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$2.95 • September 13, 2013 65th Year. No. 17

The future of fuel P. 16 $1 a gallon avgas P. 5 Remembering Paul P. 14 Piper Mods P. 23

Backcountry beauty


September 13, 2013

Briefing —

Piper Aircraft now provides Jeppesen flight data to purchasers of new Piper airplanes, including the Meridian, Mirage, Matrix, Seneca V, Seminole, Arrow, Archer LX and Archer TX models equipped with Garmin G1000 and G500 avionics.,

WACO Aircraft was recently featured on the Discovery Network’s Science Channel series “How Do They Do It.” According to WACO officials, film crews spent several days at the company’s facility in Battle Creek, Mich., getting a behind-the-scenes look at how the WACO YMF (pictured) is built., The main terminal building at Indianapolis Executive Airport (TYQ) has been renamed in honor of retiring board President Donald R. Silvey. Silvey, who has been on the board since 2004, served as president the last seven years. Under his leadership, the airport has grown from a small rural airport into one of Indianapolis’ busiest reliever airports serving communities in Hamilton, Boone, and Marion counties, airport officials noted. A recent economic impact study

Expo, which takes place at the National Center for Aviation Training in Wichita from Sept. 26 to 27. EAA AirVenture Oshkosh has set its dates for the next seven years through 2020. While the 62nd annual EAA flyin at Wittman Regional Airport in Oshkosh, Wis., will be held on July 28Aug. 3, in future years the event will be scheduled to run completely in late July. The schedule changes were made to accommodate visitors’ schedules, especially earlier school start dates around the country, officials with the Experimental Aircraft Association said.

Photo courtesy WACO Aircraft

The first production unit of Cessna’s newest business jet, the Citation M2, took its maiden flight Aug. 23 out of the company’s Independence, Kan., facility. Type certification is expected this fall. The six-seat M2 is reported to be the first aircraft equipped with Garmin G3000 avionics.

showed that the airport supports nearly 2,400 jobs and over $430 million in annual economic activity. The State of Indiana eliminated its 60 cents a gallon aviation fuel sales tax and replaced it with a 10 cents a gallon aviation fuel excise tax, effective July 1. The tax is on both avgas and jet fuel, according to officials with the Indiana Department of Revenue, who estimate that pilots fueling at any of Indiana’s 100 public-use airports can expect to save a hundred dollars or more. The Lancair Owners and Builders Organization (LOBO) has partnered with Lancair International to organize the third annual LOBO/Lancair Landing. Scheduled for Oct. 4-6 at the Hilton Greenville in Greenville, S.C., the

educational event will be preceded by LOBO’s Ground School on Oct. 3. The two-day event will include forums hosted by experts, vendor presentations and displays, and a chance for builders to show off their Lancair aircraft while meeting other Lancair owners, builders and enthusiasts. The 72nd chapter of the IMC Club has been founded at the Aircraft Owners and Pilots Association (AOPA) headquarters in Frederick, Md. The AOPA chapter is open to all current, non-current, and future instrument pilots., Kansas Gov. Sam Brownback has proclaimed September Aviation Appreciation Month. The proclamation celebrates Kansas’ aviation history and recognizes the inaugural Kansas Aviation

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General Aviation News —  800.426.8538

September 13, 2013

Flying Club Network hits milestone The Aircraft Owners and Pilots Association’s campaign to grow the number of flying clubs in the United States reached a new milestone recently when the 400th club joined AOPA’s Flying Club Network. AOPA also just launched a new version of the online “Flying Club Finder,” which allows individuals to find a club in their area. A map shows details of 415 clubs in the network, plus another 133 clubs in the process of formation. “We are especially pleased to see so many new flying clubs getting started,” said Adam Smith, senior vice president of AOPA’s Center to Advance the Pilot Community. “Clubs are a great way to BRIEFING | From Page 3 Oct. 22-24 in Las Vegas. Huerta was scheduled to speak at NBAA’s 2012 Convention, but had to amend his plans when Hurricane Sandy made landfall in the days just before NBAA. The Museum of Flight’s 1935 Lockheed Electra, one of only two in the world, is expected to fly to the Seattle museum Sept. 21. The rare aircraft is the same type as Amelia Earhart’s famous plane, and will be the center piece

Cover Photo by Jim Koepnick

build a stronger community in which more people earn pilot certificates, pilots are more active and the flying lifetime of pilots is extended.” AOPA established the Flying Club Network to share information and bestpractices among clubs. The association is also working on programs to assist flying clubs with marketing, insurance, financing and legal support. There is no charge to be a member of the Flying Club Network, which provides clubs a monthly newsletter, regular webinars, access to a help desk for support, and recognition in the new AOPA “Flying Club Finder” with a specially designed symbol.

