up to 4.5 hours for the piston Commanders, and 5.5 hours for the turbines — at about 2,500 feet AGL to coordinate ground fire-fighting units and air tankers that disperse fire-retardant chemicals on the blaze. Ponderosa Aviation has 21 Commanders in its fleet, including 13 500S Shrikes, a 500B, a 500U, a pair of 680Vs, a 680W, and three 690Bs. Among the Shrikes is the first Commander that Ponderosa bought. That was in 1975, just a year after the company was founded. It had 800 hours on it then; today, with 21,000 hours on the airframe, it’s Ponderosa’s fleet leader.
Over the years Ponderosa has operated just about every model piston Commander built, including the 700. The company’s future will see more turbine Commanders on the line, according to Perry. “We like the 690B,” he says. “That’s what we’re moving toward. We’re slowly phasing out piston aircraft in favor of the 690B.” In Kern County, California, officials are forecasting a busy fire season this year. Winter and spring precipitation reached record levels, which virtually eliminated drought conditions but led to an explosive growth of vegetation. Once that lush vegetation dries out, the fire hazard will rise, officials note. The fire season normally begins during the month of May, but grass fires had already broken out weeks earlier. The county, which has operated a Grand Renaissance Twin Commander for several years in the air attack role, experienced four major fires (over 1,000 acres each) in 2010. Two of the four fires destroyed homes in the towns of Tehachapi and River Kern. The county’s Twin Commander flew more than 100 hours last year in its fire suppression role. PonderosaAviation.net, TwinCommander.com
General Aviation News — 800.426.8538
Accident Reports These May 2009 accident reports are provided by the National Transportation Safety Board. Published as an educational tool, they are intended to help pilots learn from the misfortunes of others. Aircraft: Cessna 172. Injuries: None. Location: Perryville, Maryland. Aircraft damage: Substantial. What reportedly happened: The pilot and owner of the airplane departed on a round-trip cross-country flight. They planned one stop. Before departure the owner topped off the fuel tanks. The pilot did not verify the amount of fuel on board, instead electing to trust the owner on the accuracy of the fuel amount. No fuel was added and the fuel level was not verified while at an en-route stop. On the return leg, when the airplane was 10 miles from the departure airport, the engine stopped. The pilot utilized the checklist’s emergency procedures, but the engine would not restart, so he attempted to land in an empty field. During the landing, the airplane overran the field, went through a ditch, and hit a tree before coming to a stop. In the process, the nose gear broke off and the leading edge of the right wing was damaged. The airplane had been flown for 3 hours and 40 minutes in the round-trip flight before the engine stopped running due to fuel exhaustion. Probable cause: A total loss of engine power due to fuel exhaustion as a result of the pilot’s inadequate preflight planning. Aircraft: RV-8, CJ-6A. Injuries: 1 Fatal, 1 Minor. Location: Decatur, Ala. Aircraft damage: Destroyed. What reportedly happened: The RV-8 pilot and the CJ-6A pilot were friends and neighbors who were visiting an airport open house. Prior to returning to their home airport, the pilots discussed if they would be flying home together or separately. The pilot of the RV-8 had 769 hours, while the CJ-6A pilot had 3,600 hours. He also had undergone formation training through the Formation and Safety Training (FAST) program from the Red Star Pilot’s Association. He had been formation trained since 2003 and had been a lead pilot since 2006. The RV pilot decided to fly home separately. He departed first and performed some aerobatics near the airport traffic pattern. As the pilot of the CJ-6A prepared to depart, a photographer asked him to make some low passes over the runway so that he could take pictures. The CJ-6A took off and remained in the left airport traffic pattern. The pilot of the CJ-6A stated that he thought the pilot of the RV-8 planned to leave the area and fly home. As the CJ-6A turned from base leg to final leg, the pilot of the RV-8 radioed via the
common traffic advisory frequency that he was at the CJ-6A’s 6 o’clock position, but did not provide distance information. One of the witnesses at the airport, who was also a pilot, was listening to the CTAF frequency. She heard the pilot of the RV-8 announce, “RV-8 orbiting over south end…runway…Decatur.” As the CJ-6A was on an approximate midfield downwind position for runway 18 for the low pass, the witness heard a transmission over CTAF from the RV-8 pilot, “form fly, okay?” There was no reply from the CJ6A pilot. The witness then went to retrieve her camera. Subsequently, several other witnesses confirmed the RV-8 pilot’s reports of his relative position to the CJ-6A. The RV pilot then radioed that he was at the CJ-6A’s 4 o’clock position and again did not provide distance information. The CJ-6A then began a pass over the runway at approximately 200 feet above ground level. During that time, the RV-8 closed on the CJ-6A from above and behind. The CJ-6A pilot did not see the RV. About the midpoint of the runway, the pilot of the CJ-6A began a climbing right turn. The RV-8’s left wing hit the CJ-6A. The RV8’s left wing was partially torn off by the impact and the airplane crashed. Probable cause: The RV-8 pilot’s failure to maintain adequate clearance from the CJ-6A while maneuvering. Aircraft: Piper Pacer. Injuries: None. Location: Las Cruces, N.M. Aircraft damage: Substantial. What reportedly happened: The pilot was attempting to land the tailwheelequipped airplane with a direct crosswind. A gust of wind hit the plane, causing it to become airborne again. Once settled back to the ground, the airplane swerved to the left and the right main landing gear collapsed and the right wing tip hit the ground. The airplane came to rest upright. A review of airport information revealed that three runways were available for landing, one of which was nearly aligned with the prevailing winds. Probable cause: The pilot’s failure to maintain directional control while landing in a crosswind. Contributing to the accident was the pilot’s decision to land on a runway with a prevailing crosswind. Aircraft: Beech Musketeer. Injuries: None. Location: Winsted, Minn. Aircraft damage: Substantial. What reportedly happened: The student was practicing soft-field takeoffs and landings from a grass runway. During the third landing, when the student pilot flared the airplane, it entered a full stall about 7 feet above the runway. The airplane touched down hard and the CFI pulled back on the yoke in an attempt to recover the landing. The nose landing gear
was torn off when the plane hit terrain. Examination of the airplane revealed that the firewall and the top of the left wing were wrinkled. Probable cause: The student pilot’s improper flare during the soft-field landing. Contributing to the accident was the CFI’s inadequate supervision during the landing. Aircraft: Cessna 210. Injuries: None. Location: Seattle. Aircraft damage: Minor. What reportedly happened: During the descent for landing, the pilot did not use the checklist, which indicated that he should activate the fuel boost pump, then switch fuel tanks. He did not activate the pump before switching to the other fuel tank, which held 15 gallons. The engine lost power. The pilot was unable to restart the engine and made a forced landing in a city park. During the landing flare, the right wing hit a sign post, but the touchdown and roll out were successful. An FAA inspector examined the airplane on scene and found that the right tank was empty and the left tank contained 15 gallons. After the airplane was recovered and fuel was placed in the left tank, the engine was successfully run with the fuel selector on the left tank. Probable cause: A total loss of engine power due to fuel starvation as a result of the pilot’s failure to activate the fuel boost pump when attempting an engine restart. Contributing to the accident was the pilot’s failure to use a checklist. Aircraft: Cessna 152. Injuries: 1 Minor. Location: Lumberton, N.J. Aircraft damage: Substantial. What reportedly happened: The pilot was attempting to do a soft-field takeoff. The winds were variable at three knots. He lowered 10° of flaps, applied full back pressure on the control column, and applied full engine power. The airplane became airborne. Instead of letting the aircraft accelerate in ground effect, the pilot allowed the airplane to climb above it. The airplane stalled, spun to the left and hit the ground. Probable cause: The pilot’s failure to maintain control during initial climb, which resulted in a loss of adequate airspeed and a subsequent aerodynamic stall. Aircraft: Cessna 172. Injuries: None. Location: Glenburn, Maine. Aircraft damage: Substantial. What reportedly happened: The pilot was attempting to land on a 1,900-foot grass runway. He stated that he was “too high and fast on final” but did not execute a go-around. The airplane overran the end
May 20, 2011
of the runway and went up an embankment. Probable cause: The pilot’s misjudgment of distance and speed during landing. Aircraft: Piper Tomahawk Injuries: None. Location: Grangeville, Idaho. Aircraft damage: Substantial. What reportedly happened: The student pilot landed the airplane and exited the runway at a taxiway. As he attempted to taxi to a fueling facility he inadvertently turned onto a road designated for automobiles. He was distracted by an automobile, and the left wing hit a sign post. The airplane went off the road and into a ditch. Probable cause: The pilot’s failure to maintain clearance from an obstacle during taxi. Aircraft: Taylorcraft BC12-D. Injuries: None. Location: Nome, Alaska. Aircraft damage: Substantial. What reportedly happened: The private pilot was attempting to land the tailwheel airplane at a 400-foot-long, uphill, off-airport site. He noted that the departure end of the site was adjacent to a 500-foot-high ocean bluff cliff. He inadvertently touched down about 100 feet beyond his intended touchdown point. Realizing he would be unable to stop the airplane before reaching the end of the runway, he hit the brakes. Despite applying heavy braking, the airplane nosed over. In his report to the NTSB he said he should have selected a better area to land. Probable cause: The pilot’s selection of an unsuitable landing/takeoff area. Aircraft: Kitfox. Injuries: 1 Fatal. Location: Apple Valley, Calif. Aircraft damage: Destroyed. What reportedly happened: According to the pilot/mechanic who performed the annual inspection on the airplane about a month before the accident, the pilot was uneasy about flying the airplane alone after the inspection since he had not flown the airplane recently. His wife reported that he had logged about 550 hours, including 300 in the Kitfox. Witnesses observed the Kitfox flying low, about 200 to 300 feet above the ground. It banked sharply to the left, stalled, and then spun into the ground. Due to the damage, investigators were not able to determine if there were any mechanical problems prior to impact. The NTSB was not able to access the pilot’s logbook or the aircraft logbooks during the course of the investigation. Probable cause: The pilot’s loss of aircraft control for undetermined reasons while maneuvering at low altitude.
