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$2.95 • July 5, 2013 65th Year. No. 13

Cessna’s 120 A delightful bird

10 tips for frugal pilots P. 14 Trim the cost of training P. 16 EAA vs. FAA: It’s complicated P. 10 Summer celebration of flight P. 39


July 5, 2013


Piper Aircraft has received Type Certificate approval from the FAA to incorporate the Garmin G1000 avionics suite into new twin-engine Piper Seminole aircraft for delivery beginning this year. With this latest TC, the Garmin G1000 is standard equipment on nearly all new Piper products, according to company officials. GippsAero reports that the 200th GA8 Airvan has rolled off the production line in the company’s Australian manufacturing facility. The FAA has approved the extension of the service life of the Eclipse 500 and 550 aircraft to 20,000 hours/20,000

John Stonecipher, president and CEO of Guidance Aviation at Prescott Regional Airport (PRC) in Arizona, was recently named 2013 National Small Business Person of the Year by the U.S. Small Business Administration. “John is a perfect example of a person who is driven to reach his childhood dreams. He exemplifies what it means to be an entrepreneur. He has never given up and is always moving forward and up — literally and figuratively,” said SBA Administrator Karen Mills. cycles with unlimited calendar life. To reach this goal, an Eclipse Jet was subject to the movements, loads, and fatigue that would normally be experienced over more than 60,000 flight operations, according to company officials. SyberJet Aircraft, new owner of the SJ30 light jet program, has selected Cedar City, Utah, as the location for its headquarters and assembly plant. SyberJet’s parent company, MSC Aerospace, purchased the SJ30 assets from Emivest Aerospace for $3.5 million in cash. Emivest filed Chapter 11 bankruptcy last October. State and local governments offered a multi-year tax incentive package of more than $43 million to entice MSC to locate the SJA headquarters and assembly facility in Cedar City and expand

the operations of its sister company, Metalcraft Technologies, according to company officials. The company hopes to ramp up the SJ30 production line over the next two years. Patient Air Lift Services (PALS), a nonprofit volunteer pilot organization, recently completed its 2,000th flight. Pilot Tony Braddock flew cancer patient Olivia Chin from Binghamton, N.Y., to the Million Air terminal at Westchester Airport. Not only did he fly her to the airport, he drove her to Cornell Medical Center for her cancer treatment, PALS officials noted. Prior to finding out about PALS, Olivia would wake up at 4 a.m. for a seven-hour bus ride from her home to New York City for treatment. PALS volunteer pilots fly patients to needed medical care, wounded veterans, family members who need to travel

General Aviation News • 65th Year, No. 13 • July 5, 2013 • Copyright 2013, Flyer Media, Inc. • All Rights Reserved. Publisher

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Photo courtesy Diamond Aircraft

Embry-Riddle Aeronautical University and Diamond Aircraft have inked a deal for the aircraft manufacturer to establish a presence on the university’s Daytona Beach, Florida, campus. As part of the agreement, Diamond will expand its current international Research & Development program and other initiatives, working with students, staff and faculty from the engineering and aviation colleges, as well as its Eagle Flight Research Center. Diamond is slated to start on-site operations by October, with a later expansion into the 90-acre Embry-Riddle Research and Technology Park adjacent to the Daytona Beach campus. Embry-Riddle currently has the largest single fleet of Diamond’s DA42 aircraft (pictured) in the United States at its two residential campuses., —

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The Florida Aviation Trades Association has changed its name to the Florida Aviation Business Association to “better describe exactly who they are and what they represent,” according to officials. A new terminal has opened at Smith Field Airport (SMD) in Fort Wayne, Indiana. It features a multipurpose room for meetings and training seminars, office space, and more. Outside amenities include a patio area with front row seats to the airfield and a new aircraft fueling area. The terminal also gives Sweet Aviation, SMD’s flight instruction and aircraft rental operator, additional hangar and office space for ground school classes and aircraft maintenance services. BRIEFING | See Page 4

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ICON Aircraft has raised its fourth round of equity funding, totaling more than $60 million. The round included investors from North America, Europe, and Asia. The company will use the funds to complete production preparations, demonstrate regulatory compliance, ramp up full-scale production, and perform R&D to expand its model line. “For the first time in ICON’s history, the company’s future is no longer reliant on the whims of the capital markets, which have been highly unstable over the last five years,” said Kirk Hawkins, CEO and founder of ICON Aircraft. This latest round of equity funded was led by a multibillion-dollar Asian conglomerate, he noted. In a letter to deposit holders, Hawk-

ins acknowledged production delays, pointing out that the extra time permitted improvements to the A5 amphibious Light-Sport Aircraft, including the inclusion of a Spin-Resistant Airframe (SRA). The company’s order list has continued to grow during this period, with nearly 1,000 aircraft deposits. “Creating a great aircraft and a great company from scratch is an extraordinarily difficult task,” added Hawkins. “Furthermore, financing such an endeavor is an order of magnitude harder than just creating it — and fundraising is particularly difficult for aviation startups. This has been a longer and more challenging journey than even we had anticipated; that said, ICON is now in a great place.”

BRIEFING | From Page 3

tion Museum to support its acquisition of a classic 1956 Fairchild C-123K aircraft.,

The new terminal is the former Ivy Tech Community College building, which was home to the college’s Airframe and Powerplant certification program. The A&P program quickly outgrew the facility and is now housed in a different facility at SMD, according to officials. Classes began there last fall. Avemco Insurance Co. recently donated $2,000 to the Hagerstown Avia-

Cover Photo by Thomas Hoff

Connecticut legislators have passed a bill insisting that a Connecticut aviator flew two years before the Wright brothers at Kitty Hawk, N.C. According to an Associated Press report, the measure is the latest twist in an effort to credit the first successful flight to Germanborn aviator and Bridgeport resident Gustave Whitehead. The legislation is a flight of fancy, say Wright brothers partisans. Gov. Dannel P. Malloy has not committed to signing the legislation, but will review it when it reaches his desk, a spokesman said. The Reno Air Racing Association will unveil the Unlimited Warbird Racing Class (UWRC) at the 50th annual National Championship Air Races, slated for Sept. 11-15. The UWRC will

Photo courtesy ICON Aircraft

ICON raises another $60 million

take the place of the previous Unlimited Racing Division, according to officials. Many of the same pilots who competed in the Unlimited Racing Division, including Curt Brown flying “Sawbones,” Tom Richard flying “Precious Metal,” and John Bagley flying Bob Hoover’s legendary aircraft “Ole Yeller,” will race in the new class. Air race legend and seven-time Unlimited champion, Bill “Tiger” Destefani will serve as the president of the new race class. The dates for the 10th annual U.S. Sport Aviation Expo — known by most as the Sebring LSA Expo — have been confirmed as Jan. 16-19, 2014. The show, which will be held at Florida’s Sebring Regional Airport (SEF), will return to its original format as an exhibition-only event, with the aircraft, avionics, equipment, and flying activities of exhibitors as the “stars” of the show, according to organizers.

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Cee Bailey’s Aircraft Plastics...........23 Central Washington University...........6 Computer Sciences Corporation......12 Copperstate Fly-In..........................31 Corvallis Aero Service.....................36 Currituck Regional Airport...............31 Desser Tire & Rubber Co................33 Discovery Trail Farm.......................38 EAA................................................8 Eagle Fuel Cells Inc........................31 Ehrhardt Aviation Agency................33 Electroair........................................6 Flight Design USA..........................39 Floats & Fuel Cells.........................32 General Aviation Modifications .......14 Genuine Aircraft Hardware Inc.........32 Gibson Aviation.............................16 Great Lakes Aero Products ............37 Hangar for Sale/ Danny Cullin.........30

July 5, 2013

In a year when so many airshows have been cancelled due to sequestration, D&D Marketing Concepts will debut The Heart Of Texas Airshow Sept. 28 at Texas State Technical College Airport (CNW) in Waco. The show will feature performances by two-time Red Bull Air Race Champion Kirby Chambliss, as well as the Trojan Phlyers Demo Team. The show also will feature static displays, including a variety of aircraft from the Cavanaugh Flight Museum in Addison, Texas. HeartOfTexasAirshow

NOTICE: The next issue will be mailed July 19, 2013.


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July 5, 2013 —

Renting an airplane just got easier By BEN SCLAIR The process of renting an airplane should be as easy as renting a car. Hopefully you’ve heard of OpenAirplane before now, but in case you haven’t, renting an airplane just got easier. Rod Rakic, co-founder of OpenAirplane, has announced that the first six operators have opened: • Academy of Aviation at Republic Airport (RPG) in New York; • California Flight Center at Long Beach Airport (LGB); • Chicago Executive Flight School at Chicago Executive Airport (PWK);

• SunState Aviation at Kissimmee Gateway Airport (ISM) in Florida; • Trade Winds Aviation at Reid-Hillview Airport (RHV) in San Jose, Calif.; and, • Troy Aviation Experience at Oakland/ Troy Airport (VLL) in Michigan. “We’ll be on-boarding more operators around the country soon,” says Rakic. In a nutshell, the OpenAirplane concept revolves around a universal pilot check-out. Complete the check-out and you’ll be able to rent aircraft from any OpenAirplane operator in moments. According to Rakic, “96% of pilots told us they would fly more if there was

a simpler way to rent airplanes.” He reports that more than “5,800 pilots have already signed up with us


prior to launch, because we’re helping make a pilot’s certificate more useful.”

Discover Flying Challenge takes off Cessna is once again offering a unique internship experience — the Discover Flying Challenge – for six students for a summer-long excursion across the United States. This year, Cessna also partnered with five non-profit organizations to bring awareness to their charitable efforts: American Red Cross, Experimental Aircraft Association Young Eagles, Special Olympics, United Way and Veterans Airlift Command.

The charities’ logos are displayed on the six Cessna 172 Skyhawks, and pilots will attend partner events, such as Special Olympics summer games and Young Eagles rallies. The interns also will use social media to share their experiences. The charity with the most social engagement will receive a $25,000 donation from Cessna, company officials said. The challenge took off June 15 in Winfield, Kan. The interns attended a

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Cessna 172 fly-in at the field, and then departed for their respective regions around the U.S. Their progress and scheduled events can be followed through SocialFlight, a website that features events around the country for pilots. SocialFlight, which also powers the General Aviation News calendar, provides a free mobile app available at the iTunes App Store for the iPhone and iPad. It is also available on the Google


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July 5, 2013

The Experimental Aircraft Association (EAA) has finalized a one-time agreement with the FAA to cover nearly $450,000 in expenses related to air traffic control services at the 2013 EAA AirVenture Oshkosh fly-in, which begins July 29. “Let me be clear: We have consistently regarded the FAA’s move as holding AirVenture and GA hostage this year,” said EAA Chairman Jack Pelton. “There was considerable, detailed thought given over the past month to every option and possible scenario. Ultimately, AirVenture’s importance to the entire general aviation economy and community, as well as to EAA’s year-round programs, was the overriding factor in our response. AirVenture will go on, and our attendees deserve nothing less than the best air safety and services we can provide. “As far as we’re concerned, this isn’t over,” he continued. “We entered this agreement only because there was no other realistic choice to preserve aviation’s largest annual gathering. We also look forward to FAA’s leadership coming to Oshkosh this year to personally

explain their policy to the nation’s aviators.” Along with the completed agreement, EAA included a letter stating that it signed the contract under protest. Failure to sign with the FAA would have meant cancelling AirVenture, which would have been catastrophic for EAA’s year-round programs, association officials said. The agreement allows for a partial payment of the $447,000 total bill prior to the event, with the remaining sum to be paid after the FAA has completed its duties at Oshkosh. The FAA’s demand for payment, unexpectedly revealed by the agency in mid-May, left EAA, exhibitors and others in a position where millions of dollars had already been committed to the show, according to EAA officials. In addition, refusal of FAA services or not meeting the agency’s standards would have caused the FAA to void the necessary waivers that are essential for Osh­ kosh air operations during the event, officials explained. The one-time agreement will allow AirVenture to have a full complement

of 87 air traffic controllers and supervisors at the event. Federal budget sequestration, however, will diminish the FAA’s presence at Oshkosh this year in areas such as forums and exhibits. Pelton added that the general aviation community needs to be involved to counter FAA’s new policy of expanding financial demands on the nation’s aviation events in the future. EAA officials maintain this equates to the imposition of GA user fees without Congressional approval, noting that 28 U.S. senators have already signed a letter calling the FAA move unacceptable and demanding its immediate reversal. “Our quarrel is not with the hardworking FAA employees who do their jobs at Oshkosh,” Pelton said. “We understand that AirVenture and other GA events are pawns in the larger sequestration political standoff, so it’s important that we stand together and let those in Congress and the White House know the importance of aviation. We will do that in Oshkosh and we look forward to having those who love the freedom of flight stand with us.”,

Photo courtesy EAA

EAA signs deal to cover ATC expenses

Jack Pelton

FAA seeks proposals to transition to unleaded fuel The FAA has asked the world’s fuel producers to submit proposals for options that would help the general aviation industry make the transition to an unleaded fuel. FAA officials said the agency is committed to the development of a new unleaded fuel by 2018 that would minimize the impact of replacing 100LL for most of the general aviation fleet. The FAA will assess the viability of potential fuels in terms of their impact on the existing fleet, their production and distribution infrastructure, their impact on the environment and toxicology, and economic considerations. “General aviation is vital to the U.S. economy and is an important form of

transportation for many Americans,” said Transportation Secretary Ray LaHood. “We need to work with industry to develop an unleaded fuel that advances aviation safety and improves the environment.” Information on possible replacement unleaded fuels must be submitted to the FAA by July 1, 2014, for evaluation. By Sept. 1, 2014, the FAA will select up to 10 suppliers to participate in phase one laboratory testing at the FAA’s William J. Hughes Technical Center. The FAA will then select up to two fuels for phase two engine and aircraft testing. Over the next five years, the FAA will ask fuel producers to submit 100

gallons of fuel for phase one testing and 10,000 gallons of fuel for phase two testing. “The FAA knows the general aviation community and the Environmental Protection Agency are focused on this issue, and we look forward to collaborating with fuel producers to make an unleaded avgas available for the general aviation fleet,” said FAA Administrator Michael Huerta. The President’s 2014 budget includes $5.6 million in funding to conduct the fuels evaluation testing. To date FAA has tested more than 279 fuel formulations in an attempt to find a “drop-in” solution, which would require no aircraft or engine modifica-

tions. The latest request responds to the July 2012 Unleaded Avgas Transition Aviation Rulemaking Committee report to the FAA, which noted that a “drop-in” unleaded replacement fuel is unavailable and may not be technically feasible. That is why an industry-government initiative called the Piston Aviation Fuels Initiative (PAFI) will facilitate the development and deployment of a new unleaded avgas with the least impact on the existing piston-engine aircraft fleet, FAA officials said. PAFI is key to the selection and implementation of an unleaded fuel across the existing general aviation fleet, FAA officials noted.