Send us your photos Airplanes are among the most photogenic beings on — or above — earth. Have you taken a picture you are particularly proud of? Would you like to share it with our 92,000 monthly print readers in our upcoming Photo Issue? If so, send it to Janice Wood at with image details by Oct. 14. of a permanent Earhart exhibit opening in October. The Electra will appear at the Reno Air Races, with its final flight from Reno to Seattle before becoming part of the indoor exhibit. The Museum’s Electra was built for Northwest Airlines and began passenger service in 1935. It served in World War II and then went back to flying passengers for various airlines until it was restored to replicate Amelia Earhart’s Electra in 1996. In 1997 Linda Finch flew it around the world, reenacting Earhart’s last flight. Pan Am International Flight Academy has been purchased by ANA Hold-

ings, the parent company of All Nippon Airways. The Japanese airline plans to expand Miami-based Pan Am into Asia to provide training to other Asian airlines, partner firms and subsidiaries. Aerobatic star Sean Tucker recently cut the ribbon on the reopening of the newly improved main runway at Van Nuys Airport (VNY) in Southern California, which just underwent a $20.5 million, seven-month modernization. Tucker, who learned to fly at VNY, flew his custom Challenger biplane at 220 mph through three ribbons strung across the runway, cutting the final ribbon while inverted.

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Legendary pilot Clay Lacy then made the first landing on the improved Runway 16R in his historic Learjet 24, the first corporate jet based at VNY in 1965. One of the world’s busiest general aviation airports, VNY had over 260,000 operations in 2012, according to officials with Los Angeles World Airports, which owns and runs the airport. More than 100 businesses are located on the 730-acre airport, which contributes approximately $1.3 billion to the Southern California economy and supports more than 12,000 jobs.

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September 13, 2013 —

How does fuel price influence general aviation? This October, a group of companies will use the Redbird Skyport aviation laboratory, in San Marcos, Texas, to find out by selling avgas for $1 a gallon. “This experiment isn’t about the cost of avgas,” says Jeff Van West, director of Redbird Media, and spokesman for the experiment. “It’s true that we’re selling avgas for $1 per gallon for the entire month of October. But we’re really using fuel price as a catalyst to stimulate activity and generate data. Of course $1 gas will increase flying activity, if by novelty alone. That’s not the point. The core question is: Increase it by how much and for how long? A 10-fold increase says fuel price plays a huge role. A 40% increase? Maybe not so much. And if fuel price isn’t the barrier, what is?” The experiment will include collecting data on all pilots fueling their aircraft at the Skyport, located at San Marcos Municipal Airport (KHYI). Van West said the fuel offer is open to any piston aircraft that can fly in and fly out, as long as the pilot participates in the study about how flying choices are made. Repeat customers may get follow-up questions to help track changes in flying habits, he said.

Photo courtesy Redbird Skyport

How will $1 a gallon fuel affect flying?

“Pilots arriving in their cars or carrying fuel cans will not be eligible,” Van West added with a grin. Several big names in aviation are behind the experiment, including Garmin, Aspen Avionics, King Schools, ForeFlight, Bendix King, the Experimental Aircraft Association (EAA), the General Aviation Manufacturers Association (GAMA), Jeppesen, Phillips 66, Piper Aircraft, Avemco Insurance, Senn­heiser, Hartzell, Bad Elf, and Brown Aviation Leasing.

California Pilots Association

The city of San Marcos and some local businesses have also offered support, underscoring how savvy municipalities understand the economic impact of aviation, he said. During October, CEOs and other leaders from partner companies will conduct town meetings at the Skyport to answer pilot questions and hear opinions on the direction of their products and the aviation industry. Pilots’ opinions on what motivates them to fly will also be part of the data published when the experiment

is complete, according to Van West. “We chose October for this test to take advantage of the fantastic flying weather in Texas, and give pilots additional incentive to fly to AOPA Summit in Fort Worth, Oct. 10-12, and the Migration Flight Training Conference at Skyport, Oct. 28-30,” he said. “When the month is up, we expect to have fresh insight into how fuel price really factors into the many forces affecting how often GA pilots fly.”