May 20, 2011
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Calendar of Events EASTERN UNITED STATES
May 21, 2011, Milton, FL. 1st Annual AMS Aviation Fly-In & Chili Cook-off (2R4) 850-623-4704. May 21, 2011, Peachtree City, GA. Aircraft Spruce East Coast Supersale Fly-in (FFC) 770-487-2310. May 21, 2011, Cooperstown, NY. Old Airplane Fly-In and Breakfast (K23). 315-858-1288. May 21, 2011, St. Petersburg, FL. International Learn to Fly Day at Whitted (SPG). 727-822-1532. May 23-26, 2011, St Simons Island, GA. AYA 2011 Annual Convention (SSI) 727-644-8361. June 4, 2011, St Augustine, FL. Destination…Bahamas (SGJ) 904-333-8949. June 4, 2011, Asheboro, NC. NC Aviation Museum Annual Fly-In (HBI) 336-625-0170. June 4, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. June 4, 2011, Rhinebeck, NY. Old Rhinebeck Aerodrome Open House. 845-752-3200. June 5,2011, Elmira, NY. Fly-In Breakfast (ELM) 607-734-0469. June 5, 2011, Tunkhannock, PA. Skyhaven FlyIn Breakfast & Craft Show 570-836-4800. June 7, 2011, Mason, OH. Ti2 Day. 513-459-3153. June 13-15, 2011, Sarasota, FL. 65th Florida Aviation Trade Assn Conf 321-383-9662. June 16, 2011, Miami, FL. 2nd Annual Aircraft Repossession Summit. +44-20-812370. June 17-19, 2011, Milford, NJ. 100th Anniversary Festival Historic Aircraft Fly-Over 908-328-6515. June 18, 2011, Cooperstown, NY. Old Airplane Fly-In and Breakfast (K23). 315-858-1288. June 19, 2011, Somerset, PA. Somerset Aero Club Fly-In Breakfast (2G9) 814-445-1599. June 19, 2011, Elkhart, IN. Mishawaka Pilots Club Breakfast (3C1) 574-522-6889. June 22-25, 2011, Lock Haven, PA. 26th Annual Sentimental Journey to Cub Haven Fly-In (LHV) 570-748-5123. July 2, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. July 16, 2011, Cooperstown, NY. Old Airplane Fly-In and Breakfast (K23). 315-858-1288. Aug. 6, 2011, Hot Springs, VA. Bath County Wings and Wheels (HSP) 540-839-5326. Aug. 6,2011, Elmira, NY. Cruise-In/FlyIn Breakfast (ELM) 607-734-0469. Aug. 6, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Aug. 20, 2011, Cooperstown, NY. Old Airplane Fly-In and Breakfast (K23). 315-858-1288. Sep. 3, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Sep. 7-11, 2011, Woodruff, SC. Triple Tree Fly-In (SC00) 864-270-1166. Sept. 11,2011, Blountstown, FL. 2nd Annual Calhoun County Fly-In (F95) 850-674-6952. Sept. 17, 2011, Princeton, NJ. Centennial Open House (39N) 609-921-3100. Sept. 17, 2011, Cooperstown, NY. Old Airplane Fly-In and Breakfast (K23). 315-858-1288. Sept. 22-24, 2011, Hartford, CT. AOPA Aviation Summit 2011 800-872-2672. Oct 2, 2011, Lock Haven, PA. Pancake Breakfast Fly/Drive-In (LHV) 570-748-5123. Oct. 11, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359. Oct. 28-30, 2011, Lumberton, NC. Mid-Atlantic Fly-In & Sport Aviation Conv 910-740-6751. Oct. 29, 2011, Greenville, SC. Southeast Aviation Show 877-359-7222. Nov. 5, 2011, Kissimmee, FL. Young Eagles Flight Rally (ISM-Hangar 4) 407-414-8359.
North Central United States
May 21, 2011, Valparaiso, IN. Pancake Breakfast & Young Eagle Rally (VPZ) 219-771-7071. May 21, 2011, Blaine, MN. Blaine Aviation Days (ANE) 763-568-6072. May 29, 2011, Lake City, MI. 49th An-
nual Fly-In/Drive-In Pancake Breakfast (Y91) 248-925-6750. May 30, 2011, Lincoln IL. Airport Daze/ Open House (AAA) 217-732-3333. June 4, 2011, Council Bluffs, IA. Spring Open House and Flight Breakfast (CBF) 402-981-4633. June 4, 2011, Bolingbrook, IL. 12th Annual Cavalcade of Planes 630-759-1555. June 5, 2011, Reedsburg, WI. 59th Annual Fly-In Breakfast 608-524-6448. June 5, 2011, Audubon, IA. Flight Breakfast (free to fly-ins) 712-563-3780. June 11, 2011, Clear Lake, MN. EAA Chapter 551 Bean and Brat Fly-In 320-229-8563. June 11, 2011, Winchester, IN. 61st Annual Randolph County Airport Fly-In Breakfast (I22). 765-584-3611. June 12, 2011, Mason, MI. Dawn Patrol Pancake Breakfast (TEW) 517-589-5051. June 12, 2011, Joliet, IL. Joliet Airport Festival (JOT) 815-741-7267. June 17-21, 2011, Iowa City, IA. 35th Annual Air Race Classic Kickoff 319-331-6235. June 18, 2011, Eldridge, IA. Quad City Air Show 563-285-7469. June 19, 2011, Eagle River, WI. Father’s Day Fly-In & Airport Expo (EGV) 715-479-7442. June 19-20, 2011, Lacon, IL. Fly-In Breakfast and Aviation Safety Seminar (C75) 309-246-2002. June 21-24, 2011, Iowa City, IA to Mobile, AL. 35th Annual Air Race Classic 319-331-6235. June 26, 2011, Aitkin, MN. EAA 965 Fly-In/ Classic Car Show (AIT) 218-927-7069. July 2, 2011, Sandusky, OH. 1940s USO Themed Hangar Dance 419-626-5161. July 9, 2011, Big Rapids, MI. AirFest 2011 (RQB) 231-796-5600. July 9, 2011, Larchwood, IA. Zangger Vintage Airpark Flight Breakfast (2VA) 712-477-2230. July 10, 2011, Manitowoc, WI. Instrument Refresher – A Review of the FARs (MTW) 715-252-3326. July 15, 2011, St. Cloud, MN. EAA’s B-17 Aluminum Overcast at STC 320-229-8563. July 16, 2011, Hampton, IA. Hampton Firefighters Assn Fly-In Breakfast (HPT) 515-971-8110. July 17, 2011, East Troy, WI. Annual Open House/Fly-In Drive-In Breakfast. 262-391-5177. July 17, 2011, Forest City, IA. Annual Fly-In/Drive-In Pancake Breakfast (FXY). 641-581-2880. July 21, 2011, Keokuk, Iowa. 2011 L-Bird Convention and Fly-In 319-524-6203. July 25-31, 2011, Oshkosh, WI. EAA AirVenture Oshkosh, Wittman Regional Airport (OSH) 920-426-4800. Aug. 7, 2011, Chetek, WI. Southworth Muni AP Charity BBQ Fly-In (Y23) 715-456-8415. Aug. 27, 2011, Guttenberg, IA. 11th Annual Abel Island Fly-In Float-In Potluck/BBQ 319-480-0913. Sept. 3, 2011, Marion, IN. Fly-In/ Cruise-In (MZZ) 765-664-2588. Sept. 3-5, 2011, Cleveland, OH. Cleveland National Air Show 216-781-0747. Sept. 23-25, 2011, Mt Vernon, IL. Midwest LSA Expo 618-242-7016. Sept. 23-25, 2011, Dayton, OH. World War I Dawn Patrol Rendezvous 937-255-7207. Sept. 24, 2011, Hanover, IN. Wood, Fabric and Tailwheels Fly-In (64I) 812-866-3211.