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General Aviation News —  800.426.8538

July 5, 2013

Checklist for random searches released The Aircraft Owners and Pilots Association (AOPA) has released a checklist, “What To Do If Stopped by Law Enforcement,” in response to an increasing number of random searches by U.S. Customs and Border Protection agents and other law enforcement officers. The checklist, designed to fit on a kneeboard, advises pilots of important questions to ask law enforcement and also the regulations regarding searches. Meanwhile, AOPA officials notified Acting Customs and Border Protection Commissioner Thomas Winkowski that general aviation pilots and their aircraft continue to be subjected to what appear to be random searches. In a letter to Winkowski, AOPA General Counsel Ken Mead stated that AOPA has been contacted by nearly a dozen members who have been “detained for hours while their documentation, belongings and aircraft,” were searched. Those searches took place, Mead noted, “even though these flights originated and ended well within the borders of the United States.” “We cannot identify what authority is granted Customs and Border Protection to monitor general aviation activity within the borders of the United States,” he wrote, “and we question the authority under which CBP is conducting this

monitoring, stop and search activity.” Pilots report that their aircraft have been searched without warrants by CBP agents, who sometimes acted with local law enforcement. None of the cases resulted in arrests or the confiscation of contraband, AOPA officials noted. Several pilots agreed to let AOPA file Freedom of Information Act (FOIA) requests for CBP records of their search incidents. The first of those requests was made Feb. 12, 2013. According to AOPA officials, the CBP failed to provide any records within the 20-day period required under FOIA. Instead, CPB officials informed AOPA by phone that it will be at least six months before records will be made available. The AOPA letter notes that local law enforcement agencies have been responsive to records requests, and that the U.S. Drug Enforcement Agency has partially replied to the records request. The AOPA letter concludes: “If CBP does not respond to our request and produce the requested information and documents by July 20, 2013, this letter serves as notice that we will pursue such other remedies as are available at law and advise the appropriate members of Congress and congressional committees of this matter and seek their intervention.”

Get your own copy of the checklist at Type “aircraft search guide” in the search box.

I do not consent to searches

General Aviation News Security blogger Dave Hook is offering free stickers that state the following: “No warrant? The pilot and owner of this aircraft do not consent to searches.” The stickers are printed in black and

white in English. They are intended for exterior application in plain view of the primary entry/exit and cargo doors of an aircraft, but pilots can place them anywhere they want. Send an email to with your mailing address, and Dave will mail you two stickers.

Catch CAF’s ‘Ghost Squadron’

B-29 Superfortress FIFI and B-24 Liberator Diamond Lil

TWO Night Air Shows -Wednesday and Saturday

FMY - Fort Myers, Florida

Presented by Rockwell Collins

See Yves ‘Jetman’ Rossy fly Sponsored by Breitling

Preview “Disney’s Planes” at the Fly-In Theatre Presented by Ford Motor Company

Opening Night Concert with Chicago Presented by Ford Motor Company

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July 5, 2013 —


Drones gaining acceptance Charles Spence

of animals, according to a report in The Washington Post. Others say UAS can serve to spot wild fires, enabling their early detection and preventing major destruction like in Colorado. In some areas, drones are wanted for traffic management. Such uses of eyes in the sky are considered by some to be an invasion of privacy. Concerns about this has led some states to look for ways to keep the use of UAS under safe control after Congress approved expanded use of drones for both public and private parties. More than 40 states have considered legislation to regulate UAS, while several have enacted legislation in attempts to balance the value of UAS with public and private rights. Meanwhile, some question whether such surveillance will

Capital Comments

WASHINGTON, D.C. — Drones — Unmanned Aircraft Systems (UAS) — are getting greater acceptance worldwide, leading all in aviation to take a new and detailed look into how they will fit into the airspace and how they will affect the safety of all flight operations. This was revealed in the results of a poll conducted by The Christian Science Monitor among its online readers. Results of the poll were released at a panel discussion conducted by the Aerospace Industries Association (AIA) at the Paris Air Show June 19. According to the survey, 54% of the public favors increased non-military use of UAS, 27% are opposed, and 20% are neutral. Privacy and safety are the top issues the public wants the government to resolve to increase the civilian use of UAS. “This poll demonstrates significant support for civilian UAS applications among the populace, both in America and internationally,” said Marion Blakey, president and CEO of AIA. She added that safe integration of UAS into the nation’s airspace is a top priority for the industry and she pledged the industry’s cooperation with the government. “Unmanned aircraft are a natural complement to air traffic control development like NextGen and SESAR (the European equivalent to NextGen),” added John Langford, chairman and CEO of Aurora Flight Sciences. The online poll showed only 25% of the public is “very well aware” of current and potential non-military uses for UAS. Even now, UAS are used in other nations for a variety of uses. For example, in the Czech Republic they Charles Spence is GAN’s Washington, D.C., correspondent.

are used to monitor flooding, while in South Africa they help in wildlife preservation efforts. Border protection, law enforcement surveillance, and search and rescue are the most common uses known by the public for UAS. But individual groups have a myriad of uses in mind. For example, an animal rights group has announced plans to use UAS to monitor farms for the cruel treatment

pass the First Amendment test. Currently, FAA regulations require a license to operate any vehicle in the airspace. (Hobbyists flying model air vehicles do not need a license, but must keep the vehicles below a certain altitude.) So far, the FAA has granted licenses for UAS operations to law enforcement agencies and universities. How, or if, state regulations and federal rules might conflict is one of the many issues that still need to be resolved. Officials with the Aircraft Owners and Pilots Association (AOPA), National Association of State Aviation Officials (NASAO) and other aviation groups are paying close attention to the exploding growth of UAS here and internationally, with safety the major issue.




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6/26/13 4:13 PM


General Aviation News —  800.426.8538

EAA vs. FAA: It’s complicated Ben Sclair Touch & Go

To be honest, I’m a bit conflicted about all that’s been going on with the Experimental Aircraft Association and the FAA’s demand that the association cover some of the costs of air traffic control at this month’s AirVenture. Of course, EAA is much more than AirVenture. But once a year, it does host the mother of all aviation events. One of the more important facets of AirVenture is traffic control. For years EAA has looked to, and partnered with, the best controllers to ensure a safe and orderly flow of traffic into, and out of, “The World’s Greatest Aviation CelBen Sclair is Publisher. He can be reached at

ebration.” Oh, and it also pays for the service. Please meet the Oshkosh Police Department. If you’ve ever attended AirVenture, and don’t camp on the grounds, you’ve seen Oshkosh’s finest each morning and afternoon. I’ve been to any number of events around the country and haven’t seen a better organized flow of groundbased traffic anywhere. Despite paying for this service, I don’t ever recall hearing dissent from EAA brass. Perhaps I’m not reading the Oshkosh Northwestern, the local newspaper, close enough. Police departments around the country are supported by a myriad of taxes — property, sales, income and more. By the way, EAA does, and should,

pay property taxes. It owns a lot of property. Yet when a group decides to host an event that will require traffic control, organizers often have to pony up to the local police for those services. Why? Because they are outside of normal operations. Why should the airside of AirVenture be any different? That said, I’m still not sure how I feel about the FAA charging EAA for AirVenture ATC services. The FAA is taking the “outside of normal operations” position. Does an event, with a 60-year history, ever achieve “normal” status? If so, does AirVenture qualify? Complicating the thought process is my day job as publisher of General Aviation News. It’s complicated because I compete with EAA for sales. Many of my advertisers exhibit at AirVenture. Many don’t. Many who exhibit don’t advertise. AirVenture gobbles up a lot of marketing and promotional revenue. I know — I pay a lot to attend AirVenture each year, including travel, lodging, meals,

July 5, 2013

exhibit space and furniture, not to mention staffing. So does Aircraft Spruce and Sporty’s and Garmin and Cessna and Cirrus and 800 other exhibitors. There is no way around it...AirVenture is a business — a really big business, with real income and expenses. When I buy an airline ticket for myself or Janice Wood or Meg Godlewski to attend, I’m paying for ATC through the ticket tax. So are the thousands of other fly-in attendees with their ticket or fuel taxes. What is EAA paying? More central to my internal conflict is why does the FAA exist? The pat answer is to ensure a safe and reliable aviation infrastructure. That is achieved, FAA officials would argue, through airmen and aircraft certification, airport infrastructure and Air Traffic Control services and more. Where does AirVenture fit? I wonder. However, regardless of which side of the ATC fee you fall on, tip your hat or wag your wings and say thanks to those “boots on the ground — and in the tower” who help to make the event a bit safer and more enjoyable. See you in Oshkosh...


Re: Ben Sclair’s Touch & Go “No medical required” in the June 21 issue: The original medical was issued by the U.S. Army to qualify pilots flying mail in open cockpit aircraft because they were all considered military reserve. In other words, it has had no relevance for about 100 years. To compromise with reality, as AOPA proposed, is to leave the absurd in place, only just a little bit less of it. The only way to compel a change is to get the Congress to pass legislation telling FAA to stop. The FAA by itself will never let go, even under sequestration. To let go would be to admit all the efforts to date have been pointless. Use sequestration and congressional pressure to legislatively command FAA to stop. Anything less will go nowhere. As you may recall, I tried, by filing such a petition. As soon as FAA got their budget approved, they denied the request on the basis “I had failed to demonstrate any safety need for getting rid of the third class.” I should have responded, “FAA never demonstrated any safety benefit in the first place.” Form a petition and take it to the Congressional GA Caucus. Rep. Sam Graves (R-Mo.) will be receptive. DAVID WARTOFSKY via

Have something to say? Send comments to or fax 858712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less. As with all things related to government control of aviation (and just about anything else), once a control has been established and a bureaucracy set up, it will take on a life all its own and become almost indestructible. It is usually the bureaucracy that you are trying to dismantle, which has to approve such an action, and have you ever heard of a government bureaucrat volunteering to be made surplus? In the early days of aviation it was believed that the unnatural act of flying required the best of medical and physical condition. The first flight attendants were even required to be nurses in order to aid passengers in coping with the stress of the flying environment. Today we know that that was all nonsense, for the most part, but try to eliminate the burden of proving unreasonably near-perfect physical condition and you will hit a stonewall. Not even a first class medical is a guarantee, as I remember cases of airline pilots becoming incapacitated or even dead in flight. SARAH ASHMORE via

Good point. We used to call it “J.J.” — Job Justification. The numbers speak for themselves. There is NO reason for the third class medical. The whole concept keeps some over-paid, underworked desk jockey employed. Come to think of it, isn’t that what most of the FAA and federal government is? JEFF SLOAN via The FAA won’t be happy until the only people flying are the military and the airlines. JAMES MITCHELL via


Re: Dave Hook’s article “I do not consent to searches” in the June 21 issue: My relatives in Germany in the first half of the 20th Century understand. Regrettably, not many citizens today seem to be aware of where this history came from. JOHN GOODRICH via