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General Aviation News —  800.426.8538

September 13, 2013

Is CNG a realistic fuel option for GA?


F FUEL EO UR UT See even more about The future of fuels in our special focus, which continues on page 16.

Photo courtesy Aviat Aircraft

Is your home, hangar, or hot water tank gas fired? If so, you might have a plentiful — and affordable — supply of fuel for your airplane. At least that’s what Aviat Aircraft owner Stu Horn is trying to see come to fruition. At last month’s AirVenture in Oshkosh, Horn, along with Greg Herrick, president of the Aviation Foundation of America, debuted a dual-fuel, 100LL and Compressed Natural Gas (CNG) Aviat A-1C Husky. Aside from the large CNG belly tank, the Husky parked in front of the Innovations Pavilion at AirVenture was indistinguishable from any other from the Aviat production line. Herrick began researching the viability of CNG as a fuel source for aircraft last year. The owner of two Huskys, Herrick reached out to Horn to discuss the idea of creating a proof-of-concept airplane. Once Horn learned more about CNG, he called on six Aviat engineers to make it happen. This particular Husky, N15NG, was flown to Oshkosh from Afton, Wyoming, by Horn. “It has 10 hours on the airframe — nine getting to OSH,” he noted. Inside the cockpit, there is a fuel source selector, which can be switched in flight, much like switching from one tank to another. Internal to the engine, the Lycom-

Photo by Ben Sclair


ing’s IO-360-A1 D6 received new pistons to increase the compression ratio from 8.5:1 to 10:1. Horn and Herrick noted a number of benefits to using CNG as a fuel source: • One GGE (gas gallon equivalent) weighs 5.66 pounds versus 6.01 pounds for 100LL; • CNG is 138 octane, resulting in more energy per unit of fuel; • CNG contains no lead, and has 90% fewer smog particulates compared to 100LL; • CO2 emissions are reduced by 30% compared to 100LL; • Burning CNG lowers CO (carbon monoxide) by more than 90%; and • Horn expects engine oil to last three to four times longer given CNG does not contaminate and dilute crankcase oil. But the kicker to the whole experiment is the potential impact this could have on the cost of flight training. Using $0.85 as the cost of one GGE of CNG, a training flight might see a more than 80% reduction in fuel costs. Depending on the aircraft, that could be $40-$60 per hour, according to Herrick. “Compressed Natural Gas (CNG) would be great option for aviation engines,” noted Lycoming Engines’ Se-

nior Vice President and General Manager Michael Kraft. “The equivalent octane rating is very high and since it arrives to the engine as a gas, a lot of the challenges we face with liquids in carburetion and fuel injection systems disappear. The biggest challenges are actually not with the engine itself, but with certification of the aircraft tank system and CNG distribution infrastructure in general. These are not particularly hard technical problems to solve, but will require some heavy ‘elbow grease’ and capital investment. This could be a viable solution for a flight school or flying club where the investment in a CNG compressor station could be minimized to one location.” Since AirVenture, Horn has been busy working on the economic model and “identifying strategic partners to work with Aviat on the project moving forward.” Asked about feedback during the show, Horn said, “Overwhelming. Surprisingly, different and diverse groups were both enthusiastic and excited.” He reports he has been contacted by a utility company president and CNG hardware makers offering to assist. He’s also heard from lobbyists, assuming there must be some government program

— thus money — to make this happen. The U.S. Air Force also reached out to Horn, as did members of Congress. “What’s funny though,” Horn continued, “is they all want you to tell them everything before they decide if they’ll share anything in return.” Since AirVenture, Aviat officials have been officially testing the Husky to validate the metrics: Consumption, efficiency, and performance so they can compare it to the known data using 100LL. And? “The numbers, so far, are holding up quite good,” Horn reports. What’s next? Horn will pursue a Supplemental Type Certificate (STC) so “we can offer it to the world.” Thanksgiving 2013 was mentioned as a timeframe, but was immediately followed by, “you never know with the FAA.” When asked about CNG as one part of a dual fuel system as opposed to a single fuel system, Horn doesn’t hesitate. “CNG will work best as a single fuel source,” he said. Useful load is always an issue, and carrying the redundancy of a dual fuel system is too much, he explained.