South Central United States
May 21, 2011, Brady, TX. Morgan Military Aviation Museum Fly-In/WWII Hangar Dinner/Dance (BBD) 325-456-6726. May 27-29, 2011, Ranger, TX. Ranger Fly-In & Airshow #4 (F23) 254-433-1267. June 2-5,2011, Junction City, KS. National Biplane Fly-In (3JC) 785 210-7500. June 4, 2011, Midlothian/Waxahachie, TX. Pancake Breakfast Fly-In (JWY) 972-923-0080. Sept 21-25, 2011, Tulsa, OK. Aerostar Owners Assn 41st Annual
Conv (RVS) 918-258-2346.
Western United States
May 20-21, 2011, Idaho Falls, ID. Idaho Aviation Conference 208-524-1202. May 21, 2011, Ellensburg, WA. Pancake Breakfast (ELN hangar 1337) 509-925-4531. May 21, 2011, Carey, ID. Carey FlyIn (U65) 208-481-0999. May 21, 2011, Ellensburg, WA. Free Coffee and Donuts (ELN hangar 1337) 509-925-4531. May 21, 2011, Colorado Springs, CO. Intl Learn to Fly Day (COS) 719-573-4452. May 21, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. May 21, 2011, Santa Barbara, CA. 2nd Annual Learn to Fly Day (SBA) 805-455-3575. May 21, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. May 21, 2011, Everett, WA. Paine Field General Aviation Day (KPAE). 425-870-2287. May 21, 2011, Concrete, WA. Taildragger Pancake Breakfast (3W5). 217-273-9879. May 28-29, 2010, Hollister, CA. Hollister Airshow (CVH) 831-636-4365. May 28, 2011, Heber City, UT. Memorial Day Fly-In (36U) 435-657-0755. June 4, 2011, Woods Cross, UT. Skypark Airport Open House (BTF) 801-397-2324. June 4, 2011, Chelan, WA. 12th Annual Wally Petersen Memorial FlyIn (S10). 509-682-4109. June 4-5, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672. June 10-11, 2011, Marysville, CA. Golden West Fly-In (MYV) 530-852-0321. June 11, 2011, Ukiah, CA. Airport Day/Community Festival (UKI) 707-467-2855. June 11, 2011, Boulder, CO. 3rd Annual 1940s WWII Era Ball 720-924-1949. June 18-19, 2011, Tonasket, WA. Tonasket Father’s Day Fly-In (WO1) 509-486-4502. June 18, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. June 18, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. June 18-19,2011, Olympia, WA. Olympic Air Show (OLM) 360-705-3925. June 25, 2010, Longmont, CO. Longmont Expo 2011 303-651-8431. June 25, 2011, Caldwell, ID. Celebration of Flight Air Show (EUL) 208-841-1500. June 25, 2011, Chehalis, WA. 2011 Fantasy Field Fly-In (FA99). 360-262-3060. June 25-26, 2011, Rancho Murieta, CA. 1st Annual West Coast Rag Wing Round-up (RIU) email@example.com June 25-26, 2011, Concrete, WA. NW Super Cub and Piper Tube & Fabric Fly-In (3W5). 217-273-9879. July 2-3, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672. July 6-10, 2011, Arlington, WA. Arlington Fly-In (AWO) 360-435-5857. July 6-10, Arlington, WA. West Coast Cherokee Fly-In (AWO) 425-355-8737. July 10-11, 2011, Santa Rosa, CA. Green Flight Challenge (STS) 256-544-9294. July 15-17, 2011, Spokane, WA. Northwest Biplane Fly-In (SFF) 509-535-9011. July 16, 2011, St. Maries, ID. S72 FlyIn Breakfast 208-773-8522. July 16, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. July 16, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. July 16-17, 2011, Mulino, OR. 54th Annual Mulino OPA Blueberry Pancake Breakfast (4S9). 503-651-3802. July 22-24, 2011, Lewiston, ID. EAA Chapter 328 Lewiston 2011 Air Fair. (LWS). 208-883-4337. July 22-24, 2011, Concrete, WA. North Cascades Vintage Fly-In (3W5). 217-273-9879. Aug. 4-6, 2011, Three Forks, MT. Mon-
tana Antique Airplane Assn Annual Fly-In (9S5) 406-451-5897. Aug. 6, 2011, South Bend, WA. 2nd Annual Willapa Harbor Oyster FlyIn (2S9). 360-942-7899. Aug.6-7, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672. Aug. 20, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Aug. 20, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Aug 26-28, 2011, Broomfield, CO. Rocky Mountain Fly-In (BJC) 303-596-6139. Aug. 27-28, 2011, Minden, NV. 1st Annual Western States Aviation Roundup/ Air Show (MEV) 775-782-9871. Aug. 27, 2011, South Lake Tahoe, CA. 22nd Annual Lake In The Sky Air Show (TVL) 530-541-0480. Sep. 3, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9) 831-726-9672. Sep. 10, 2011, John Day, OR. Grant County Air Search Fly-In Breakfast 541-820-4310. Sep. 10-11, Sacramento, CA. California Capital Airshow (Mather). 916-876-7568. Sep. 17, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Sept. 17, 2011, Concrete, WA. Corn Boil & Chili Feed & Open Cockpit Day (3W5). 217-273-9879. Sept. 17, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Oct. 1, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9) 831-726-9672. Oct. 8, 2011, Corona, CA. Aircraft Spruce West Coast Supersale Fly-In. 951-372-9555. Oct. 10-11, 2011, Las Vegas, NV. 64th Annual NBAA Meeting & Conv 202-783-9000. Oct. 15, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Oct. 15, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Oct. 20-22, 2011, Casa Grande, AZ. Copperstate Fly-In (CGZ) 520-975-8442. Oct. 22, 2011, Imperial, CA. Aviation Day 2011 (IPL) 760-791-2752. Nov. 5, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9) 831-726-9672. Nov. 19, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158. Nov. 19, 2011, Mojave, CA. Vintage Aircraft Display (1CL2) 661-342-0604. Dec. 3, 2011, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/ Fly-In (1C9) 831-726-9672. Dec. 17, 2011, Fort Jones, CA. Scott Valley Pilots Assn Fly-In (A30) 530-467-3158.