The problem here is that Customs and Border Protection (CBP) is performing a subtle show of power and exerting themselves in places they do not belong. Look closer at the problem and not the argument of us versus them. This has never been an issue until recently. Ramp checks are performed by an FAA official and not law enforcement. If a law enforcement officer shows up on a ramp, it should be for a specific reason. Beyond that, it can be considered harassment. Airports are already protected by several layers of law enforcement and other security. As a business owner, EMT, and CFI, I find this to be harmful to more than pilots, but also all of the businesses on the field. This will surely come to a fast end once an aviation lawyer gets a so-called ramp check. VERNON VANCLEVE via And we wonder why we are losing the pilot training war. Had this been in effect in my early years I would not have continued to become a pilot, an owner of a C-140 or a BE-35. It is 1984 now. ED WATSON via LETTERS | See Page 11

July 5, 2013 —

Beyond the bumper sticker Jamie Beckett Politics for Pilots

Periodically my eye is drawn to a bumper sticker while I’m out driving. Many are aviation oriented — or at least many of the stickers I see are. The slogans are familiar to you as well, I’m sure: “I’d rather be flying.” “My other car is an airplane.” “I love jet noise.” They’re all positive messages. They all express a sense of pride and maybe even a bit of humor, as well as hinting at the joy flying brings to those of us who are fortunate enough to have taken the controls and guided a hunk of machinery into the sky then back to the ground again — intact. Still, I can’t for the life of me figure out what the point of these bumper stickers might be. I realize that sounds less than supportive. It might even strike some as mean spirited. That’s not my intent at all, I assure you. But seriously, what is the function of the bumper sticker? Are our ramps filled with new pilots who were inspired to fly when they saw a pro-aviation bumper sticker while in traffic? Are airplanes being cranked out at assembly Jamie Beckett is a CFI and A&P who stepped into the political arena in an effort to promote and protect GA at his local airport. He founded and serves as a member of the Polk Aviation Alliance in central Florida, and is an unabashed aviation advocate. You can reach him at

LETTERS | From Page 10


Re: Ben Visser’s column, Visser’s Voice, “The answer to GA’s woes: Technology,” in the June 21 issue: You have a point, Ben. Maybe for the minting of new pilots high technology is the way to go. But we know it is a double-edged sword: Motor skills and basic airmanship vs. pushing buttons. However, there are many of us “old guys” who love the sound of a roaring piston engine and the whine of a P-51 Merlin going by or the blue exhaust and noise of a Wright Cyclone being started. While I agree that we all need to use and understand new technology, we can not forget that when it fails, the only solution is having learned basic airmanship — how to fly the plane.

lines across the country because bumper sticker slogans have increased the demand? Are high school and college level aviation programs being filled to capacity by students who discovered the allure of flight from a plastic sticker? I don’t think so. Let’s consider what that bumper sticker might say to non-aviators who see it. More often than not, they will consider the owner of that sticker to be bragging. They see us as rich, greedy slackers already. The fact that we stick a sign in their face that essentially says, “Nah, nah, nah, nah, nah, I’m better than you are,” isn’t helping our cause much. It’s probably not hurting us much either. But time and attrition are shrinking our numbers already. We don’t really need to add fuel to that fire. What if we went the other way? What if our bumper stickers, our advertisements, and our demeanor took a whole new direction? I’m going to suggest we take a page from our grandparent’s book and focus more on pride and social accessibility and less on the “I’m cooler than you are” vibe we’ve been giving off for these many years. “Let me tell you about my grandchildren” may seem like a goofy message to put on the back of your car, but it carries a valuable and practical lesson for those of us who are focused on building the dwindling numbers of the aviation community. The message conveys Once that is understood, by all means go for the electronics, if you so desire. ROBERT STANSFIELD via Yes, technology in aviation has not kept up with modern science. Bringing this technology up to modern standards would be more appealing and maybe lower the cost a small amount. But it’s not causing the downturn in pilots and student pilots. That, sir, is caused by one thing and one thing only: The high cost of flying because of fuel costs that have gone through the stratosphere. Gas at the airport where I keep my Cessna 210 is $6.30 a gallon. Because of that I will barely be able to fly my plane five hours this year. My plane holds 90 gallons. At this price it would cost $600 to fill the tanks. It’s simple math: It just costs too much at these prices to fly.


comment on the good ones and let the pride, but it also shows respect. It’s less than beneficial experiences I had intended to celebrate someone else — at the hands of the bad ones go by the and that’s a perspective people respond wayside. But I have no problem talking well to more often than not. about my appreciation for the efforts When an actor wins an Oscar, or a of Keir Johnson, or John Martocchio Tony, or a Golden Globe, they step up who helped me so much during my to the mic and with great excitement initial training at Brainard Airport in launch off into a speech that focuses Hartford, Connecticut. And I’ve written largely on thanking other people. They about my appreciation for what Todd don’t typically say, “Hey, look at me, I Hendrickson did for won an award.” They me as he finished up say something more along the lines of, “Are our ramps filled my primary training and taught me to fly “I’m so proud to be with new pilots instruments. recognized with this As a working flight award, but without who were inspired instructor I learned the help of so-and-so, to fly when they plenty from Todd I might have never saw a pro-aviation Croly, Brad Randall, gotten the chance do Don Palzere, and the what I do.” bumper sticker mighty Frank GalI suspect there are while in traffic?” lagher. They were all few Academy Award CFIs like me, but they winners who have a all knew things I’d yet bumper sticker on the to learn, and they were good enough to back of their car proclaiming their stashare that knowledge with me. tus as a big deal in Hollywood. It’s not about me and my experiences, So let me suggest we take a different though. It’s about us and the spotlight tone as we try to grow the pilot populawe can all shine on those who helped tion, and increase the number of aircraft get us to where we are today. mechanics, while making our future And through that shared respect and airport administrators more aviation admiration we can attract new aviation friendly. enthusiasts to the fold. We can regrow Let’s start sharing the love and thankour numbers, enhance this industry, and ing those who helped to get us where help secure a growing interest in aerowe are today. After all, we didn’t teach nautics and aerospace sciences for those ourselves to fly, we had help. And in generations yet to come. It only takes whether we paid for that help on the a willingness to tell our stories, express civilian side or were driven to success our appreciation for the mentors we by a military instructor who demanded benefited from, and become mentors our best effort, “Let me tell you about ourselves. my flight instructor” might be a more The path is not all that difficult, realagreeable message to share than the one ly. It’s clear and simple and well worth we’ve been working with. being a participant in the cause. UnforIn my case there were many flight intunately, the instructions don’t fit on a structors. Some were excellent. Others bumper sticker very well. left something to be desired. I tend to On top of this, so many people are still unemployed or underemployed. This is why aviation is shrinking. It is not affordable for the people who used to fly 10 or 15 years ago. Wages are lower and the cost of living has gone up since then. There is no money for people to spend on flying when they are having trouble paying their mortgages and putting food on the table. All activities that use gas are way down. Boating, travel by car, are all in a decline because of the cost of fuel. It’s that simple. WILLIAM MILLER via


Re: Michael Magnell’s guest editorial in the June 7 issue: “User fees: The devil in disguise:” I rented a homebuilt airplane in Italy and was profusely warned not to announce ANYTHING on the radio. The government keeps re-

cords of your radio usage, and charges accordingly for everything, like when you announce that you are entering downwind, base and final, plus a landing fee and a tie-down fee. The Italian pilots, of course, circumvent the bulk of the fees by simply NOT announcing where they are or what they are doing. This is not what I want for America! LINDA BERL via If anyone doubts that GA in the USA is under attack and where this is all going, read this. Every pilot should be an activist for opposing these fees. The tax on avgas should be enough. I happen to feel that there is an outright intent to try to eliminate GA, except for charter and corporate, in this country. HENRY KELLY via


General Aviation News —  800.426.8538

Upgrading to a wide deck engine Paul McBride Ask Paul


I read your article from the Oct .7, 2009, issue of General Aviation News on wide deck vs. narrow deck Lycomings with great interest. I am trying to figure out one detail that I think your article answers, but I just want to make sure. I have a 1960 PA-22 Tripacer that originally came with a 150-hp O-320A2B ND engine. It is ready for a major overhaul, and my IA recommends that I upgrade to a WD O-320-B2B engine. I’ve had a tough time finding rebuildable cores, but have found yellowtagged WD cases. I would like to buy one of these WD cases and build up a new engine for my plane, replacing parts as necessary based on inspections, or as required for the WD. The top end cylinder/piston/valve assemblies will be all new, of course. The thing I’m still wondering about is how the paperwork for this plan would be handled. The parts vendor selling me the case says that all that is required would be a logbook notation and to stamp the “A” on the end of the serial number. However, the data plate on the engine would still read “O-320A2B” as no new data plate would come with the replacement crankcase. Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to:

Wondering if you could shed some light on the paperwork part of this project. KELLY McARTHUR via email


Kelly, since you have, what I assume, is a normal running O-320 -A2B in your 1960 PA-22 Tri-Pacer, why not go with what ya got? Now this, of course, depends on the condition of your crankcase at the time of overhaul. If the crankcase is certifiable after inspection and shows no cracks, my opinion would be to use it and go ahead and put it back in service. While your IA may have a valid point, I think his route may cost you more money for something you may not really need. You’ve already learned that rebuildable cores are very scarce. If your basic engine is still in certifiable condition, but the cylinders are all used up, then I’d consider using the original components, such as the crankcase, oil sump, and accessory housing and put your money in a set of brand new factory cylinder kits. These kits provide all of the major components you need from the crankcase out and are factory new. I guess the perception in the field is that since Lycoming no longer supports the narrow deck engines, it no longer manufactures any parts for these engines. The truth is, in fact, it does con-



tinue to manufacture factory new cylinI believe it’s hard to beat factory new. ders and cylinder kits. Let’s get back the IA’s recommendaThe Lycoming cylinder kits have tion about upgrading to an O-320-B2B. been extremely popular since they were First of all, the B2B is rated at 160 hp, introduced to the market several years so if you go with that engine, it would ago. Many of the reputable field engine have to be done under an FAA STC. You overhaul facilities choose these kits can research what STCs for that conversus going through the overhaul proversion might be available by going to cess on cylinders removed from highthe FAA website ( and looktime engines. ing for Piper PA-22 engine conversion It’s simply an ecoSTCs. I must disagree nomic thing. If you with what the vendor spend X man hours told you — it’s just “Why not go with disassembling, cleannot quite that simple. what ya got?” ing, and inspecting I honestly believe the cylinders from a that were you to have high-time engine, and your present engine then discover they are cracked or worn overhauled and brought up to factory beyond limits, your only options are to new limits, when you fly it, you’re gosend them out for chrome and weld. ing to think you’ve got a 160-hp enWhile this process has been used in the gine. You are probably so used to flyindustry for many, many years, you are ing your old, high-time engine that you still left with overall cylinder material haven’t noticed the slight degradation that has tons of hours on it. in power over time. When you fly the The cost difference between going aircraft following overhaul, you’ll be this route versus the factory new kits resurprised in the difference. Just for the ally isn’t that great when you consider heck of it, I’d also have your tachomwhat you end up with. I’m not blind to eter calibrated while doing the overthe fact that there are other sources for haul. I’d be willing to make a small cylinders available, but in the long run, wager that it’s off.

Roscoe Morton dies at 81 Renowned airshow announcer Roscoe Morton passed away June 15 at his home in Frostproof, Florida. Born Dec. 10, 1931, in Elk Falls, Kansas, he began his aviation career by soloing in 1947 at the age 15. He was a United States Air Force veteran of the Korean Conflict. Flight instructing, agricultural and executive flying led to his airline career with Southern Airways in 1959, pres-




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ently known as Delta Airlines. A former chief pilot and check airman, he retired as a Boeing 747 international captain. He was the chairman of the announcers, and has been for numerous years at the Experimental Aircraft Association AirVenture in Oshkosh, Wisconsin. He was also chairman of the announcers at SUN ’n FUN in Lakeland, Florida, and was a member of the board of directors of SUN ’n FUN.

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Campground revived at LRG LINCOLN, Maine — The Town of Lincoln has reopened the former private aviation campground on the banks of the Penobscot River at the Lincoln Regional Airport (LRG). David Lloyd, the town’s public works director and airport manager, was instrumental in convincing the town council that the property should stay intact to offer recreational opportunities for the pilot community, according to officials with the Maine Aeronautics Association (MAA). Lisa Reece, MAA president, noted she has been working with Lloyd on a plan to provide pilots with a place to come together and camp. “This is a unique opportunity for the town and the aviation community, and this brings in a whole different group of people who will be using the facility and coming to Lincoln,” Reece said. “This is a beautiful place where all pilots, whether they fly floats or are on wheels, can camp together and we are

Michigan airstrips may reopen LANSING, Mich. – With a letter in hand from Michigan’s Department of Natural Resources, Recreational Aviation Foundation Michigan state liaison Brad Frederick reports the RAF has cleared the first hurdle in re-opening the North Fox Island airstrip. Located in Lake Michigan, the strip has been closed for several years. After a year-and-a-half of cooperative effort with the state’s DNR, Frederick said he is confident they will grant authority for future aviation operations and strip maintenance. Upcoming work parties will be announced to bring the strip into shape after six years of closure. “It will be a magnificent recreational destination,” Frederick said. “It’s on a beautiful island covered in solid northern forest, surrounded by multi-colored blue Lake Michigan freshwater. It’s a rare privilege and great responsibility to use and protect the island’s integrity.” Frederick said he also has a tentative go-ahead for the re-opening of TwoHearted airstrip in Michigan’s Upper Peninsula, once an agreement is reached with adjacent private property owners. The airstrip, along the Two-Hearted River near Lake Superior, has access to canoeing, fishing and camping. “There are details to work out and documents to sign on both projects, but things should be moving forward very soon,” Frederick said.

very excited about the possibilities.” Lloyd said he did not want this piece of property to go unused. “Everything is here, it would be a shame to just let it go,” he added The campground at the end of runway 17 includes a small office, bath houses (with hot water) for both men and women and approximately 10 campsites. Some sites include electricity and water.