As relates to the aftermarket, Horn believes a $12,000 retrofit to an existing airframe and engine is possible. Given the low cost of CNG, compared to 100LL, an owner who flies 100 hours a year might see a return on investment (ROI) in three years. Given that CNG per GGE is significantly cheaper than 100LL, a pilot might actually fly more hours per year and reduce the ROI further.


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DAYTON, Ohio — The U.S. Air Force will host the famed Doolittle Raiders’ final toast to their fallen comrades during an invitation-only ceremony on Nov. 9 at the National Museum of the U.S. Air Force. On April 18, 1942, 80 men took off from an aircraft carrier on a top secret mission to bomb Japan. Led by Lt. Col. James H. “Jimmy” Doolittle, these men came to be known as the Doolittle Raiders. Today, just four of the men survive: Lt. Col. Richard E. Cole, co-pilot of Crew No. 1; Lt. Col. Robert L. Hite, copilot of Crew No. 16; Lt. Col. Edward J. Saylor, engineer-gunner of Crew No. 15; and Staff Sgt. David J. Thatcher, engineer-gunner of Crew No. 7. At this time, all four Raiders are planning to attend the event. In December 1946 Doolittle and his fellow Raiders gathered to celebrate his birthday, and that event turned into an annual reunion. In 1959 the city of Tucson, Ariz., presented the Doolittle Raiders with a set of silver goblets, each bearing the name of one of the 80 men who flew on the mission. At each of their past reunions, the surviving Raiders would conduct the solemn “Goblet Ceremony.” After toasting the Raiders who died since their last

Photo courtesy U.S. Air Force

Doolittle Raiders plan final toast

September 13, 2013

meeting, they would then turn the deceased men’s goblets upside down. Originally, the Raiders planned to wait until only two were still alive, with the final pair then proceeding to drink a final toast using the vintage 1896 bottle of Hennessy cognac — the year of Doolittle’s birth — which has accompanied the goblets to each Raider reunion since 1960.

However, after Maj. Thomas Griffin of Cincinnati died in February at age 96, it was decided to have a final ceremony this year because of the survivors’ advanced ages. The goblets are on display at the Air Force Museum. Top Air Force officials are expected to attend the final toast. The public also will also have an opportunity to

celebrate these World War II heroes that day through events that include a wreath-laying ceremony at the Doolittle Raiders memorial and a flyover of B-25 aircraft. In addition, the Air Force Museum Theatre is planning to show Doolittle Raider and World War II-themed films.,

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NextGen moves closer to reality Charles Spence

directly affect general aviation. As usual in Washington, money is on top of the plate. Sequestration appears again; the U.S. must raise its debt limit — again — to keep borrowing money; and that proposed $100 per flight user fee for some flights in the busiest airspace hasn’t gone away. Sequestration has already forced billions in cuts from the 2013 budget. It will also have its effect on the 2014 budget. Establishing that budget will require passing a dozen bills by both the House and Senate, then reconcile them, pass the reconciled bills, and have the President sign them. This is a massive chore to be completed in a short time with such diverse opinions on where, why, and how to spend the public’s money.

Capital Comments

WASHINGTON, D.C. — The Next Generation Air Transportation System — known as NextGen — moved two steps closer to reality in late August when new programs became operational. The FAA deployed a new system called Time-Based Flow Management (TBFM), a scheduling tool that meters aircraft through all phases of flight in order to deliver the correct number of aircraft to airspace sectors and down to the runway at the exact pace at which the aircraft can be accommodated. The system has been installed at all 20 en route centers. It replaces Traffic Management Advisory (TMA). Because it is time-based, TBFM enables controllers to manage aircraft in busy airspace and deliver a more consistent flow of traffic, according to FAA officials. After training is completed, the FAA expects the system to be the platform for NextGen operations. Later it will be used at Washington, D.C.’s Ronald Reagan Washington National Airport (DCA), Baltimore International Airport in Maryland (BWI) and Cleveland Hopkins International Airport in Ohio (CLE). Lockheed Martin produced the TBFM system. At all centers, air traffic controllers, technicians and installers worked closely to resolve technical issues. The second step forward is Precision Departure Release Capability (PDRC), which was developed by the National Air and Space Administration (NASA) and then turned over to the FAA to further develop and implement in the en route centers. PDRC was developed to ease problems caused when the uncertainty of departure times because of bad weather, heavy traffic, or other factors caused missed opportunities for delayed aircraft to efficiently merge into the flow of high-altitude traffic. PDRC’s surface model component accurately predicts both departure times and departure runways. It also provides ascent trajectories from takeoff to the merge point in the high-altitude stream of traffic. Transferring PDRC to the FAA marks

the third time in the past two years that the two agencies have collaborated on the development of technologies to improve the handling, safety and efficiency of air traffic.