June 18, 2011, Brantford, ON, Canada. Aircraft Spruce Canada Supersale Fly-In. 951-372-9555. Aug. 20-21, 2011, Waterloo, ON, Canada. Waterloo Air Show (YKF) 519-648-2256. Sept. 16-18, 2011, Bedford, England. No. 5 British Flying Training School Reunion 229-435-4119. June 25, 2012, Tianjin, China. Aeromart Tianjin +33141864186. Oct. 1-3, 2012, Guadalajara, Mexico. Aerospace Meetings Guadalajara +33141864186. Dec. 4-6, 2012, Toulouse, France. Aeromart Toulouse +33141864186.
The Calendar of Events is published as a public service for our readers and is available in its entirety on our website. To submit an event, go to GeneralAviationNews.com, click on Calendar, then follow Submit an Event instructions, or fax your information to 253-471-9911.
General Aviation News — 800.426.8538
New Products YokePad released
PilotMall.com has released the iPad YokePad. Manufactured out of aircraft grade 6061 aluminum, the YokePad is compatible with both the iPad and the iPad 2. Because it has multiple adjustment points, it will work with a wide variety of aircraft, according to company officials. Price: $75. Pilotmall.com
Wicks debuts colorful pitot tube covers
Wicks Aircraft Supply now offers a new line of colorful covers for pitot tubes and nacelle plug streamers that will fit most single and twin engine aircraft models.
How much does that plane really cost?
What is the biggest concern of most aircraft purchasers? Cost. Prospective buyers can now use AircraftCostAnalysis to compare different aircraft prices, operating costs, resale values, and tax benefits. Features include: Bonus Depreciation Tax Law; 2011 aircraft database; ability to handle a trade-in and like-kind transactions; annual inflation option on all expenses and revenue; works with any type aircraft from LSA to Boeing Business Jet; and more, according to company officials. AircraftCostAnalysis.com
Top Prop conversion for Baron twins
Hartzell Propeller has received STC approval that covers a new 3-bladed propeller conversion kit for the Beechcraft Baron 55 fleet. This new Top Prop conversion provides Baron owners with improved reliability, added performance and decreased noise levels, according to company officials.
or email a page to a friend. Catalog pages can be printed or saved to the customer’s computer desktop for future reference, according to company officials. The entire catalog is also viewable on mobile devices, including iPhone, An-
Made of heavy canvas and florescent plastic that is light reflective, each Hi Viz product features a prominent “Remove Before Flight” label that can easily be seen day or night. They can be applied or removed in seconds and are stored in the aircraft while flying, according to company officials. The angle pitot tube, blade tube and universal tube Hi Viz covers, along with the streamers, sell for $10 each. WicksAircraft.com
LoPresti acquires Tri-Nav Charts
LoPresti Aviation has acquired the rights to Howie Keefe’s Tri-Nav Chart print and digital products (the aviators’ guide for easily navigating the airspace system), including: Tri-Nav’s aviation charts that can be used for both legal IFR and VFR flight; free Internet update service on the FAA’s 28-day cycle; the “Shirt Pocket” series of AvData books; and an atlas of WAC Charts. 800-859-4757, LoPrestiAviation.com
Sporty’s introduces eCatalogs
Sporty’s has added a complete digital version of its catalog for both online and mobile customers. The online catalog can be accessed by clicking an icon on the Sporty’s Pilot Shop homepage. Customers can flip through every page just like the print catalog. Plus, users can bookmark pages, add notes, “like it” to Facebook, “tweet it” to Twitter
zones based on more than 25,000 airport locations worldwide. Features include full-time display of the current UTC/GMT time with preferences to display 12 and 24 hour times, day and date. Local times are display in relation to the locale to UTC/GMT time. AirportZulu is available on the iTunes App Store for 99¢. The company offers support through its website. AeroCharts.com
Fly the Zenith CH-750…virtually
droid and Blackberry phones. For iPad users, Sporty’s has launched a native iPad app version of its digital catalog that includes many of the same interactive features. Customers can download the latest version of Sporty’s catalog every month from the app, and the catalogs are saved on the customer’s tablet. Sporty’s iPad app eCatalog is available free in the iTunes App Store. The print catalog will continue to be printed, Sporty’s officials add. Sportys.com
Simplify aircraft weighing The new kit features Scimitar aluminum alloy blades, derived from Hartzell’s Reno Super Sport race-winning design, provide an increased ground clearance as well as a noise reduction of 5.8 dB(a), as compared to the original 84” 2-blade, and 1.1 dB(a) lower that the 76” standard 3-blade props, company officials explained, adding installation of the propeller typically results in a 2- to 4-knot increase in speed at high power settings when compared to the originally installed propellers. Price for these kits, which include new pointed, polished aluminum spinner assemblies, range from $21,500 to $26,850, depending on propeller model and equipment. Kits are available with 14V or 28V de-icing systems or fully compatible alcohol anti-ice systems with newly designed slingers and stainless steel travel tubes. The new propellers carry the Hartzell warranty, which delivers three years or 1,000 hours of coverage, and have a sixyear/2,400 hour TBO. HartzellProp.com
May 20, 2011
Intercomp’s new AC100 incorporates integrated RFX Wireless Weighing technology right in the CPU. Intercomp also has incorporated many new features into this next generation AC100 RFX Wireless CPU, according to company officials, including an upgraded casing that provides protection against a variety of elements, and a new thermal printer. USB and RS232 outputs allow for uploading information to a PC for future analysis and the new graphic LCD display allows the records to be recalled directly on the indicator.
Intercomp’s AC100 RFX Wireless CPU works with any Intercomp AC Scale System, cabled or wireless and still features one-touch printing, center of gravity calculation, axle accumulation mode, set alarm and zero buttons. IntercompCompany.com
AeroCharts.com launches AirportZulu app
AeroCharts has released AirportZulu, a new app that allows iPad, iPhone and iPod Touch users to manage multiple time
Flight simulator files for Zenith’s STOL CH 750 light sport utility airplane design are now available for the X-Plane program.“Ironically, this is the exact same airplane that we modeled for X-Plane that was flipped over in the tornado at Sun ’n Fun — it’s now the only way to fly this airplane,” says Zenith’s Sebastien Heintz.