“I want it to be a destination for pilots,” Lloyd said. “Securing this simply spectacular campground creates a significant winwin situation for both the community of Lincoln and pilots flying to this amazingly beautiful area of Northern Maine,” said Steve McCaughey, executive director of the Seaplane Pilots Association. He added he looks forward to using

the LRG facility to learn how to replicate what was done in Lincoln and to help create other similar facilities across the country. The MAA, in partnership with the SPA and the Recreational Aviation Foundation, will work with Lloyd and his crew to maintain, improve and develop the facility, according to officials.,

An Easier Way to Finance Your Flying Most of us have faced the challenge of obtaining millions of people purchase, like cars or homes, there’s a fairly clear path to follow when you’re looking for the right loan. With literally hundreds of banks and lending agencies in the marketplace, there are plenty of options when it comes to funding your dreams. But if your dreams are a little more unusual, like buying an airplane or installing a new avionics suite, lenders have little or no experience with aviation purchases and good options can be few and far between.

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Our team will walk you through the lending process to make the transaction easier, and we’ll help you own your dreams sooner by obtaining timely decisions from established lending partners. By working with multiple lenders, AAF can ensure that you receive both excellent service and including experimental, kit, and early model airplanes. And the upgrades to the aircraft you already own. to learn

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General Aviation News —  800.426.8538

July 5, 2013

By DAN RAMSEY Flying is fun! But it can be expensive: Mandated maintenance, rising fuel costs, airport expenses, and fly-in restaurants. They all add up. Fortunately, there are many proven ways of bringing down the costs of going up. You can fly more and spend less by discovering how to be a frugal — not cheap — pilot. Here are my 10 favorite tips: Tip 1: Remember why you fly. Life quickly becomes complex without any help from us. What starts out as a dream of flight soon becomes aircraft payments, hangar leases, insurance payments, avionic upgrades, and unexpected maintenance bills. And those

Tip 2: Keep it simple. Related to remember your flying goals is making sure your aircraft is no more complex than you really need to meet those goals. Many pilots choose IFR aircraft at additional purchase and maintenance costs when they only fly on instruments a couple of times a AL FOCUS — F RU ECI year, and only to SP G stay current. If your reason for flying doesn’t require an instrument aircraft, avionics and recurrent training, consider ING FLY AL

Dan Ramsey is The Frugal Pilot ( as well as the author of Budget Flying: How to Earn Your Private Pilot License and Enjoy Flying Economically, The Complete Idiot’s Guide to Sport Flying and other books on low-cost aviation (FlyingBookClub. com). He flies a 1958 Cessna 150 from his tie-down at a rural airport in northern California, where he’s also the airport manager to help fund his flying.

costs are exponential to the aircraft we select. Owning a simple Cessna 150, as I do, is much less expensive to fly than my friend’s 182RG. He gets places faster, but I can go the same places — and a few he can’t. Frugal pilots consider why they fly — recreation, business, short hops, cross-countries, family vacations, solo cloud-inspections — and select an airplane that is most costefficient for their primary flying goals. They then can periodically rent an aircraft for those once-a-year flights that stretch their horizon and their budget.

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Photos courtesy Dan Ramsey

10 tips for frugal pilots

simplifying to a cluding maybe a couple “A frugal pilot is VFR-only plane — more planes in my new and saving money. executive hangar. Until not a cheap pilot. And if local weathI hit the lottery (probNor is a frugal er is temperate and ably sometime after I your aircraft is alubuy a lottery ticket), I pilot unsafe.� minum, consider plan to stay within my renting a tie-down needs list. rather than a hangar, saving yourself a Does it make my airplane safer? Will few thousand dollars each year. it save me money in the long run? Is it a smart purchase toward my flying goals? If it survives these questions, there’s a Tip 3: Manage your wants. When good chance it’s a “need� and will get (not if) I win the lottery, I have a list of cool stuff I want for my airplane — inpurchased. Otherwise, it’s a “want� and

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July 5, 2013 — ences. Keeping good records on your aircraft and the flying you do can make you a frugal pilot. For example, tracking oil analysis reports over the years can tell you if you are using appropriate additives. Figuring out how and when to lean your aircraft’s fuel mixture is useful information that you can track and take advantage of. Also track oil usage between oil changes to determine if something is changing in your engine that you can’t see. A simple notebook with dates, meter times, actions, and observations can help you get the most from every dollar you spend on your airplane.

Scenery is just as beautiful from a C-150 as a more expensive plane. must await my lottery winnings. Tip 4: Be smart about aircraft maintenance. It seems like an airplane is always begging for maintenance. And much of it is legitimate stuff that needs to be done to be safe and avoid repairs. But some of it really isn’t critical — at least not yet. Determining what is necessary maintenance and what is not can be an expensive difference. The best advice is to learn your airplane, not just the Pilot Operating Handbook (POH), but the parts book and the service

manual. Then listen to your airplane. You will soon be able to read its sounds to know if something doesn’t sound “right” before it needs a repair. Also remember that TBO is an estimate of the flying you’ll be able to do between engine overhauls. Same for TOH and other engine work. Knowing your airplane can help you extend its life by hundreds of hours — and cut your costs by thousands of dollars. Tip 5: Learn from your experi-

Tip 6: Learn from smarter pilots. No matter what you fly or where, there’s someone nearby who knows more about aviation than you do. Unsolicited advice can be annoying, but finding smart pilots who can teach without lecturing is an opportunity to improve your skills — and lower your flying costs — without having to depend on just your experiences and your pocketbook. As you identify these smart and helpful pilots, cultivate their friendships and save yourself a ton of money. And consider membership in aviation organizations that fit your needs: The Aircraft Owners and Pilots Association, the Experimental Aircraft Association, the Cessna Pilots Association, etc. Also help your aircraft mechanic

15 with the annual inspection, if allowed, by removing inspection plates and the aircraft interior and learning more about your plane. Tip 7: Shop smarter. The Internet is amazing. With it you can read product reviews, compare prices and find the best resources for just about anything aeronautical — including the best aircraft mechanic. And by keeping written track of your aircraft (Tip 5) you know what you’ll be needing for maintenance during the next flying season or two. For example, you can buy a couple of cases of oil and a few filters in advance for both quantity discounts and free shipping. Some flight instructors offer discounts if you pre-pay for services. Shop for your plane as you shop for any high-ticket item: Do your homework and shop smart. Tip 8: Barter and trade as you can. If your flying budget is tight, there are many ways to cut your flying costs without spending much money. You typically can borrow once-in-a-lifetime tools from other owner-pilots. You can trade some of your professional skills for flight time, instruction, maintenance, repairs, or another aviator’s surplus equipment. Consider bartering or trading the next time you reach for your 10 TIPS | See Page 23

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July 5, 2013

Trim the cost of training By MEG GODLEWSKI It has been said that copper wire was invented when two pilots found the same penny. We are a notoriously frugal bunch, due, in part, to the cost of our passion. So what are a few ways to cut the costs of training?

vironment under Part 141, a student can qualify for the private pilot ticket in 35 hours, as opposed to 40 hours under a Part 61 program. Under Part 61, 50 hours of crosscountry time are required for the instrument ticket and a total of 250 hours must be logged for the commercial certificate.

Accelerated programs


Stretching out the training process tends to add to the cost of flying because when there is a gap in training you often must back-track to relearn things and regain proficiency. If an accelerated program meshes with your learning style, consider this option. This includes ground school courses. Taking a 10-week course, then taking the appropriate written test, gets the written out of the way, and the 24-calendar month “shelf-life” of the written test is a great incentive to finish your training. Fly at least three times a week if you can. Have a primary instructor, with a back-up stand-by instructor in case the primary CFI can’t make a flight. Flying more than three times a week can be counter-productive because you won’t have time to AL FOCUS — F RU ECI SP absorb the lesG sons.

Part 141 vs. Part 61 training

Because of the structured en-

reduced training cost of Part 141. “Part 141 programs are more restrictive,” he explains. “You have a list of approved airports you are allowed to go to, and you have to be alone in the airplane. Under Part 61, after you have acquired your private pilot ticket you can fly those additional 60 hours and share the cost of the flight with friends and go someplace you want to go. The cost of the flight is less for you and the quality of the command experience is far superior when you are planning your own trips.”

Sport pilot

The sport pilot ticket requires a minimum of 20 hours of training rather than 35 to 40 for private pilot,

Under Part 141, the 50 hours of cross-country experience are waived and the total time to qualify for the commercial certifi-

which means it is less expensive to acquire. The airmanship skills are the same. After you have achieved your sport pilot ticket you can build your hours. The challenging part can be finding a LightSport Aircraft to train in and a CFI who can fit in the airplane with you, because LSAs are limited to a gross weight of 1,320 pounds.

Use a sim

Time in a flight training device (commonly referred to as a simulator) can help you develop and perfect instrument skills. Although the time in a sim doesn’t count toward total time, a sim is an excellent training device because the instructor can pause the sim and “reposition” the aircraft if need be to help with the learning process. “Although the time you log in the sim by yourself cannot be logged as dual instruction given or solo flight time, it still benefits the student, because they can practice skills they’ve learned with their instructor and get proficient,” notes Brown.

Combine CFI and commercial training

cate is 190 hours. But fewer hours may not necessarily be the best option, says Greg Brown, the 2000 Flight Instructor of the Year and a well-known author, because — in the long run — the quality of the experience under Part 61 may outweigh the

If you want a career in aviation, you will likely spend some time working as a flight instructor to build your experience. Brown suggests combining the commercial and CFI training to reduce costs to expedite the transition to the right seat. “You want to get onto the CFI ticket CUTTING COSTS | See Page 30 “The Name to Remember for Aircraft Engine Parts and Service”

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We put out a call to our readers for their tips on how to save money flying. Here are a few of their responses: Roy Fassel: Who needs new? What you need is airworthy: 1979 Tomahawk with Sparrowhawk conversion (125-hp), two-place, IFR equipped, 125 mph, 5.5-6 gph, 900 hours before TBO. Purchase price (including tax): $14,500. Liability insurance, no hull (at $14,500, buy another one). Tie-down at Oceanside Municipal Airport (OKB) in California, $125 a month. Last annual: $850. New instructor pilot, $20 per hour or trade time in airplane for instruction, he pays for gas. After you get your license, sell or trade your plane for an upgrade. Craig Baron: If you just want to fly for sheer enjoyment, buy a smaller plane or an ultralight. I have a Challenger 1 Clip Wing and fly for about $15 per hour, oil included. Sure, it does not have all the bells and whistles, but I am in the air viewing what 99% of the public never sees — God’s country from above. Heck, the plane was under $5,000 used. You can hardly buy a good used motorcycle for that price. That is frugal flying. The biggest expense is the $2,400 per year hangar rental that is not figured into the $15 number. Art Johns: All us pilots can save money by sharing expenses on trips. Divide the total cost by the number of people in the plane. Me and three other friends split every expense, including hotel, meals, and every item that came up on a trip from Spartanburg, S.C., to Disney World and back. Ron Reynolds: First off, we bought planes because they are fun and get us places fast. Fun and fast has never been cheap with any endeavor, whether it be fast cars, motorcycles or boats. That being said, my advice is to stay in the air as long as possible. Throttle to the firewall! Don’t ever land. Saves on tires, landing gear, tie-down fees, hangar fees, inspections, the drive to and from the airport, excuses why you can’t fly. Most of all you won’t be on the ground to check the mailbox for bills or see the cost of flying. Trying to save money flying is like spending $3 in gas trying to find a station that will only save you a dollar. Just fly! As much and often as you can — we only live once. No fun going slow — planes weren’t invented for that. Stay up as long as you can because you never know AL FOCUS — F RU ECI when you will be P S G grounded and then you’ll wish you had flown more. Don’t ever land. That’s my advice.