Congress returns to busy schedule

After its August vacation, Congress returned to Capitol Hill Sept. 9 with a full plate of issues, some of which will

Congress will have to act to increase the debt limit to prevent a total government shutdown. After some wrangling, the limit is expected to be raised, but pressure will be put on to seek savings and revenue sources. In the total scheme of things, the President’s proposal for a $100-perflight fee for some flights in the busiest airspace might seem like a possible compromise item to move the fiscal process ahead. As it stands now, all piston-powered airplanes and recreational flights would be exempt from the fee, which would assess $100 for each flight for corporate jets and airline flights. The alphabet groups and people looking out for the interests of general aviation certainly have a busy time ahead.




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General Aviation News —  800.426.8538

Thanks for your service

September 13, 2013

Meg Godlewski

If there is one constant in life, it is that change is inevitable. In the aviation industry, this often manifests as people leave one job to take another. Or, as in the case of JoAnn and Sandy Hill from Longmont, Colo., it can take the form of retirement after what most would agree is a long and eventful professional life. I met the Hills on July 24, 2003. I remember the date because it was the day after I earned my initial CFI ticket. Up until then I only knew the Hills through a story I had written about the Master CFI program. At that time, they were vice presidents and directors of education for the National Association of Flight Instructors (NAFI) and oversaw the administration of the Master Instructor program. It was set-up day at AirVenture. The Hills, surrounded by other volunteers, were unpacking boxes of display and informational material in the NAFI tent. I walked up to JoAnn and introduced myself, telling her that in exactly two years, when I would be eligible to apply for the Master Instructor accreditation, she would be hearing from me. Approximately two years later, JoAnn and Sandy called me to tell me that I had earned the Master Instructor designation. I believe it was at that moment that our friendship truly began. At the time, I was working at a flight school in Seattle. Although the school had been open more than 20 years, I was Meg Godlewski is staff reporter and a Master CFI. She can be reached at

the first from the school to earn the designation. The Hills fielded a lot of phone calls from coworkers who weren’t quite sure what the program was all about. JoAnn remarked that they’d never received so many phone calls from the same flight school in such a short period of time. Sandy, a retired Marine — is there really such a thing? — stated “education has taken place.” Sandy would reactivate the Marine educator mode two years later when the local FSDO was perplexed as to how to handle a CFI renewal using the Master program. One of the things that impresses me most about the Hills is that they’ve been married since 1967 and they work together, and have managed to do both with grace and style. They are one of those aviation couples who can wear matching shirts at airshows and not look goofy. Over the years, they became sort of a second set of parents to me, providing me, and I am sure many others, with role models on how aviation couples should be. JoAnn darn near moved me to tears this year at AirVenture when she introduced me to someone as “her other daughter.” They were the first people to meet my husband-to-be. When we were engaged, Sandy offered a heart-felt OORAH! For me, the Hills were synonymous with NAFI, so I was surprised when I learned that they were no longer part of the organization in 2008. I couldn’t imagine the Hills stepping out of the aviation education field. But they didn’t. In 2009, they became charter members of the Society of Aviation and Flight

Photo courtesy JoAnn and Sandy Hill

Touch & Go

Educators (SAFE) and started Master Instructors LLC, which meant I now had two options when it came to renewing my Master CFI status. JoAnn assured me that they will continue operating Master Instructors LLC after retiring from their volunteer activities. One of the greatest volunteer time commitments the Hills have been part of is the General Aviation Awards Program. A cooperative effort between the FAA and dozens of industry sponsors, the program seeks out the best of the best among flight instructors, avionics technicians, mechanics, and representatives of the FAA Safety Team (FAASTeam). In 1998, the Hills became judges for the national CFI of the Year award. In 2002, JoAnn was elected the program’s national chair and Sandy assumed the responsibilities of communications director. Under their guidance, the process of nominating, judging and awarding the