X-Plane’s flight simulation software uses “virtual wind tunnel physics” to realistically simulate the real physics of flight, and is often used by light aircraft designers to “flight test” their new creations, according to company officials. The STOL CH 750 is an all-metal highwing two-seat kit aircraft designed by Chris Heintz and manufactured by Zenith Aircraft Co. It is available as either a kitbuild project or as blueprints for plansbuilders, and meets the definition of a Light Sport Aircraft (LSA). The current X-Plane files for the STOL CH 750 are the first edition (version 1.0). Planned additional features will include new virtual engine “installations” for the CH 750 to reflect real life engine choices, including the ULPower, Jabiru and Rotax 912S engines, so that builders can test fly their airframe with the different powerplant choices installed. The X-Plane program files for the STOL CH 750 are available for free download from the Zenith Aircraft Co. website. X-Plane software (version 9.60+) is required. ZenithAircraft.com X-Plane.com
Can’t find it here? Check out
May 20, 2011
General Aviation News — Buyer’s Guide Marketplace
Next generation takes over at wing rebuilding company surfaces. The controls have been complementing the original portion of the wing business over the last two decades, making it easy for a client to have the entire wing fixed in one place, according to company officials. Airframe Components’ units and parts go out to all corners of the globe, company officials note. Australia, Europe, Africa, and the Pacific Rim are recent locations in which the company has exported wings, controls, and parts. However, the United States still remains a strong market, according to Williams. AirframeComponents.com
Photo courtesy Williams Airmotive
Williams Airmotive, a wing rebuilding company, has a new owner: Roy Williams, the second generation of rebuilders, has officially bought the assets of his family business in Kendallville, Ind. Williams Airmotive has now become a division of Airframe Components by Williams, according to company officials. The original company started nearly 40 years ago, with Williams alongside his father rebuilding Cessna, Piper, and Beechcraft wings as soon as he was old enough to hold a rivet gun. He built upon his father’s success with his own business of repairing control
Filming wraps up on ‘Outback Pilot…Australia’ The Real Deal Productions of Soldotna, Alaska, led by General Aviation News contributor Jim Oltersdorf, has completed filming of “Outback Pilot…Australia.” “We spent a grueling six weeks filming in extremely hostile conditions while traveling in some of the most remote areas of this vast continent,” said Oltersdorf. “With constant warnings from the locals of croc attacks to floods that wiped out roads that made travel by 4×4s impossible, our aircraft were the only means of transportation for filming in many cases.” Oltersdorf notes that he and his team “were so wonderfully accepted by all of the aviation companies that we were introduced to and treated with a red carpet wherever we went. It was an experience of a lifetime, with some very memorable moments, to say the least. During the course of shooting we had three different helicopters up in the air for over nine hours while we shot cattle mustering at the huge stations, which are ranches of millions of acres, and landing in secret areas where 10,000-year-old Aboriginal paintings on rock walls were inscribed. In addition, we also went on a mail run into the outback that was almost 1,000 miles and really met some interesting people that live out there.” From hovering over Sydney’s iconic Opera House and bridge in a multi-million dollar helicopter while filming in HD to the northern rainforests to the parched deserts, Oltersdorf and his team searched for pilots that make a living from such a land. He says, “These folks are the real deal, no question about it. They live the life that few would ever know about, so I took on this project to bring to the world a base of knowledge. In-depth interviews from the pilots provide an intimate look into their lives — and just wait until you see the footage.” The hour-long documentary is being edited and will be available in the coming months. Oltersdorf is also the executive producer of “Alaska’s Bush Pilots…The Real Deal” and “Alaska’s Bush Pilots… The Real Deal Commercial Operations” AlaskasBushPilots.com, Joltersdorf.com
NO SALES TAX! YOU’RE INVITED! Open House and 20-Year Anniversary Celebration! Please join us and help celebrate our 20 year anniversary with an Open House and Super Sale on Saturday, June 11th from 8:30am to 3:30pm. We’ll have vendor displays, seminars for the new Garmin GTN series, door prizes, refreshments, and EVERYTHING will be on sale! Fly in or drive in. Don’t miss this chance to save big.
The new AERA™ GPS family is an entirely new generation of portable GPS. Whether you need basic GPS mapping and navigation, or an enhanced, full featured system, AERA™ has something for everyone. NEW LOWER PRICING! AERA™ 500 GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$699 AERA™ 510 w /XM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1099 AERA™ 550 (SafeTaxi™ - AOPA - Enhanced Terrain) . . . . . . . . . . . . . . . $1249 AERA™ 560 w /XM (SafeTaxi™ - AOPA - Enhanced Terrain) . . . . . . . . . . $1599 GPSMAP-696. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $2999 GPSMAP-496. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1999
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General Aviation News — Buyer’s Guide Marketplace
May 20, 2011
Bahamas Fly-Out planned PilotMall.com has unveiled plans for a fly-out to Bimini Island, Bahamas, scheduled for June 10-12. Bimini Island is the perfect destination
for those visiting The Bahamas via private aircraft for the first time, according to company officials, noting that at just 53 miles east of Miami, Bimini is the closest
point of entry in The Bahamas from the mainland United States. Planned activities include a welcome reception, and an outing to the “Healing
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Hole” in Alice Town, a sulfur-fed spring that is said to cure a number of ailments. The tour will also include a visit to the Island Museum, a Straw Market, and a tour of the island and its many beaches. The hotel of choice, The Bimini Big Game Club Outpost Resort and Marina, offers a number of fishing, diving, dolphin discovery and boating packages for an additional fee. “Time and time again, PilotMall.com customers have told us that they are ready for an aviation adventure,” said PilotMall. com President Neil Glazer. “With such a convenient location and an abundance of activities, we figured a fly-out to Bimini Island would be a natural fit.” A $50 registration fee includes a souvenir T-shirt and hat, along with complimentary registration in the 2011 Bahamas Pilot Challenge. PilotMall.com staff will be available to assist with eAPIS registration and flight plan filing for those unfamiliar with the system. PilotMall.com
MAINTENANCE John Norling (800) 345-0949 email@example.com
The creators of the Emmy award-winning PBS show “Red Tail Reborn” have partnered with Cuyahoga Community College (Tri-C) in Cleveland, Ohio, to bring “The Restorers” to televisions nationwide. This new PBS series, based on the original 2004 movie of the same name, will chronicle those who restore warbirds and antique aircraft. The Restorers series has begun filming, starting at the B-25 gathering and Doolittle Reunion this past year in Dayton, Ohio, producers said, noting filming will continue throughout the United States for the coming year. Although some stories have been chosen for inclusion in the series, the producers are open to more stories of intriguing aircraft and aircraft restorers. Fundraising has been a current priority, searching for underwriters and corporate sponsors to bring the project to completion, according to company officials. Tri-C will provide production assistance through the college’s Media Arts program, officials added. TheRestorers.com, Tri-C.edu, HemlockFilms.com
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Lincolnton-Lincoln County Airport (IPJ) • 100LL & Jet A w/additive • Pilot Lounge • Conference Room • 5,500’ Paved Runway • Tie Downs available
• Unicom 123.05 • AWOS 119.675 • DTN Weather • WIFI
May 20, 2011
General Aviation News — Buyer’s Guide Marketplace
The Sikorsky Memorial Corsair is taking a big step on its path to resurrection by taking a journey to Ezell Aviation War Bird Restorers in Breckinridge, Texas. As the result of a collaboration with Ezell Aviation and The Connecticut Air and Space Center, this journey will accomplish two goals, officials said. The first is to help another historic Corsair aircraft, a Brewster F3A, come back to its original glory, and to the air. The second is to knock up to two years of restoration work off of the Stratford FG1-D that would have been expensive, significant, lengthy and difficult to accomplish without this alliance, officials note. Thanks to a chance meeting between Sikorsky Memorial Corsair Restoration Director Drew King and Massachusetts Corsair enthusiast Matt Hudak, a friendship was formed with Chad Ezell of Ezell Aviation War Bird Restorers. At the time Ezell took on the Brewster Corsair restoration, they were in need of an airframe to make a construction assembly jig. This equipment is custom built to a specific aircraft, and as it turned out, the Sikorsky Memorial Corsair was at a point of disassembly that could serve as this pattern. The damage to the curved aluminum wingspar of the Sikorsky Corsair, forming the famous Corsair silhouette, is extensive from the corrosion caused by 37 years on its post standing guard outside the entrance to Sikorsky Memorial Airport, but has not compromised its ability
Photos courtesy Connecticut Air and Space Center
The tale of two Corsairs
Workers for the Conneticut Air and Space Center prepare the Sikorsky Memorial Corsair for her trip to Ezell Aviation War Bird Restorers in Breckinridge, Texas, where the Connecticut Corsair will be used to help restore another rare Corsair.