Photo courtesy Craig Baron

Readers share money-saving tips

July 5, 2013

Craig Baron can fly his Challenger 1 Clip Wing ultralight for about $15 an hour. Jim Klick: About 15 years ago, two per-hour cost). Another option is buyfriends told me they wanted to learn to ing an aircraft and leasing it to a flight fly. I helped them find a good C-150, school for rental use when you’re not pointed them to an instructor, and they using it. That will potentially generate did the rest. One of them earned his prisome passive income (depending on the vate in 50 days and 45 hours. The other deal you make with the flight school), one was married, so it took him 180 but your airplane is probably going to days and 51 hours. They sold the C-150 get beat up quite a bit. for what they paid for it. Their cost, If you get clever enough you may be other than fuel and oil, were two sets of able to form a legal entity (like an LLC) tires and a $600 radio repair. One now to own the aircraft and either lease it to owns a C-210, the other a Mooney, in a flight school, form your own flying which they have added commercial and club, or have the LLC ownership dividinstrument. I think it can still be done. ed by a group of commercial pilots and It requires the right work to get a Part 135 airplane, and the right operation approved partner. (this is fairly compli“Just fly! As much Cody Bias: I wrote cated). an eBook on this sub- and often as you can The point with any ject called the “Lowof these options is that Cost Pilot’s License” — we only live once.” you could potentially (available on Ama­— Ron Reynolds have a tax write-off for a lot of the flying/ When it comes to maintenance/other saving money on flyexpenses, because ing, there are several places to cut costs. you would be operating as a business The biggest portion of the costs associinstead of just an individual. Obviated with flying come from the airplane ously, you’d need to do more research itself. Your options for access to an airbefore you dive into any of the more plane include renting, buying (either complicated arrangements, but there is wholly or in part), or joining a flying certainly an opportunity to significantly club. The advantages and disadvanreduce the cost of an airplane. tages of each option depend on several If you’re on the flight training side factors, but primarily concern how ofof things, the cost-cutting opportuniten you fly (the more often you fly, the ties are tremendous. For one, a lot better buying is when considering the of folks spend tons of money buying

learning materials and information products. In reality you can get all the information you need from free government publications (Airplane Flying Handbook, Pilot’s Handbook of Aeronautical Knowledge, PTS, etc.) at In fact, that’s where all those $300 “Private Pilot Knowledge Course” DVD packs get the information. Not necessary to buy one, just go to the source yourself. It’s free and in many instances better than the expensive products out there. Also, another really important aspect of saving costs (with respect to flight training) comes from an efficient training schedule. In other words, if you fly two or three times a week, instead of once a month, you are likely to retain a lot more information. As a result, you will dramatically reduce the total amount of flight time/flight instruction (and money) it takes to complete your training. Gary Soucy: Do your own oil changes, keep your plane clean and waxed, lean the engine and pull back on the throttle a little — you don’t need to be at the red line all the time. Also have it fixed now before it causes problems. Ray Steinmeyer: Be careful about the leaning part, though. Unless you fly hundreds of hours a year, this won’t save you much in relation to your toREADER TIPS | See Page 19

July 5, 2013 —

The frugal owner

So far we have covered the obvious, even to the non-owner. Now let’s explore concepts used by the more experienced and frugal among us. One of the best ways to save on ownership is to avoid breaking your airplane. These machines are engineered for performance and safety, not necessarily durability. If you operate your airplane harshly, you can expect to pay more for maintenance than someone who flies it with care. What do I mean? For example: Smooth handling on the ground and in

the air; warm it up appropriately before takeoff; don’t overheat it (prolonged steep climbs at full power); make sure you preheat in the winter; and keep up on oil changes and other routine maintenance. Preventative maintenance is another area where experienced owners save. The regulations list items, such as oil changes, that you can do yourself as an owner. Subscription services and database updates are another cost that adds up. Don’t go overboard signing up for subscriptions and/or updates that you don’t need. Obviously some of these will be required, but if not, scrap it or research less expensive options. Another alternative to a partnership (or in conjunction with) is the leaseback. Leasing your airplane to an individual or business can be a good financial move. Just make sure everything is well documented in the contract and that you consult proper counsel for the legal and tax implications. Lots of FBOs will lease an airplane to add to their rental fleets and it can be a winwin if structured properly and with the right kind of aircraft. Experienced owners also know how to leverage the tax benefits of airplane ownership, if they exist. Again, you need to consult someone knowledgeable about taxes specific to aircraft ownership and operation before proceeding. Finally, networking is an unsung hero of saving money on your airplane. Having a group of folks who can offer help and provide money-saving contacts can really pay off in the end — things like finding the best mechanic, best insurance agent, good sources for inexpensive supplies...the list goes on. Don’t underestimate the power of the knowledge and resourcefulness that exists in our community. Owning will almost always be more expensive than renting, but there is nothing like cracking open the hangar door to take that pre-dawn flight in your own aerial conveyance. Sometimes the act of owning an aircraft can seem daunting, but if you want it bad enough, you’ll figure out a way and you’ll be glad you did.

ing and flight time and serve alongside fellow auxiliary and active duty Coast Guardsmen. The Coast Guard Auxiliary is the only branch of the service where you can turn down orders and you cannot be called up into service away from home. The downside: It’s unpaid except for getting reimbursed for fuel, maintenance and a few other things. For me it’s been a great experience and a great

way to get some stick time for free. I got such good training I was able to get a better job in “real” life. Len Assante: Managed, shared ownership is a way to cut the costs and hassles of aircraft ownership dramatically. Sharing means reduced costs, and professionally managed means all the tasks associated with ownership are taken care of. “We manage, you fly, that’s it!”

By BRENT OWENS Airplane ownership is one of the best things about flying. The freedom, sense of pride, and camaraderie afforded by owning your own airplane is truly a game-changer. The detractor in all of this is the cost. In the U.S. alone the annual cost to own and fly an average four-passenger, noncomplex single can easily be five figures. It’s not an inexpensive endeavor, but I would add that there are lots of folks who spend that much or more on other hobbies, so in the end, it’s really about choices. Since you know going in this won’t be cheap, let’s talk about ways you can potentially curtail some of the costs. Let’s start with the obvious and work The other thing you can do to make toward the more esoteric. ownership more affordable is to buy If you want to know how to reduce less airplane — one that is cheaper to the cost of ownership, you only need to acquire and, more importantly, cheaper look at our friends across the pond in to operate. Nothing sours the ownerEurope. They have it tough with onership experience more than having an ous user fees and generally everything airplane that is a financial hardship. being double the price we pay in the If you have never owned, my advice U.S. They have been forced to figure is to not overextend, out how to make the thinking you’ll “grow best of a bad situa“Networking is an into it.” If you “need” tion. that Cirrus, try coTwo key things unsung hero of ownership or a leaseyou’ll note is the saving money on back; otherwise start proliferation of partmodestly and work nerships and flying your airplane.” your way up. clubs and the numIn this economy, ber of less expenpurchase prices are quite reasonable. sive, lower horsepower, Light-Sport It’s after the airplane comes home that Aircraft type aircraft. This is not to say it gets expensive. To that end, if you are there aren’t individuals who own firethinking of buying, you need to spend breathing twins, it’s just not as common some time understanding the purchasas it is here. To be completely fair, we ing process or use a trusted agent to have seen this trend already in the U.S. help you. Making poor decisions at this with the escalation of fuel prices and stage has the potential of costing big the post-2008 economic slump. bucks, so make sure you do your homeA partnership (or co-ownership) is work and proceed with caution. one of the best ways to defray the cost The other two major cost factors are of your airplane. It can also allow somefuel and maintenance. The good news one who couldn’t afford that pre-owned is you have “some” control over these. Cirrus to be able to acquire it with one There are a lot of ways to save money or more co-owners. Partnerships are on fuel. It won’t make it cheap, but it not all roses and bonbons though; percan take the sting out a little. Some of sonalities can collide with disastrous the strategies you can employ are: results. The best advice is to seek out • Buy at cheap locales; good partners and create an even bet• Lean the engine properly; ter written agreement that spells every• Fly high, when possible; thing out. READER TIPS | From Page 18 tal investment in your love for flying. However, if done incorrectly, it can end up costing you a bundle. Chuck LaMonica: Owning an airplane is very similar to owning a boat. There are only two days of tangible pleasure: The day of purchase and the day you sell. So...rental is the most economical way to fly.

Douglas Manuel: Donate your flight time to a 501(c)3 charitable organization (there are many, but a couple are Angel Flight and Pilot N Paws). It is good for them and your soul and takes some of the sting away from your wallet. Victor Nazarian: Fly for the U. S. Coast Guard Auxiliary. You can get yourself and your plane approved to fly under orders, get some valuable train-


• Slow down a little (or a lot); • Seek out incentive programs that give discounts or cash back. As for maintenance, hopefully you bought a sound airplane, so the maintenance should be reasonable. Some things you can do to help offset these costs are to find a good mechanic. I would canvas the locals at your home airport to see who’s the “top wrench” around your neck of the woods. Also you can save by helping your mechanic on annual inspections or other maintenance. You get the benefit of defraying some of the labor costs and, as a bonus, a free education on how your airplane works. Other fixed costs, such as insurance and storage, are really just a matter of shopping around and coming up with the solution that best fits your needs.

Not so obvious

General Aviation News —  800.426.8538

July 5, 2013

Photo by Thomas Hoff


Cessna’s 120: A delightful bird By BEN SCLAIR IDAHO FALLS, Idaho — I spied her across the hangar 12 months ago. It’s amazing how small a 1947 Cessna 120 looks tucked in a corner of a 30,000square-foot hangar. I had to fly her...but how? Oh wait, she’s owned by the Hoff family, owners of the AeroMark FBO at IDA. Mark and Onita Hoff bought the plane new in 1947 for $2,650. It has remained in the family ever since. In fact, three generations of Hoffs learned to fly in the little side-by-side, two-seat taildragger. If Bob Hoff, Mark and Onita’s son, has his way, 16-year-old granddaughter Savannah will be the fourth generation. I emailed Thomas Hoff, Bob’s son and AeroMark operator, a few weeks before the Idaho Aviation Expo and asked if I could fly the plane for a pilot report. (Owning an aviation magazine does have its perks.) After checking with Bob and James (Bob’s other son), I got the green light and a schedule was set. James, who I flew with, runs the family farm and homestead, called the Rainbow Ranch, just east of town. The

ranch has a 2,400-foot grass strip cut into the edge of one of the fields. It can be described, from this outsider, as an aviation “Field of Dreams.” I recently got current in a Piper J-3 Cub and had never flown a 120, so I was really looking forward to this.

starter button and when the prop turns twice, turn on the mags. She was purring nicely. James handled the tower communications as I taxied out. With a 20-knot — thankfully down the runway — wind, the 120 taxied easily, and straight. It was interesting to taxi a taildragger Let’s fly without having to S-turn. “She’s got just over 1,800 hours toJames noted the engine, which was tal time, and no damage history,” said overhauled by Performance Air in Bob as we gathered on the ramp. That’s Caldwell, Idaho, was cranking out 117 saying something in often windy east hp. “She really climbs,” he said. Idaho. With a 4,900-foot field elevation at I marveled at how high the base of IDA, those extra ponies mean a lot, and the door sat. It looked the 20-knot headwind like it would be tough didn’t hurt. to climb into. It was Less rudder pedal “I had to fly her... easier than I thought, work than the J-3 on but how?” and easier than the the takeoff roll and we front seat of a J-3. were soon airborne. We’d adjusted the We headed southbench seat before getting in. James is east for Rainbow Ranch. It is only a few taller, but I’m wider (so I’ve got that miles away and we were soon there. going for me). That said, the plane “Look for 60 from base to final, othwas quite comfortable and not overly erwise she’ll float,” warned James, who cramped. should be an instructor. This model has a starter for the reIn hindsight, I should’ve insisted we cently overhauled C-85. Prime it three fly around for a few minutes to get a times, pump the throttle twice, hit the better feel for slow flight. Not this day.

As we gently rolled out on final, I looked up to see the windsock dancing around happily at 70°-90° across the runway. Gulp. At this point, Bob Hoff’s voice entered my head: “No damage history.” Gulp. I was a tad fast, and thankfully James was quick to help with the pedals. We made it down. It wasn’t pretty, but the tail stayed aft as we rolled out. “Let’s try that again,” said James. We taxied back, poured the coals to it and took off. I was high and fast again. James helped me get her down but — how should I say this — if the C-120 has a required landing gear flexibility test, it passed, with flying colors. I’m certain the farmland of east Idaho will never be the same. “Okay, show me how’s it done,” I said as I looked at James. “OK” was the simple reply over the intercom. He looked up and saw his wife Darla holding back the dog. He signaled to her that he hadn’t made the last landing. In my best internal Yoda: “Humbled am I.” James used ground effect on takeoff. —


Photo by Ben Sclair

Photo by Thomas Hoff

July 5, 2013

Docile, in slow motion. I should’ve done this before my first landing. A few S-turns, at slow speeds, convinced me she’s comfortable at the low end of the airspeed arc. A couple of steep turns later we headed back to IDA. I set up the pattern too wide for my liking, with an airliner waiting to takeoff. We were high, so the power came off, and I made a constant downwindbase-final turn. “We have plenty of runway,” commented James. “Good thing, cause I’m gonna need

Photo by Thomas Hoff

Noted by me. He kept it low and slow. Noted by me. The base to final was MUCH lower and slower than mine. Noted by me. James carried power over the fence and landed elegantly. NOTED BY ME. James was too generous when he said, “I think I got a break on the wind during my approach.” I wasn’t so sure. “Let’s take a break,” James offered. He taxied up in front of the hangar and we looked around for a bit. I met Darla and Lila, their dog. In the hangar were two Stearmans, a Husky, a 180, a Beech Staggerwing (90% complete with 90% left), and a few other fun toys. We chatted about farming, flying and family. Seemed about right. After our break, we walked back to the 120 with the idea of trying the pattern once more, followed by some slow flight and steeps turns before heading back to Idaho Falls Airport. On takeoff, I kept her in ground effect and she picked up airspeed a little quicker. I kept her lower, slower and a bit further out on downwind. If you like “behind the power curve” flying, then you would’ve enjoyed this circuit. We rolled out on final. “Get the wing down into the wind,” I heard in the headset. Power off... Pop. She rolled straight. “Nicely done. That’s how you do it.” Redemption was mine — and it felt good. We launched once again and augured overhead. About 1,500 AGL I pulled the power and carb heat and slowed her down to 60.

it,” I replied. We were really high. Amazingly, with the power back and with a 15-kt headwind, she came down comfortably. Plop. Plop. And out she rolled. Just like she’s supposed to. As we taxied in, I noticed Bob found his way to the ramp. “What’d you think?” he asked. “That’s a delightful little bird.” Bob grinned. I admitted the gear stress-test landing to Bob. He grinned. Personally, I’m thrilled we returned a one-owner, no damage airplane in one piece.