honors has become far more streamlined and now coincides with the annual aviation convention at Oshkosh. This year marked the Hills’ last year as part of the General Aviation Awards Program. JoAnn assured me that they’d still be around, but they were ready to let someone else do the heavy lifting. This was a little difficult for me to get my head around. Can anyone really retire from something that they are so passionate about? I was in the audience as the Hills accepted plaques honoring them for their years of volunteer service to the aviation community. It was nice to see them recognized by their peers and to have their adult children and grandchildren in attendance. We gave them a muchdeserved standing ovation. If it were not for the volunteer activities of the Hills — and so many others like them — general aviation would not be the energetic community that it is.


If you want a solid indicator of where the economy is heading in the next few years, don’t bother with the unemployment rate, new housing starts, of even consumer confidence: Watch one of the U.S. economy’s most reliable indicators of the past three decades — the private aviation industry. In the 1980s, the nation’s top corporations bankrolled fleets of private jets to get them where they needed to go. Deregulation, frequent flier programs and competition lowered fares and

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. commercial aviation became more of an option. But, by the mid-2000s, private aircraft manufacturing was booming again as a wave of mergers and soaring occupancy rates made private jets more attractive. Financial reports show that spending on corporate jets has been increasing recently, indicating confidence about

the economic future of the country. Private aviation and small aircraft manufacturers like Flexjet and Cirrus are showing big gains in the first half of 2013. Cirrus has had a 25% increase in shipments and is showing the best first six months since 2008, when the economy nearly collapsed. Economic data shows that when the

private aviation and small aircraft manufacturing industries are doing well, so is the rest of the economy. If you want to get ahead of market trends, watch and see how much money banks are loaning to finance corporate jets. The spending trend here is usually ahead of the rest of the market. If a banker or a CEO knows there is promise of long-term growth, then he or she feels confident enough to make corporate jet loans. Think of corporate jets as a high-end stimulus package. When big business LETTERS | See Page 11

September 13, 2013 —

You can’t do that…and other myths Jamie Beckett Politics for Pilots

In my column in the Aug. 30 issue, “Declare your independence: Fly cheap,” I suggested it might be possible to earn a private pilot certificate for as little as $5,000. I made that suggestion for the simple reason that it’s true. It’s an option that is available to anyone who is willing to throw off the yoke of 20th Century flight training convention and embrace the 21st Century opportunities available to them. Understandably I received e-mail that implied that I was misleading my readers, or perhaps didn’t have complete control of my sensibilities. It was pointed out to me that the TSA is evil, the FAA is overbearing, our airports are surrounded by fences festooned with signs admonishing people to keep out and — of course — the earth-shattering revelation that the costs of providing flight training for a non-profit club are the same as the costs of providing flight training for a profit driven business. Taking all of these arguments togethJamie 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 is buying aircraft to get them to where the business is, the rest of the country prospers too. Perhaps the next time our economy needs a pick-me-up, lawmakers in Washington should keep it simple: Give tax breaks for corporate jets. GREG RAIFF Seabrook, N.H


After reading the Letters to the Editor in the Aug. 16 issue, I felt I had to get my two cents in about aircraft ownership. Back in 1987-88, I was a 1/4 owner in a 1971 Cardinal RG as I wanted to be able to take my family along, not just me. The insurance we had turned out to be too low, so when the nosegear collapsed at about 65 mph on landing, the insurance company wrote it off. I ended up joining a club to get the ratings to CFII. It was the best money decision.

er, weighing them carefully and establishing the totality of their obstructionist potential, I say this: So what? None of that matters. None of it. These are myths perpetuated by our inner demons. Every one of these negatives can be turned into a positive or easily mitigated — if we choose to do so. Admittedly, it is often easier to throw up our hands and admit defeat than it is to climb the muddy mountain of opposition and plant the flag of success on the summit (I do love a good visual), but it can be done — and it is being done. Perspective is a choice. We can choose to see a path to a larger, more vibrant pilot population and set out to achieve that goal, or we can choose to be in the waning days of the General Aviation Era. I choose the former. In fact, I make that choice so fervently, with such optimism and hope, I cannot be swayed by mere prognostication of gloom and doom. I’ve seen the light. It’s been my pleasure to surround myself with people and institutions that have a can-do spirit and a plan to get where they’re going. Join us — or don’t. But whatever your choice, don’t be fooled into thinking we can’t make a difference that puts more pilots in the air, more airplanes on the ramp, better educational outcomes into our schools, and more skilled indiI feel Wouter Sutsma’s pain about the high costs (A student’s perspective). In Northeast Ohio and Northwest Pennsylvania, I know of at least five airports that no longer rent aircraft or teach — and forget about renting an LSA. There aren’t any available — the insurance is too high. ELIAS J. VUJOVICH Southington, Ohio