to serve as a pattern, officials said. The other major sections of the aircraft, also in varying degrees of degradation, will also serve as patterns and models with which Ezell Aviation can advance its efforts to restore the Brewster F3A back to airworthy condition. While in Texas, the collaboration will involve the Sikorsky FG1-D being used to build manufacturing frame jigs but will also involve being repaired by Ezell Aviation’s crew with the assistance of several members of the Connecticut Air and Space Center’s team of restoration specialists. This work represents a major advance in this project and eventual presentation back to the people of Connecticut as a historically accurate static representation
Twice a month — all year long! GAN brings you the complete package, mailed to your home 24 times each year The Best of Aviation… since 1949 8 0 0 . 4 2 6 . 8 5 3 8 • G e n e r a l Av i a t i o n N e w s . c o m
of this very special aircraft. On Memorial Day, May 29, 2006, the Corsair was named the official aircraft of Connecticut in legislation sponsored by state senator George “Doc” Gunther and, although no attempt will be made to make the Sikorsky Memorial Corsair airworthy, she will be displayed in a proper environment in the state of Connecticut serving as a reminder, testament and homage to those who built, flew and died in these airplanes in the service of our country, center officials noted. The Chance Vought-Sikorsky F4U Corsair was a carrier-capable fighter aircraft built in Stratford, Conn. The Corsair saw service primarily in World War II and during the Korean War as a ground support
and night fighter. The Japanese allegedly nicknamed the Corsair “Whistling Death” for the noise made by airflow through the wing root-mounted oil cooler air intakes and had great respect for its capabilities. Demand for the aircraft overwhelmed Vought’s manufacturing capability, resulting in production by Goodyear and Brewster Aeronautical Corp. Goodyearbuilt Corsairs were designated FG and Brewster-built aircraft were known as F3A. Of the few Corsairs remaining, the F3A is a rare find and the Connecticut Air and Space Center is honored to be a small part of Ezell’s efforts to rebuild her, officials said. SikorskyMemorialCorsair.org, EzellAviation.com
30 Aeronca - 1050 CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. firstname.lastname@example.org www.rainbowflying.com CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. email@example.com www.rainbowflying.com FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com Beech Bonanza - 1505
General Aviation News — Classified Pages Cessna 172 - 1907
FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts for 120-185.Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com
1969 CESSNA-172K, 4629-TT, 1546-SMOH O-320 E2D. Aircraft is configured for floats, had PK-2300 floats on it. $39,000. William Duvall 253-307-9271.
1978 CESSNA T310R 2300 TT. $125K. Call Joe for specs and pictures. 425-770-0888.
SELKIRK AVIATION Inc. has FAA approval on composite cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. www.selkirk-aviation.com or 208-664-9589. Champion Parts - 2055
1966 C-172G O300D 4020TTAF, 130SMOH, Millennium cylinders, MX-300 Nav/com, Narco-xpdr, audio-panel, 4pl-intercom. May-annual, hangared @DEW. Nice Airplane. $32,500/OBO. 509-999-7298, 509-328-6216. 1980 C-172RG 9001 TT, 490-SMOH, Garmin-430, mode-S, recent interior, good paint. Many extras. $56,000. Contact Al Hunter at 509-886-0233. firstname.lastname@example.org
CESSNA 172P, Dual nav/coms w/gs, Cessna-ADF, King-DME, Encoded-transponder, NDH, TSMO-1490, 4pl intercom, $40,000. OR/503-844-9749, 503-407-9421. See more details/pictures at www.generalaviationnews.com
1951 BONANZA C35, SFRM 450, Garmin (530,SL30, 340,327), STEC 30, tip tanks, complete log, No corrosion, rated 8-9. Bob 253-335-3944.
1977 C-172N 3700 TT. A great plane owned by a meticulous safety conscious Pilot! $56,000. 559-469-1261. For details/pictures see: www.generalaviationnews.com
1957 H Model, 3592-TT, 72 on-prop, 1070-SMOH, audio-panel, 2-KX-155’s, KT76A-Transp, II-Morrow GPS, Many mods & upgrades. $49,500. For More info and pictures: email@example.com 509-638-3898. Beech Debonair - 1510
1977 C-172, 2328-TTAF, 1040-TTE, O-360 Lyc-180hp, all-logs, full IFR, annual-10/10, hangared Big Bear/CA since’90, blk heater, new uphol, $59,000. 661-200-3893.
1946 C-140, low-time airframe. Brand new Cont.-O-200, factory-built by Mattituck-Continental to new specs. $35,000. 850-341-6998-cell, 850-968-4618-eve’s. More details at: www.generalaviationnews.com Cessna 150 - 1904 1976 C-150M 5443.7-TTAF, 849.7-TT on Fact.Reman Cont engine. New P&I. NDH. Complete-logs, Well Maintained. Hangared. new annual. $22,000. 916-685-9780, cell-916-798-0671 1964 C-150D 304-SMOH, annual-01/10, Horton-STOL, EGT, Narco-300 Navcom, collins-xpdr, Mode-C, new tires, always hangared Northern/CA. int-ext 8/10, $18,500. Dave 707-599-9649
1958 C-175, 2224-TTSN, 954-SMOH, GO-300A(175hp) 8-inside/5-out, Apollo-IFR. Great looking and flying airplane! located Astoria/OR. $26,900. WA/360-367-0795. See Details/pictures @ www.generalaviationnews.com 1973 177B. Cardinal 2600TTSN. Exceptional In&out. Imron custom paint. Hangared. 684hrs on factory-reman Fresh annual. $54,950. 541-471-9337. Grants Pass OR. Cessna 172 - 1907 1969 C-172K. 180 HP conversion. Horton STOL kit. 10 SMOH, 10 SPOH. New upholstery. Current June annual. $72,000. 509-750-7225 .
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BEECH/CESSNA Control surfaces reskinned on jigs Call for quotes. West Coast Wings 707-462-6822.
1976 C-182P 4844-TT, 1427-SMOH, 830-SPOH, IFR, DME, GPS, LRT, NDH, all logs. Leather int., hangared, extras!. Solid Aircraft. $77,000. 503-871-6722. 2002 CESSNA Turbo 182T, 865TTAFE, Nav II w/stormscope, HSI. All original, good P&I. Desert plane/no corrosion, $178,900 www.N5156M.com SkyMachines, 888651-2257.
FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com DeHavilland - 2400
CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650. Cessna Parts - 2030
1973 C-180J. 2590TT, 352SMOH, P&I. Wheels & floats. Great equipment list & complete logs. Like new. See at www.waterfallproperty.net 907-254-2163.
1973 182P, 919 hrs P-Ponk ,530W, 340-audio, HSI, ME406 ELT, SR8A-analyzer, 3bl-prop, King-155, 2Lightspeed, 4pl-oxy. Loads of TLC. 541-882-1887, LncMorstad@charter.net
CITABRIA, AERONCA Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax1616 firstname.lastname@example.org www.rainbowflying.com Citabria Parts - 2155
1963 SIX-PLACE Cessna-310H, 6000-TT, Mid-time Engines & Props, King-Radios, HSI, DME, ADF, TXP, AutoPilot, Annual-Due, hangared, $35,000/Firm. 971-4097569(afternoons) Oregon email@example.com Cessna - 2020
1968 C-172-I, Horton STOL. Good appearance, Excellent history, no corrosion, no damage, new extensive annual, King radio, $19,900. Days CA/209-632-3244. Cessna 180/185 - 1908
1955 C-180 300 hours on new O470U eng/prop, new paint/leather interior, IFR, GPS, Topline radios, STOL kit. Many extras. always hangared, very clean, $70,000, 702-723-5427, 702-228-5982. Cessna 182 - 1909
FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Univair, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll-free 1-888-433-5433, info 303-3758882, FAX 1-800-457-7811, www.univair.com Citabria - 2150
1980 CESSNA-340A, Ram VII. VG’s. 7349AFTT. Both Engines & Props. 1278TT since Ram VII conversion 604. Always hangared. $159,000. 509-747-2017.
Specializing in FAA-PMA Factory New… "Ê iÀÃÊUÊÕiÊi>ÌiÀÃÊUÊ6>ÛiÃ i>ÌÊ ÝV >}iÀÃÊUÊ `iÃiÀÃÊUÊ Û>«À>ÌÀÃ -ViÊ£È£ÊUÊ7À`½ÃÊ>À}iÃÌÊÕÊ-iÀÛViÊ -ÕÌ Ê7`ÊEÊiÀÊ >ÃÃVÃÊ ÃÌÀLÕÌÀ 800-866-7335 • www.oilcoolers.com
BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! www.cessna150book.com Cessna 152 - 1905 C-152 Lease with maintenance guarantee within 100miles from Olympia. Two FBO’s and flying clubs. P&P Leasing. Earl Pearson 360-292-7220, 360-754-5221. Cessna 170/175/177 - 1906
Cessna Parts - 2030
1964 C-U206, 5150-TT, 400-SMOH, very clean, well above average, always hangared, well-maintained. Just annualed. $79,500. OR/541-892-1093. For pictures see www.generalaviationnews.com Cessna 300 Series - 2005
1965 S35 Bonanza S/N-D7913. AFTT-4220, EngTT33FactoryTSN, IO520B. Exterior-paint-1996. New 1piece Windshield, PropTT 33 since McCauley FN. Fast airplane. $92,500. 208-733-5920
1980 B55 Baron, 740TT, works perfectly. Loaded! LR fuel (142gal). Extensive annual w/IFR certification just completed. NDH! $217,500. 325-735-2266; 669-6630. Cessna 120/140 - 1902
Cessna 200 Series - 1912
1977 C-172 180HP Superhawk. 3720TT, 945SFRM, Horton-STOL, IFR, Garmin-430, King-KX-170B, DualILS, KMA20 audio-panel, Narco-AT150-xpdr. $57,500. CT/203-266-9161. See pictures at: www.generalaviationnews.com
1977 C-172N, 4700 TT, 38 SMOH, Horton factory float kit. MX-300/GS, KMD-150 GPS, articul-seats, exc mech/ logs, $48,500, 208-587-3585, 208-629-6272.