As I look through General Aviation News, Trade-A-Plane and, I note a handful of Cessna 120s for sale in the $18,000$22,000 range. For those who lament the high cost of flying, and desire to just fly, the Cessna 120 is worth a look. Oh, and if your travel takes you anywhere near Southeast Idaho, I’d certainly recommend Idaho Falls and Aero­Mark. Big plane capable, small plane welcome.


Mountain high

General Aviation News —  800.426.8538

July 5, 2013

Dennis Parks

In 1910 the Italian Society of Aviation offered a $20,000 prize to the pilot who could successfully fly from Brig, Switzerland, over the Simplon Pass of the Alps to Milan, Italy. One of the 11 entrants for the prize was George Chavez, a 23-year-old Paris-born aviator with less than a year’s flying experience. After several tries thwarted by strong winds, Chavez, satisfied with the weather conditions, started from Brig in his Bleriot on Sept. 23. He reached a height of more than 7,000 feet and soared over the pass. After having covered one-third of the distance to his destination, the wind overturned his machine when he attempted a landing to take on fuel before continuing on to Milan. After 40 minutes of flying time he had crossed the Alps over the route that had taken Napoleon two weeks to cross. Though he did not complete the flight as planned, the Italian society awarded him $10,000 in recognition of the first crossing of the Alps by air. Unfortunately Chavez was severely injured by the crash and died a few days later. Although 1910 was a red-letter year in flying achievement, with aviators of several nations chalking up new records for distance and time, Chavez’s flight was the climax of the year and called “the most daring feat in all aviation.”


The first excursion over mountains in the United States that gained wide attention was Cromwell Dixon’s flight Dennis Parks is Curator Emeritus of Seattle’s Museum of Flight. He can be reached at

Over the Andes

Although aviation had been introduced to South America by 1910, the Andes Mountains remained a barrier to air commerce until 1918. With World War I over in Europe, the British supplied Chile with a number of surplus aircraft, including six Bristol monoplanes with powerful 110-hp engines. The British also sent along an RAF pilot for instruction in the aircraft. One of the Chilean pilots was Lt. Dagoberto Godoy, who earlier in 1918 had been denied permission to try a flight over the Andes in a Morane-Saulnier. He asked the British instructor if the Bristol was fit for the task and, after being told it was capable of such a flight, began training in the Bristol and planning the mountain flight. Early on the morning of Dec. 12,

This advertisement lauds the achievement of the Bristol Pegagus engine used on the Westland biplanes.

Photo courtesy The Museum of Flight

First over the Alps

over the Rockies in September 1911. Dixon, who was only licensed by the Aero Club of America on Aug. 31, was, at 18 years old, billed as the “World’s Youngest Aeronaut.” A student of Glenn Curtiss, he was a member of the Curtiss Exhibition Team and in great demand for aviation events. On Sept. 30, Dixon’s last day of performing at the Montana State Fair, he took off for a flight over the Rockies, hoping to win a prize offered by the State Fair. The path of the flight was from Helena, Montana, to Blossburg in the mountains and return. Dixon took off from Helena at 2 p.m. and easily arrived at Blossburg. Departing at 3:16, he ran into strong winds that poured over the mountains and hampered his climb to altitude. He finally gained enough altitude and headed back to Helena, arriving at 3:59. He crossed the Rockies at Mullan Pass, which has an elevation of 6,200 feet. He made the cross-country flight at an altitude of 7,100 feet. Dixon covered the total distance of more than 50 miles on the round-trip and was gone from the fair grounds for an hour and 50 minutes. On his return, a purse of $10,000 was presented to him. His fame for the flight not only spread across the states, but reached Europe as well. Unfortunately, his glory would not last long, as a few days later during a flight at Spokane, Washington, he was caught by an adverse air current and plunged into a rocky railroad cut, receiving injuries that caused his death.

George Chavez startled the world in 1910 with his crossing of the Alps. Photo courtesy The Museum of Flight

April 4, 2013, marked the 80th anniversary of the successful aerial assault on Mt. Everest undertaken by two Royal Air Force pilots, David Fowler McIntyre and Douglas Douglas-Hamilton, flying modified, open-cockpit Westland biplanes to an altitude of 30,000 feet. It was a triumph for aviation, particularly for the skill and organization demonstrated by the British project, which prepared for months for the successful expedition. But before Mt. Everest, earlier aerial adventures saw other mountain ranges conquered by air.

Source: Aeroplane May 3, 1933

Flight & Flyers

A Bristol monoplane fighter was used by Chilean pilot Lt. Dagoberto Godoy to cross the Andes in 1918. 1918, Godoy was ready with his singleseat Bristol fighter facing eastward toward a row of 20,000-foot mountains only 60 miles away. At 4:20 a.m. he started his craft, left Santiago, flew over the Tupunagto range at an altitude of 19,700 feet and landed near Mendoza, Argentina, a little more than two hours later. The first flight had been made over the Andes. It was an occasion for celebration in Chile and the pilot became a national hero.

The final frontier

A flight over Mt. Everest, the world’s highest mountain, had been envisioned for many years. In March 1918 a paper was presented to the Royal Aeronautical Society on the possibilities of aerial reconnaissance of the Himalayas. In September 1918, when Army Capt. Rudolph “Shorty” Schroeder set a world’s record of 28,900 feet, Aerial Age magazine remarked that the record was only FLIGHT & FLYERS | See Page 30

July 5, 2013

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10 TIPS | From Page 15 flying wallet. Tip 9: Multitask flying. Flying your own aircraft is an opportunity to travel for a variety of reasons, including business, pleasure and training. As you plan your next flight, consider multitasking. Make a tax-deductible stop at a clientâ&#x20AC;&#x2122;s on the way to your family vacation. Take an extra 10 minutes during your next flyout to practice slow-flight or precision turns. Plan a mid-trip stop in your next cross-country to visit old friends.

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Accident Reports These July 2011 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 180. Injuries: 2 Fatal. Location: Santa Paula, Calif. Aircraft damage: Destroyed. What reportedly happened: According to a witness, the Cessna was doing touch-and-goes at the airport around sunset. It then departed to the west toward a river. It didn’t climb higher than 100 feet above ground level and the engine sounded normal. A second person who lived near the accident site reported hearing the sound of an airplane for a few seconds before the sound suddenly stopped. Then the witness saw a fire near the river. Investigators determined that the plane hit an unmarked telephone line that was about 85 feet above the ground. The recorded sunset was about nine minutes prior to the time of the accident, and the end of civil twilight was about 21 minutes later. Investigators suggested that due to the lighting conditions at the time of the accident, the pilot could not see the telephone line. Probable cause: The pilot’s failure to maintain clearance from a telephone line while flying at a low altitude in dusk lighting conditions. Aircraft: Mooney M20C. Injuries: 3 Fatal. Location: Grace, Idaho. Aircraft damage: Destroyed. What reportedly happened: A review of the private pilot’s logbook showed the last entry on April 28, 2011, where he logged three flights that day for a total of 1.3 hours. The logbook indicated that, as of that date, the pilot’s total flight time was 563 hours, with 303 hours in the Mooney. The accident happened during an attempt to land. According to witnesses on the ground, the airplane made a slight right turn, followed by a left bank turn toward the runway. The left bank increased to about 45°, then the plane appeared to drop to the ground. Data extracted from the on-board GPS unit indicated that the pilot overshot the extended runway centerline while on the base leg, then made a tight left turn back toward the centerline. Probable cause: The pilot’s failure to maintain control while maneuvering in the traffic pattern, which resulted in an aerodynamic stall.

Aircraft: Piper Malibu Mirage. Injuries: 3 Fatal. Location: Rantoul, Ill. Aircraft damage: Destroyed. What reportedly happened: The day before the accident the pilot obtained a computerized weather briefing and filed a flight plan. However, none of the weather information was current at the time of the accident. On the morning of the accident, the area forecast outlook indicated thunderstorms would be present during the morning hours. Weather information at the departure airport about the time of takeoff indicated lightning to the north and northwest. Pictures taken during passenger boarding and while taxiing to the runway depicted a defined shelf, rotor, or arc cloud, which marked the boundary of the low-level outflow of a storm that was approaching the airport. Dark conditions under the clouds are consistent with approaching precipitation. A pilotrated witness reported that the pilot was in a “hurry because a storm front was coming.” The airplane took off on runway 27 and started to turn to the south. The weather front and a strong wind from the northwest appeared to “push the tail of the plane up and the nose down.” The airplane crashed and burned. The witness indicated that the airplane’s engine was producing power until impact. Probable cause: The pilot’s failure to maintain control during takeoff with approaching thunderstorms. Aircraft: Piper Cherokee. Injuries: 1 Fatal. Location: Berne, N.Y. Aircraft damage: Destroyed. What reportedly happened: There was no record of the 153-hour private pilot, who did not have an instrument rating, obtaining a weather briefing or filing a flight plan prior to the accident flight. Witnesses on the ground said the clouds were “right over the trees” at the time of the accident. The airplane flew low, then crashed in rising terrain while trying to turn. The weather was so poor that the pilot of a police helicopter dispatched to the scene immediately after the accident reported that he chose to abort the mission about 1/4 mile before reaching the crash site due to weather conditions. Probable cause: The pilot’s continued visual flight into instrument meteorological conditions, which resulted in a collision with trees and rising terrain while attempting to reverse course. Contributing to the accident was the pilot’s failure to obtain a preflight weather briefing.

Aircraft: Cessna 170A. Injuries: None. Location: Mulino, Oregon. Aircraft damage: Substantial. What reportedly happened: The purpose of the flight was for the private pilot to regain tailwheel currency and to complete a flight review. Following basic air-work, the CFI asked the student to perform a wheel landing. The CFI said the landing was successful, but during rollout the student lost directional control and the airplane veered to the right. The CFI reported that, due to his lengthy personal relationship with the student, he delayed taking control of the airplane. By the time he took the controls, it was too late to avoid the impending ground loop. As the airplane came to a stop on the runway’s gravel shoulder, the left main landing gear separated from the gear box, and the left wing broke. Probable cause: The CFI’s inadequate oversight of his student, and delayed recovery efforts following the student’s loss of directional control during landing rollout. Aircraft: Cessna 182. Injuries: None. Location: Dandridge, Tenn. Aircraft damage: Substantial. What reportedly happened: The pilot reported he fueled the airplane with enough fuel for two flights with skydivers with a 30-minute reserve. The first approach was as planned. During the second approach, the pilot had to adjust his flight path for other airplane traffic. During final approach, the engine sputtered and lost power. He landed the plane in a field short of the runway. During the landing roll the plane nosed over and came to rest on its back. The pilot reported that the airplane experienced fuel starvation and that he did not maintain the required reserve. Probable cause: The loss of engine power due to fuel exhaustion as a result of poor planning Aircraft: Piper Pawnee Brave. Injuries: None. Location: Cambridge, Neb. Aircraft damage: Substantial. What reportedly happened: The pilot was departing on the first agricultural application flight of the day. As he was taxiing he noticed the engine temperature rising, so he leaned the mixture. He completed his engine run-up and took off. As the plane was accelerating down the runway, he noticed it was not developing enough power, but he had used up most of the runway and could not


abort the takeoff. The airplane lacked sufficient power to climb and crashed in terrain about 600 feet from the airport. The pilot reported that he inadvertently departed with the engine’s mixture control lever at the halfway leaned setting. Probable cause: The pilot’s failure to reset the mixture control lever to the full rich position prior to takeoff. Aircraft: Cessna 120. Injuries: None. Location: Pendleton, Ore. Aircraft damage: Substantial. What reportedly happened: The pilot was on a local flight and decided to make an off-airport landing in an open field. The touchdown in the tailwheelequipped airplane was uneventful until the pilot applied hard braking to minimize the landing roll on the rough terrain. As the airplane began to slow it nosed over onto its back. Both the wings and the fuselage sustained substantial damage. Probable cause: The pilot’s excessive brake application while landing on rough terrain. Aircraft: Zenith CH 701. Injuries: 1 Minor. Location: Paxton, Illinois. Aircraft damage: Substantial. What reportedly happened: According to the pilot, he took off with a slight, quartering tailwind in high density altitude conditions. The airplane did not continue climbing or gain altitude and the pilot realized he would not clear powerlines at the end of the runway, so he banked the plane to the left and made a hard landing in the grass. Probable cause: The pilot’s decision to take off with a tailwind in high density altitude conditions. Aircraft: Taylorcraft F-22. Injuries: None. Location: Payson, Ariz. Aircraft damage: Substantial. What reportedly happened: The pilot and a pilot-rated passenger had planned to practice touch-and-go takeoffs and landings on runway 6, but the other airplanes in the traffic pattern were using runway 24, so they switched to runway 24. The airplane was set up to land with a 3-4 knot left-quartering tailwind. The touchdown was smooth, but during the rollout the plane veered to the right and went off the runway. Efforts to regain directional were unsuccessful and the plane hit a fence. Probable cause: The pilot’s selection of a wrong runway to practice touchand-go takeoffs and landings.