Re: John Christensen’s Guest Editorial in the Aug. 30 issue, “Old Coot pilots propose new medical:” Your point is exactly why that proposal would never work in the real world. The thought of having to find another pilot to tag along every time you wanted to fly would be enough to make many just give up. What is wrong with jumping in your aircraft on a weekend to go get one of those infamous $100 cheeseburgers? Do you wander around the airport looking for someone to babysit you so you


Is fuel one of the factors driving your viduals into the job market. We can. costs up? Then consider an auto-fuel The problem for many of us is that STC or a powerplant designed to run we’re human and, being human, we’re on mogas. That single change can have susceptible to human limitations. We a profound effect on your cost of doing have a tendency to slump into a rut business. while convincing ourselves we’re actuDoes the airport fence intimidate ally in the groove. We see the problems potential clients? Erect a big sign that facing us and consider them insoluble says, “Welcome to…” and paint it up in because we can’t personally find a fix. cheerful colors with an upbeat slogan. We expect the business model we used If customers think renting is too exsuccessfully 60 years ago to remain vipensive, explain how fractional ownable regardless of changes in technolership and flying clubs (both with an ogy, the economy, or the desires of our equity stake and without) work — then customers. offer to help them find Essentially, we dethe method of accesslude ourselves into “The world will ing an airplane that failure and salve our souls with the belief always be populated works best for them. In short, you can that no other outcome by those who say catch more flies with was possible. Our failures are due to you can’t. But history honey that you can with vinegar. Smile. the vagaries of fate, teaches us over Offer a warm and gennot our own lack of and over again that uine hand-shake. Provision, creativity, or vide a level of service flexibility. you can, if you’re so high it surprises The flip side of that scenario is the great willing to really try.” and pleases your customers and potential gift some of us recogcustomers. Market to nize in being human. a broad audience, welcome non-tradiBecause, as humans we’re prone to tional customers to your counter, and dreams of grandeur and lives filled with take the time to ask them what you can the pursuit of majestic possibilities. Our do to make them feel more comfortable own limitations are mere speed-bumps while at the airport. Operate the airport on the road of life because we know as if it’s 2013, not as if it’s 1955. we don’t have to re-invent the wheel every generation or two. The odds are The world will always be populated somebody already has. All we have to by those who say you can’t, no matdo is learn from their example, apply ter what field of endeavor you’re in. the principles they’ve pioneered for us, But history teaches us over and over and reap the rewards of standing on the again that you can, if you’re willing shoulders of others who willingly gave to really try. So do your homework, us a boost up to higher heights. make your choices, and do your best. So let’s apply those positive attributes If you really want to succeed, you will to the general aviation environment. — eventually. can fly your airplane? We need common sense proposals that really provide increased freedom. SARAH ASHMORE via I think this Class 3B would be a disaster. I like to fly on a moment’s notice and could never find another pilot to accompany me. In my 2,000-plus hours as PIC I do not think I have more than 10 hours with another licensed pilot. Needing another pilot means he would have to stay overnight when you do. If you fly in conjunction with business, as I do, what does my copilot do for four or five hours while I am at meetings? When my wife and I go to Martha’s Vineyard for an overnight stay, where is my copilot? My AA5A cannot handle four people, so he is alone. What about when I fly to Florida for a week’s vacation? Do I put up my copilot in a separate hotel? Meals for copilot? Your suggestion is far worse than

just going LSA. Look at the statistics. LSA pilots proportionately have had less medical in-flight problems than pilots holding 3rd class medicals. You are putting a Band-Aid on a severed limb. LAWRENCE LAWN via I flew yesterday, alone, on my drivers license in my Light-Sport Aircraft (CTLS) to deliver it to my mechanic for its annual inspection. I do not have to restrict my flying to those times I can find someone else to fly with. No, the Old Coot’s proposal says that in order to fly I would need another pilot to oversee my actions — I object. Within the restrictions imposed by the FAA for Light-Sport flying, I am able to fly safely, with or without another person in the airplane. Again, no, I do not trust the FAA and its inept medical administration with reassessing requirements. DR. KENNETH NOLDE via