1962 B33, IO-550, 300 HP, 3-blade prop, 950-SFRM, 5200 TT, GX55 GPS, King digital IFR, slope windshield. ECT. $49,950. CA/510-783-2711. Beech Baron - 1602
May 20, 2011
1956 DEHAVILLAND BEAVER, 5-hours since stunning new paint and leather interior. SN-994. 12,100TTSN, 830since Covington Major. 20-hours on 3-bladed Hartzell Wipline 6000-Amphibs. $465,000w/free delivery in North America. (just more opportunity for me to fly it). Ron, TX/806-662-5823-cell; firstname.lastname@example.org
CESSNA WINGS REBUILT ON JIGS
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Classified Display Ads 1998 CESSNA 182S AFTT-1140, Eng TT-1140, New Crankshaft for AD Compliance. Good King Avionics. VG’s (2)Bose headsets. Nice paint and interior. $162,500. 208-733-5920
1960 SKYLANE, 5350+TT,1170-SMOH, 150-SPOH, P&I-9, Garmin-135A GPS/com, King KX170A VOR w/GS, Apollo SL70 xpdr, EGT/CHT, cowl/manual flaps. slant tail, Horton STOL, aileron/ flap-gap seals, leading edge cuff wingtips, stall fences, 4-pl intercom, ext baggage, current June annual. $52,000. Ron/509-750-7225. Cessna 190/195 - 1910
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1977 C-172N, 2670-TTAF, 1420-TTE O-360 Lyc-180hp, all logs, Flybuddy-GPS, DME, full-IFR, NDH. CSP, new annual, hangared Bandon OR, $59,000. 907-305-3056. 1953 C-195B, 3300-TT, 680-SMOH, 266-SPOH, Hangared, wheel pants, 8 in & out, Clevelands, Dual Com/ Nav, X-ponder, $69,000, 253-631-0958.
Fax 858-712-1960 | Call 800-426-8538 or mail to General Aviation News P.O. Box 39099, Lakewood WA 98496
May 20, 2011
General Aviation News — Classified Pages
DeHavilland - 2400
Piper Single - 3800
Piper Seneca - 3912
31 Helicopters - 5600
1978 PIPER Seneca II $140,000. TTAF-3360, 50SMOH, 275-SPOH, transponder, full IFR. KR-88 ADF, 951-288-4790. See pictures and details @ www.alwaysflying.com Piper Twin Comanche - 3914
REDUCED $850,000. DeHavilland HERON DH-114-X2 owned by Queen Elizabeth. Gipsy Queen 30 Mark 2 engines. 2-1/2 planes+ spares. OR/541-220-1000. email@example.com Ercoupe - 2550 FREE UNIVAIR INVENTORY LISTING Thousands of type Certificated parts direct from our factory. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, www.univair.com Luscombe - 3300 LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. www.Luscombe.org. 480650-0883. Luscombe Parts - 3310 FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com Maule - 3400
NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at www.airplanethings.com Piper Arrow - 3804 1973 PIPER Arrow $45,000. 5400-TT, 1400-SMOH, 200SPOH, full IFR, ADF, Dual-Nav/Coms, A/P. Clean, all logs. 951-288-4790. See details/pictures at: www.alwaysflying.com Piper Cherokee Series - 3806 ‘65 CHEROKEE 180, 3500TT, Engine 950SN, IFR, always hangared, NDH, 2-KX155’s w/Glideslope, Panel Garmin, paint/upholsterty/glass all perfect. Annual & engine major April 2011. 7hours SMOH. w/gas tug. I’m in 80’s & lost medical. $46,000. Carl Jaks 530-633-4525 69 CHEROKEE 140, New-annual, excellent-paint, no damage, no corrosion, good King radios, here since new, strong engine. $22,900. Days CA/209-632-3244. Piper Comanche - 3809
MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, www.maules.com. Mooney - 3500
1958 COMANCHE-250. Engine converted to 260 specs. New 1,000hr-inspection, fresh annual. Landing-gears have all completely been rebuilt. TT-3800, 460.4-SMOH, new 3-blade prop, autopilot-coupled, full-IFR, King dualradios, Narco-transponder, VG’s, blue/white. $39,500. 360-455-1372.
1962 M20C Rayjay Turbo, 3317TT, 995-SMOH, radioEdoAire 55, Narco 120, ACK A-30, Loran C, 2nd owner. Clean economical bird. 775-266-3796.
1959 PA24-250 Piper Comanche 3000 TT, 1750 SMOH, IFR. Located in Fresno CA. $39,000. Dean 559-2852232 firstname.lastname@example.org or Ryan 559-469-1261
LAKE AERO STYLING YOUR ONE STOP MOONEY “MALL”
1961 PIPER Comanche 180 $40,000. 4900-TTSN, 1150SMOH, Full IFR, Dual MX-12 Nav/Coms w/GS, ADF, AT50-transponder. 951-288-4790. See details/pictures @ www.alwaysflying.com Piper Saratoga - 3822
Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure: Email: LasarMods@aol.com www.lasar.com PARTS: 800-954-5619 or 707-263-0581 OFFICE 707-263-0412 FAX 707-263-0420 LASAR PLANE Sales has many Mooneys on consignment. Call for info & free Mooney Buyers Guide, 707263-0452, Fax: 707-263-0472. See us on the internet: www.lasar.com, email: email@example.com MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, fax 210-979-0226. parts@LoneStarAero.com RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Toll Free 877-758-3232. Fax 541-9288356. Email firstname.lastname@example.org Navion - 3600
2001 SARATOGA II TC-360 TT, 4/1-annual, 1-owner, hangared, NDH, factory-a/c, Garmin-430/530/340/327. autopilot, Immaculate in&out! $299,000. CA/858-2100367. See pictures at: www.generalaviationnews.com Piper Tri-Pacer - 3826 HANDYMAN SPECIAL, 53 PA22-135 Tri-Pacer. Disassembled for recover, do it yourself and know what you have. $9,500. email@example.com TX/ 954-873-5848. Piper Warrior - 3838 1978 WARRIOR II 161, S-Tec 40 A/P, King digital IFR, DME. Nice P&I. 7512 TT, 1294 SMOH, NDH. $29,950. 510-783-2711. Piper Aztec - 3903