General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

Calendar of Events

July 5, 2013 POWERED BY


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Western United States

July 12-14, 2013, Arlington, WA. Arlington Fly-In, 360-435-5857 July 12-14, 2013, Lompoc, CA. 29th Annual West Coast Cub Fly-In, 805-291-6039 July 13, 2013, Alamosa, CO. San Luis Valley Fly-In and Airshow, 719-588-1209 July 13, 2013, Elbert, CO. Pancake Breakfast July 13-14, 2013, Grangeville, ID. Grangeville Air Fair, 208-983-8302 July 13, 2013, Carlsbad, CA. Chapter BBQ/Pot Luck July 13, 2013, Prescott, AZ. AYA Fly-In Pit Stop and Hangar Party, 928-273-0042 July 15-18, 2013, Arlington, WA. AYA 2013, 425-334-3030 July 15-19, 2013, McCall, ID. Middle Fork Lodge Backountry Excursion, 208-634-1344 July 18, 2013, Mountain View, CA. Hangar Flying and Coffee Drinking July 18, 2013, Yakima, WA. EAA #206 Yakima, Meeting, BBQ, Fly-in, 509-952-2468 July 19-20, 2013, Spokane, WA. Northwest Biplane Fly-In July 20, 2013, Hanford, CA. Display Day, Breakfast & Young Eagles, 559-585-2589 July 20, 2013, Overgaard, AZ. Mogollon Airpark Pancake Breakfast/Fly-In, 928-535-4722 July 20, 2013, Mulino, OR. Oregon Pilots Assoc. Mulino

Chapter, Blueberry Pancake Breakfast, 503-860-5039, July 20, 2013, Erie, CO. Young Eagles Rally, 720-675-8643 July 20, 2013, Hillsboro, OR. 2013 Oregon Air Rally, 503-524-6998 July 20, 2013, Fullerton, CA. Customer Appreciation BBQ at AFI Flight Training July 20, 2013, Mojave, CA. Classic aircraft display day July 21, 2013, Las Cruces, NM. EAA 555 Pancake Breakfast, 575-541-1198, July 23-24, 2013, McCall, ID. 2-Day Intro/Refresher Backcountry Flying Course, 208-634-1344 July 25, 2013, Nampa, ID. Top Fun Flyers Club Meeting, 208-880-3110 July 26-28, 2013, Santa Paula, CA. Balloon Festival-Citrus Classic, 805-208-0672 July 26-28, 2013, Hillsboro, OR. Oregon International Air Show, 503-629-0706 July 26, 2013, Friday Harbor, WA. Westwind Aviation Customer Appreciation Day, 360-378-6991 July 27, 2013, Bonners Ferry, ID. Huckleberry Pancake Breakfast, 208-267-4359 July 27, 2013, Winslow, AZ. Journeys to Winslow, 928-587-8928 July 27, 2013, Friday Harbor, WA. Annual Friday Harbor Fly-In, 360-317-6991

South Central United States

July 13, 2013, Lonoke, AR. EAAUL122 Fly-In Breakfast July 13, 2013, Tarkio, MO. Wingnuts Flying Circus

North Central United States

July 13, 2013, Larchwood, IA. Zangger Vintage Airpark Annual Flight Breakfast, 605-370-1139 July 13, 2013, Fort Wayne, IN. EAA Chapter 2 Pancake Breakfast July 13-14, 2013, Wayne, NE. Wayne Municipal Airport Fly-In, 402-375-1984 July 13, 2013, Eden Prairie, MN. AirExpo 2013, 952-746-6100 July 13-14, 2013, Minneapolis, MN. AirExpo July 13, 2013, Mason, MI. Young Eagles, 517-525-0984 July 13, 2013, Pewaukee, WI. EAA Chapter 18 Young Eagles Rally, 414-732-6782, July 13, 2013, Boyne City, MI. Boyne Thunder, 231-838-8545 July 14, 2013, Two Harbors, MN. Chapter 1128 Pancake Breakfast, 218-834-4392 July 14, 2013, Middleton, WI. EAA Chapter 1389 Fly-In Breakfast, 608-836-1711 July 14, 2013, Cloquet, MN. EAA 1221 Food and Fun Gathering, 218-310-4301 July 16, 2013, South Saint Paul, MN. EAA Chapter 1229 July 17, 2013, Detroit, MI. Eagle Flight Centre, 734-481-3000 July 17, 2013, Lambertville, MI. Suburban Aviation, 734-856-6103 July 18-21, 2013, Anoka, MN. Return of the Big Bombers July 18, 2013, Minneapolis, MN. Crystal Airport-Air Traffic Control Tower Tours, 763-533-4162 July 19, 2013, Troy, MI. Troy Air Experience, 248-225-4553 July 20, 2013, Peoria, IL. Breakfast, 309-453-5602 July 20, 2013, Indian River, MI. River Days Festival, 231-838-8545 July 20, 2013, Red Wing, MN. Young Eagles Rally, 7158-441-1790 July 20, 2013, Indianapolis, IN. Flight1 Community Day Celebration, 317-643-1020 July 20, 2013, Washington Island, WI. 60th Washington Island Lions Fly-In Fish Boil, 920-847-2070 July 20, 2013, Big Rapids, MI. Pilot’s Day, 231-796-5600 July 21, 2013, East Troy, WI. East Troy Airport Open House, 262.391.5177 July 21, 2013, Forest City, IA. Forest City An-

nual Flight Breakfast, 641-581-2880 July 21, 2013, Greenfield, IN. Discover Flying Challenge at Indy Jet, 317-335-3371 July 23, 2013, Fargo, ND. Fargo Jet Center Monthly Pilot Seminar, 701-371-3678 July 25-28, 2013, Brodhead, WI. Hatz/Pietenpol Fly-in, 608-214-6652 July 26-28, 2013, Madison, WI. Heavy Bombers Over Madison, 913-850-1522

North Eastern United States

July 12-14, 2013, Alliance, OH. EAA Chapter 82 Grassroots Fly-In July 12-14, 2013, Geneseo, NY. Geneseo Airshow July 12, 2013, Elyria, OH. Discover Aviation Center Friday Night Cookouts, 440-263-6669 July 13, 2013, Westminster, MD. The First MidAtlantic Gathering of RVs, 410-977-5070 July 13, 2013, Columbus, OH. Young Eagle Rally, 614-570-9470 July 13-14, 2013, Bethel, PA. 7th Annual Wings & Wheels Extravaganza, 717-933-9566 July 13, 2013, Cambridge, MD. Seaplane Splash-In July 13, 2013, Bowling Green, KY. Family Aviation Day, 270-792-6948 July 13, 2013, Red Hook, NY. UFO Day at Old Rhinebeck Aerodrome, 203 321-1073 July 14, 2013, Dunkirk, NY. Rotary Sponsored Fly-In Breakfast, 716-366-6938 July 14, 2013, Taunton, MA. American Aero Services Breakfast Flight July 15-17, 2013, Hamilton, OH. EAA Ford Trimotor, 5133139265 July 19, 2013, Elyria, OH. Discover Aviation Center Friday Night Cookouts, 440-263-6669 July 20, 2013, Delaware, OH. Fly-In Pancake Breakfast July 20, 2013, Lebanon, NH. Young Eagles Flight Rally Chapter 740, 802-738-6539 July 20, 2013, Mansfield, MA. Discover Flying Challenge King Aviation-Mansfiel, 508-339-3624 July 21, 2013, Taunton, MA. American Aero Services Breakfast Flight July 21, 2013, Hanson, MA. EAA Cranland Fly-In July 21, 2013, Indiana, PA. Jimmy’s Canteen, 724-463-3883 July 26, 2013, Elyria, OH. Discover Aviation Center Friday Night Cookouts, 440-263-6669 July 27, 2013, Fremont, OH. Fremont “Progress” Airports 50th Anniversary Fly-In, 419-332-8037 July 27, 2013, Houlton, ME. Fly-In-Cruise-In, 207-538-8670 July 27, 2013, White Plains, NY. Fly-In Breakfast at Panorama, 914-798-0822 July 27, 2013, Reading, PA. Reading Air’s Annual South Pacific Fly-in Clam Bake, 610-914-9718

South Eastern United States

July 12, 2013, Panama City, FL. Event at KECP, 850-251-4181 July 13, 2013, Clarksville, TN. Discovery Day, 865-227-1060 July 20, 2013, Valkaria, FL. EAA 1288 Pancake Breakfast July 20, 2013, Huntsville, AL. EAA 190 Pancake Breakfast July 20, 2013, Fort Lauderdale, FL. Discover Flying Challenge at FXE, 954-776-0543 July 21, 2013, Woodruff, SC. South Carolina Breakfast Club SC00, 803-446-0214 Aug. 01, 2013, Columbus, GA. EAA Chapter 677 Young Eagles Rally, 706-580-3767


July 12-14, 2013, Cornwall, ON. Aeronca Bellanca Champion Fly-In, 518-731-6800 July 21, 2013, Pitt Meadows, BC. YPK Airport Day July 27, 2013, Nanton, AB. Joe English Memorial Fly-In, 403-646-2270 July 28, 2013, Stettler, AB. Hawaiian Fly-in

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

July 5, 2013 —  Buyer’s Guide Marketplace —

New Products

tion has been enhanced with thicker material and replaceable metal end caps for increased part life and value, company officials add.

Turn your flights into works of art

Sporty’s can create a custom framed print showing the track map of all IFR flights you made in a time period up to one year. Using data from Flight Aware, this print shows all IFR flights, including departure and destination airport identifiers and the actual route flown. A custom-engraved plaque with the pilot’s name, N-number and dates is the finishing touch. Price: $499.

Alert, Warning, Prohibited and Restricted Areas) as well as Class B, C, D and E airspace information is accessible by a point-and-click method that provides access to a direct data feed from the FAA through iFlightPlanner. Previously available graphical AIRMETs, SIGMETs and TFRs are also integrated into the upgraded airspace and mapping functionality, company officials note. The iFlightPlanner forums can be accessed by visiting Forum and the current Premium Trial period, which will run through AirVenture 2013, ends the middle of August.

AeroLEDs SunSpot 36 PMA certified

AeroLEDs SunSpot 36 LX and 36 HX lights designed for taxi and landing have been PMA certified by the FAA. These lights are drop-in replacements for GE 4509 bulbs, according to company officials. All four models can be installed in Part 23 certificated aircraft, LSAs and experimental amateur-built aircraft. The SunSpot 36 HX has an integrated “wig-wag” or “pulsing” feature that makes an aircraft stand out in daylight haze, company officials noted. The landing lens produces over 50,000 candela and the taxi lens has over 15,000 candela. Both feature 16 LEDs that draw 45 watts of power.

Serengeti refines the classic aviator sunglasses

Sortie, the newest addition to Serengeti’s selection of aviator sunglasses, is the result of an effort to refine and update an iconic sunglass style. It has all of the design cues familiar to aviator eyewear, including navigator shape, double bridge, narrow temples, and bayonet earpieces. The frame has been freshened with a slightly more angular profile for a modern look, according to company officials. Sortie is fitted with ultra-light glass lenses. Made with borosilicate optical glass from Corning, these lenses are chemically tempered for scratch and impact resistance, company officials said. Price: $269.99.

iFlightPlanner enhanced

All maps, including the VFR and IFR charts available at and those found in the Flight Wizard, now feature vertical airspace profiles and a redesigned mapping interface with fullscreen viewing capability. Special Use Airspace (NSA, MOA,


Blackhawk Caravan engine upgrade approved

Blackhawk Modifications has received STC certification for the PT6A-42A upgrade on the Cessna 208A Caravan. The XP42A Upgrade Package includes a factory-new Pratt & Whitney PT6A-42A engine rated at 850 continuous shaft horsepower (SHP). The package also utilizes a new, wide-chord, 100-inch diameter Hartzell four-blade propeller; new composite cowling and high efficiency inlet duct; new 40% larger oil cooler; new Blackhawk Hawkeye DigiLog engine gauges; and new exhaust stacks. The upgrade “significantly expands” Caravan performance margins, including reducing takeoff distances by up to 40% at higher weights, a 50-60% increase in the rate of climb, and up to 25 knot increase in cruise speeds, according to company officials.