1988 ENGSTROM F28F, S/N 755, AFTT 5460, Eng TT 1135. 15K spent on MRH, good light machine. $145,000. 208-733-5920.
FREE UNIVAIR INVENTORY LISTING Thousands of FAA-PMA’d and original Piper parts for J-3 through PA22 and PA-25. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com Stinson - 4455 FREE UNIVAIR INVENTORY LISTING. Thousands of Type Certificated parts direct from our factory Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1800-457-7811, www.univair.com SUPER STINSON 108-3, TTAF-2492, O-470R, TSMOH 42, McCauley, C/S-prop, TTP-42, GPS/Com, intercom, Mode-C, Hooker-Harnesses. Annual-3/1/2011. $45,000. 520-909-4999. firstname.lastname@example.org See pictures at: www.generalaviationnews.com Taylorcraft Parts - 4605 FREE UNIVAIR INVENTORY LISTING FAA-PMA’d approved parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com Aerobatic - 5000 “RAGTIME ROSE” Homebuilt Parrakeet. Built 1990 to Rose A4-C Standards. O-200, 330hrs-AF&E. Clevelands Stits, many custom-features, Light Sport. One owner. $40,000/firm. Contact/Barry, Taco Aviation, 641-9382083. Amphibious - 5040 2001 SEAREY TT-372, 2003 Carbon hull, KT76A TXP, IC200-EIS, Garmin GPS, 912-Rotax, always hangared. $49,500, also Retractable gear kit. 760-737-9491 Experimentals - 5300
1992 BELL 206L-3 S/N-51564, AFTT-2755. VIP-Personal Transportation. never-worked A/C system. GoodAvionics. Nice paint&interior. Nicest L-3 out there! Highskids. $1,275,000. 208-733-5920. Light Sport Aircraft - 5620 LOADED 2006 Flight Design(CTSW)TT-107, Garmin496, BRS, A/P, Dynon D120 flat panel, Dynon-D100 EFIS, Bendix/King-KY97A, KT76A, 3-blade prop, $89,500/obo. Tom 503-651-2834 Announcements - 6375
PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487. www.wings-of-hope.org Appraisals - 6405 NAAA/USPAP APPRAISALS / CONSULTING. Northwest US and Western Canada. Call Russ, Bow Aviation, www.bowaviation.com 360-766-7600. Avionics - 6500
2005 RV-8A, TTAF-131, TTE-1658, 109-STOH, Lyc 0360A1A, Garmin-250 GPS, KX-155 N/C, KI209-G/S, $67,900/obo. email@example.com 805-473-8127. See more details/pics at www.generalaviationnews.com 2000 LANCAIR , 360TTAF&E IO-360 200hp. Full panel, AP, looks and flies great. $95,000/consider LSA in trade, details: firstname.lastname@example.org 951-966-7023 BEAUTIFUL STARDUSTER II. Canary yellow. 180hp Lyc. engine 200 hrs aircraft/ engine. Built 1992. Always hangared. $30,000. Jackson MS. email@example.com
STORMSCOPES: BUY, sell or trade. Exchange components available. Specializing in Stormscopes since 1994. www.stormscopes.com Valentine Aviation 972-495-3284 firstname.lastname@example.org
THE ENGINE PROTECTORS Best EGT/CHT
1948 NAVION-A/L17B 4832-TT, Cont-E185-9, 205hp, 1033-SMOH, 411.1-STOH, 25hrs-prop, Aug-annual, full IFR, DME, GPS, updated-panel, PA-tail, always-hangared, many-military records, $49,500. 360-239-1291. North American - 3680
Hexad II (6 cyl.) Tetra II (4 cyl.)
1960 PIPER Aztec/250hp, TTAF-2643, factory-remans, 698-STOH, no-AD’s, clean. Paint & interior in Arkansas. Fresh annual, Narco-radios, IFR, S-Tec 50 auto-pilot, stormscope, hangared, $55,000. 865-674-9960.
1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000. Will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823, email@example.com
64 TWIN Comanche. Miller conversion. Lost Medical. Must Sell! TT-2694, LE/204, RE/195, prop/201.3, fresh annual, Dorcel-Fin. Many-mods, full-IFR. Excellentpaint/interior. $98K/OBO. 541-672-0937. Piper Parts - 3920
1966 PIPER Turbo Aztec. 3460-TT, 1650-SMOH, 225STOH (new-Cylinders) CNX-80, MX20, Century 2000/AP. $65,000. C.A.Scott 503-539-1123. See more details/pictures at: www.generalaviationnews.com Piper Seneca - 3912 1977 PIPER Seneca II $75,000. TTAF-6700. 1750 SMOH L&R Engines. Full IFR, P&I-8/10. 951-288-4790. See pictures and details at: www.alwaysflying.com
Classifieds Work! Place your ad today! 800-426-8538 www.GeneralAviationNews.com
SAO PAULO Seabird. The Petrel Sport-plane is a factory-built flying-boat. 2seats, open-cockpit bi-plane. TT AF&E/prop < 50hrs. $19,400. 509-747-2017. BEAUTIFUL STARDUSTER II. Canary yellow. 180hp Lyc. engine 200 hrs aircraft/ engine. Built 1992. Always hangared. $30,000. Jackson MS. firstname.lastname@example.org Floatplanes - 5400 Seaplane Ratings & Solo Rentals in central Florida and Minnesota PA12 & C172 available www.adventureseaplanes.com 612-868-4243 - 612-749-1337 Helicopters - 5600
Multichannel Continuous Engine Diagnosis Pointers Align for Cruise!
MIXTURE MIZER II For less costly engine protection.
Above systems feature shock cooling alarm.
KS AVIONICS, INC. 25216 Cypress Avenue, Hayward, CA 94544 (510) 785-9407 (800) 346-4469 Manufacturers of reliable instruments since 1967
www.ksavionics.com 1980 BELL 206BIII S/N 2996, AFTT-7785, Eng-6767. TSO-23. Fresh paint&interior, new glass&plastics, high skids, new battery. 10 in&out. $525,000. 208-733-5920.
General Aviation News — Classified Pages
Charts & Maps - 6590
The Very Best in Airport Information!
866-880-4686 www.pilotsguide.com CHARTS, WIDEST range of NOS/NIMA, Canada, Worldwide charts. Lowest cost. Next day service available. The Pilot Shoppe. 623-872-2828 Fax 623-935-6568. Cylinder Overhaul - 6605 CYLINDER FLOWMATCHINGl for more power and efficiency for Continental & Lycoming cylinders! Aircraft Cylinder Repair. www.aircraftcylinderrepair.com 1-800622-7101. Avionics - 6500
Employment - 6900 AIRJOBSDAILY.COM - Largest source of Aviation and Aerospace Jobs on the Internet! New Jobs Posted Daily. visit our website: www.AirJobsDaily.com Engines - 6950
May 20, 2011
Avionics - 6500
Avionics - 6500
Avionics Shop, Inc. Avionics Sales & Service
Your Premier NW Garmin Installation Center FAA Approved Repair Station #FP4R188M
ALLOWS THE use of an O-200 crankshaft, rods, and pistons in C-85 engine, for less than the cost to replace your C-85 crankshaft. Complete w/FAA certification & STC paper work. For more information & prices call AIRCRAFT SPECIALTIES SERVICES, 800-826-9252. Avionics - 6500
! 3 0 % . s ! 6 ) $ 9 . % s # ( % , 4 / . s $ !6 ) $ # , ! 2 + s % ) s ' ! 2 - ) . ( / . % 9 7 % , , s * 0 ) s , s 0 3 % . ' ) . % % 2 ) . ' s 3 4 % # 3!.$%, s 3(!$). s 42!.3#!, !.$ -!.9 -/2%
Avionics Shop, Inc. Tacoma Narrows Airport 1026 26th Ave. NW, #A, Gig Harbor WA 98335
1-800-821-9927 s email@example.com
Garmin - GNS 430W - 530W
Garmin - G500
Avionics - 6500
Garmin - G600
Avionics - 6500 &!! #ERTIlED 2EPAIR 3TATION &"2.
Visit us at our new location on the west side of Arlington Airport!
Door Seals - 6700
Door Seals - 6700
Door and Window Seals engineered with the latest technology • FAA-PMA approved • air tight “leak proof”
We’ll pay the sales tax on your GNS-430W, GNS-530W, G500 or G600 installation.
Retroﬁt glass is now within your grasp!
• adapts to form the perfect seal
Call 360-435-0900 for an appointment. 'ARMIN '43 4RAFlC !DVISORY 3YSTEM
Garmin G500 - G600
NEW Wing walk coating
• easy to apply polyurethane rubber base paint • can be applied over existing wing walks We also manufacture quality soft glareshields for updating your aircraft!
Aircraft Door Seals, LLC
300 N. Hwy. 377 • Roanoke, TX 76262 Phone (817) 567-8020 • Fax (817) 567-8021
Avionics Dealer for:
Garmin GNS530 WAAS