Flight Design appoints two new distributors

Flight Design USA has appointed Wilmington, N.C.-based Flight Design South East and South Florida-based Americana Aviation as new distributors of the company’s Light-Sport Aircraft (LSA). Flight Design South East, operated by Walt Conlogue, will act as the distributor for North and South Carolina, Virginia, northern Georgia, and eastern Tennessee. Americana Aviation, operated by Chris Benaiges and Tony Alvarez, is an important dealer in South Florida, which tends to be the contact point for South American interests, noted Flight Design’s Tom Peghiny.

Pick up your Aircraft Spruce orders at Oshkosh Airforms expands Caravan line

Airforms, Inc. has obtained two additional approvals from the FAA as part of an expanding product line for Cessna Caravan aircraft: An FAA Supplemental Type Certificate (STC) for replacement high-strength wheel assembly hardware and a Parts Manufacturing Approval (PMA) for replacement interior cabin vent assemblies. The wheel bolt hardware replacement is applicable to all Cessna 208/208B aircraft and interfaces with all existing landing gear modifications, according to company officials. The FAA PMA replacement cabin vent assemblies are eligible for installation in passenger versions of the model 208B; their func-

Free eBook ‘How To Be A Pilot’ released has released a new eBook that walks people through the process of getting a pilot’s license. Written by a CFI, the free book is full of insider tips and techniques. Author Brent Owens, the force behind, suggests people who are already pilots should take advantage of this offer and share the book with potential new pilots.

Aircraft Spruce is offering a preorder pick-up option for AirVenture in Oshkosh, July 29 to Aug. 4. When ordering by phone, fax, or online, use “Pickup at Oshkosh 2013, Hangar A, Booth 1022-1029” as the shipping option. Orders must be placed by noon EST July 23. Have a new product or service you’d like to tell our readers about? Send press releases (in word documents, no PDFs please) to: Press@GeneralAviationNews. com. Please put “On the Market” in the subject line. Send photos separately.


General Aviation News â&#x20AC;&#x201D;â&#x20AC;Ż Buyerâ&#x20AC;&#x2122;s Guide Marketplace â&#x20AC;&#x201D; 800.426.8538

CUTTING COSTS | From Page 16 because once you earn that ticket you can start bringing in money,â&#x20AC;? he says. â&#x20AC;&#x153;If you learn the commercial maneuvers from the right seat, and take the checkride from the right seat, you donâ&#x20AC;&#x2122;t have to relearn the maneuvers from the right seat when you begin your CFI training.â&#x20AC;? Brown also suggests taking the comFLIGHT & FLYERS | From Page 22 102 feet short of the highest mountain peak in the world. However, it would be another 15 years before an aerial expedition of Everest would be mounted. In 1932 a group from the RAF started working on a flight over Everest. The objective was â&#x20AC;&#x153;to make an important contribution to geography and to its allied sciences.â&#x20AC;? The flight would be the most treacherous mountain flight yet attempted. Existing aircraft engines would not work in the thin air at 30,000 feet, even STEWART | From Page 26 fabric-covered aircraft industry. Support from major suppliers like Wicks Aircraft and Aircraft Spruce and the rest of its domestic and international distributors have also helped to expand the simplicity of

mercial pilot, CFI and ground instructor written tests at the same time. â&#x20AC;&#x153;The tests are almost identical,â&#x20AC;? he says. â&#x20AC;&#x153;Once you pass the ground instructor test you can start teaching and getting paid, which cuts down on the cost of flying.â&#x20AC;?

July 5, 2013

Make flying a priority to keep those

hard-earned skills. Consider joining an aviation organization, such as the Experimental Aircraft Association (EAA), Angel Flight or Civil Air Patrol. The CAP is particularly busy with search and rescue training, while you can volunteer to participate in the EAAâ&#x20AC;&#x2122;s Young Eagles program, which gives first flights to kids between the

ages of 8 and 17 to introduce them to aviation. To keep your knowledge up to par, take part in the FAAâ&#x20AC;&#x2122;s FAASTeam and Wings free events, which offer online and in-person seminars on topics ranging from how to get a good weather briefing to the use of GPS.,

if fuel could be developed that did not freeze. Breathing apparatus, necessary at high altitudes, was still unreliable. Above all, the unpredictable winds over the Himalayas would make any flight hazardous. In February 1933, the Houston Mount Everest Flying Expedition left for India. The expeditionâ&#x20AC;&#x2122;s two Westland Wallace biplane aircraft had powerful new turbocharged Pegasus engines, improved fuels, and sophisticated cameras. During tests in England the aircraft had successfully flown to 35,000 feet. On April 3, 1933, the two open-cock-

pit British biplanes flown by McIntyre and Douglas-Hamilton took off from Purnea, India, 134 miles from Mt. Everest. The flight to Everest and back was made in about three hours. To reach the peak of the mountain, the pilots climbed to an altitude of 30,000 feet. They made two complete circuits of the peak and returned to base. Unfortunately the flight failed to obtain a photo of the summit when the photographer blacked out due to a ruptured oxygen line. The flight was successfully repeated April 19. The flights made the pilots world

famous. Douglas-Hamiliton, the lead pilot, was decorated with the Air Cross in 1935. In 1935 the two pilots would form the aircraft manufacturing company Scottish Aviation. A documentary film of their adventure, â&#x20AC;&#x153;Wings Over Everest,â&#x20AC;? won a Hollywood Oscar in 1936. These early achievements in mountain flying attracted press attention comparable with the early space age, and was indicative of an interest in high altitude flying that would emerge later in pressurized passenger aircraft â&#x20AC;&#x153;flying above the weather.â&#x20AC;?

purchasing Stewart Systems products for builders. Stewart Systemsâ&#x20AC;&#x2122; website, www., with its video tutorials, builders forum, web store, and free downloadable tech documents, including the FAA-approved installation manual, also has been

instrumental in the companyâ&#x20AC;&#x2122;s growth. Kit aircraft manufactures have also supported Stewart Systems, offering it as the standard or the option for covering supplies. Many builders groups and EAA chapters that work with children have chosen to work with this non-toxic nonhazardous waterborne/waterbased process.

Stewart Systems is no longer the â&#x20AC;&#x153;new kidâ&#x20AC;? and just about everyone that has anything to do with fabric aircraft knows about the company. Its popularity has fueled the growth of the business and the business has fueled peopleâ&#x20AC;&#x2122;s confidence to build or restore fabric-covered aircraft. That is a win-win success story for aviation.

NIAGARA | From Page 26

ment window latches for 100, 200 and 300 series Cessna aircraft. By opening Niagara Air Parts in New York, the Canadian businessman solved the problem of customs delays so his company could live up to its motto: Call Today, Fly Tomorrow. Niagara Air Parts also provides the highest quality overhauls with the lowest possible price and excellent warranty. 800-565-4268,

Keep up your proficiency

HANGAR FOR SALE â&#x20AC;&#x201C;$310,000 Mammoth Yosemite (MMH)

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For some good results call Dodie to place your classified ad.

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General Aviation News Classified Ad Form


Classified Ad Pricing Info

Fax completed form to (858) 712-1960 or mail to: General Aviation News P.O. Box 39099, Lakewood, WA 98496 First 20 words is $27, each addtional word is $1.34 per word.

Two issues

Addt’l Issues

20-word ad (min. order)

$27 per ad

.67 per word

20-word ad (all bold)

$44 per ad

$1.10 per word

Color Photo (3” max) + word fee

$60 per inch

$30 per inch

Color Logo (3” max) + word fee

$78 per inch

$39 per inch

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N%$E%(#&J&Q0"*T<V$#&*&6-,, fax:1(USA) 513.735.9200 phone: 1 (USA) 513.735.9000 Clermont County/Sporty’s Airport 2001 Sporty’s Drive Batavia, OH 45103-9747 USA


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July 5, 2013 U$#)(>:)0<$&*&6-2, —  Classified Pages — '%()#&*&5++2


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General Aviation News —  Classified Pages — 800.426.8538

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Torchport Airpark (59M)

200+ acres for sale, Utilities in 3300' grass strip near beautiful Torch Lake Terms possible — Phone: (231) 632-2412,

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TAILWIND AIRPARK A quiet country airpark 50 min east of Dallas near Canton, TX. Lots for Custom Homes and Hangar/Homes 903-896-4647

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Pine Hollow, Oregon (32OR) Fly in to your own backyard. Enjoy sun 300 days a year

2 br, 2 bath on 2/3 of an acre, on private airstrip. New decks, carpet, blinds, kitchen appliances, washer, dryer, furnace & metal roof. Includes airstrip ownership. Contact Jim @ 425-864-1732

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For some good results call Dodie to place your classified ad. 800-426-8538

July 5, 2013 —

Summer celebration of flight

39 Proudly sponsored by

Dan Johnson Splog

For more on Sport Pilot and LSAs:

off July 29 and runs through Aug. 4.

Wounded veterans are learning to fly — for free — at FPR.

Broken Wing

a wide door opening and has been fitted with hand controls. Renegade boss Christopher “Doc” Bailey added that he “doesn’t believe our warriors should be expected to pay a single penny to fly.” He has been seeking corporate sponsors to offer a student at a time the chance to learn to fly at Renegade’s Flight Training Center. A former medevac helicopter pilot in the Army, Doc insists that “having sacrificed for their nation, these soldiers should be offered the opportunity to fully immerse themselves in the lifechanging experience of flight without worry of financial obligation.”

Renegade Light Sport recently unveiled its new Broken Wing project for wounded warriors. Officials with the company, which recently relocated to Saint Lucie County Airport (FPR) in Fort Pierce, Florida, said, “We will introduce our injured military heroes to the freedom of flight using two specially designed and equipped SC07 Speed Cruisers.” Speed Cruiser offers a low entry with

Another successful pass

Photos courtesy Renegade Light Sport

As summer begins to heat up, that can mean only one thing to true-blue aviation enthusiasts. Yup, AirVenture is coming at us like a jet fighter. In mere weeks, the annual migration of tens of thousands of pilots will start to converge on the small town of Oshkosh, Wisconsin. The population swells from 50,000 to almost a quarter million. It’s been called the summer celebration of flight and that is one of the more accurate tag lines the Experimental Aircraft Association marketing department has invented. At these shows, journalists like myself are often asked, “What’s new this year...what have you seen that you never saw before?” The questions are difficult for two reasons. One is that AirVenture is huge and to think you’ve seen it all is a conceit. Despite dashing around looking for all the cool new hardware — or these days that can often be software — I know I’ll miss all kinds of things. Nonetheless, I am aware of some new products that will debut and I’m aware of a few announcements that will be made regarding projects nearing completion. The second reason is that many companies prefer to hold their news until they arrive at the show. It is sure that some secretive projects are still in progress even as I write this, so we simply won’t know all that’s new until we arrive at the show and examine every nook and cranny. One of my areas of focus for several years has been the LSA Mall located not far from the forum buildings. For 2013, this plan has evolved. The Light Aircraft Manufacturers Association (LAMA) will not be hosting the LSA Mall for the first time in many years. Instead, LAMA chose to go with an indoor display because many tens of thousands of attendees populate the display halls and they might miss LSA exhibitors who are scattered all over the immense real estate that is AirVenture. At its new display, LAMA will provide some attention-getting video and will be prepared to help folks find any LSA company, even those that may not attend the big show. LAMA will be in spaces 4100-4101 at the south end of Aisle C in Hangar D. AirVenture takes

The very first company to win FAA acceptance as an SLSA was Evektor. Now, midwest U.S. Sportstar and Harmony rep Steve Minnich reports that Evektor passed a recent FAA audit at its production plant in Kunovice, Czech Republic. This comes as no surprise because the company has also successfully been ISO-audited, EASA-audited, and LAMA-audited. Still, FAA apparently wanted to see for itself after more than 100 are flying in the USA. Steve noted that the FAA focused on “quality assurance in the manufactur-

ing, design, maintenance and continued operational safety monitoring” of LSAs. One interesting part of this visit is that two FAA officials allowed a nonFAA person to accompany and observe. This first-ever occurrence may be part of the FAA’s written “Strategic Plan” issued Aug. 7, 2012, that calls for the industry to pick up this sort of duty at some point. Congratulations, Evektor!

Make your voice heard

Each year, the FAA surveys the flying population, seeking information on aviation activity and safety. The general aviation and professional flyer community responds, but often recreational aviation details are sparse. You can help change that. The FAA hired an independent research firm called Tetra Tech, which wrote, “The FAA’s annual GA Survey is the only source of information on the general aviation fleet, the number of hours flown, and the ways people use general aviation aircraft. These data help to determine funding for infrastructure and service needs, assess the impact of regulatory changes, and measure aviation safety. The GA Survey is also used to prepare safety statistics and calculate the rate of accidents among general aviation aircraft.” Tetra Tech added, “If you receive an invitation to complete the survey in the mail, it is important that you respond.

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July 5, 2013  

The July 5, 2013 edition of General Aviation News