General Aviation News —  800.426.8538

September 13, 2013

What’s causing rough-running engine? Paul McBride Ask Paul


I bought an older Mooney with a Lycoming IO-360 with Bendix fuel servo. The engine starts to run rough once the last 1/2 inch of throttle is given. An induction leak cannot be located. Would a faulty sniffle valve be to blame? Any other possibilities? JAMIE RICHARDS via


Jamie, with regard to your older Mooney and the engine roughness when the last half inch of throttle is applied, I’d be suspicious of a partially plugged fuel nozzle. I’m not certain if the older Mooneys had a fuel flow gauge or not, but if you were to have a partially plugged nozzle, Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to: The Specialists in Light Sport, Heavy Fun Have a LSA for You!

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it should show up on the gauge as an excessively high fuel flow at full throttle. This is a result of the fuel servo unit allocating four cylinders worth of fuel — which is what’s being called for at full throttle — being sent to the flow divider on top of the engine. The flow divider’s job is to distribute the fuel to the cylinders equally. However, when one cylinder has a partially plugged or blocked nozzle, then either a reduced flow or no flow goes to that cylinder. This is normally noticed by a higher fuel flow on the gauge because the fuel that’s not able to go to the cylinder with the problem will now go to the three remaining cylinders, causing a rich condition in those cylinders. What I’m trying to say is the other three cylinders are actually receiving four cylinders’ worth of fuel, which could cause some engine roughness and unusually high fuel flow. There are other problems of a more

container. The spray pattern should be a serious nature that could come into play nice pencil-point stream and not a wigif this is what is actually occurring. The cylinder that is not getting the proper gly air bubbly type spray. If the latter amount of fuel could possibly experiis observed, that nozzle may need to be ence a failure. With insufficient fuel replaced. After 30 to 45 seconds you to a cylinder with a partially plugged may bring the mixture control back to fuel nozzle, the end result could be a idle cut-off position and close the throtburned piston. Should that occur, then tle and turn the boost pump off. the possibility of metal contamination It’s ideal to take all of the fuel conthroughout the engine is possible. tainers and place them on a level surI’d suggest you do some simple trouface and, hopefully, you should see the bleshooting before you decide to give same quantity of fuel in each container. up on this poor old If each container has Mooney. Let’s do a the same amount of flow check on each “The possibility of fuel, then all of the fuel nozzle, which nozzles are functiondoesn’t take long and metal contamination ing correctly. Should the quantities be difmay give us a lot of throughout the ferent, with one nozinformation. engine is possible.” zle showing a lesser Remove the top amount of fuel than cowling and disconthe others, then this is nect each fuel line the nozzle that is causing the problem at each fuel nozzle. Then remove each and it will either need to be cleaned or nozzle from the cylinder. If they are replaced. the newer type two-piece nozzle, make I’d try cleaning it first by blowing certain you don’t lose the insert. Reconclean shop air through the nozzle in the nect each nozzle to its original fuel line. direction the fuel flows and reflowing it By bending the fuel line and nozzle aswith the others. Use caution here if you sembly slightly, place each nozzle in a have the newer style two-piece nozzles small clean container, like a baby food and be certain to keep the two pieces jar. You want to observe the fuel flow together, but blow each piece with the from each nozzle, so the containers clean shop air. should be positioned so they can reYou may also clean the nozzles with ceive fuel without spilling any. a good cleaning solvent. I prefer to use The test can be conducted by turnHoppes No. 9 gun cleaning solvent. ing on the master switch, with throttle and mixture full forward, and then turn Again, if you have the two-piece nozthe aircraft boost pump on. You should zles, keep the two pieces together bethen observe the nozzle spray pattern on each cylinder as it flows into the ASK PAUL | See Page 13 “The Name to Remember for Aircraft Engine Parts and Service”

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1,000 Eagle Flights in first year The Experimental Aircraft Association’s year-old Eagle Flights program, which provides one-on-one flight experiences for adults interested in becoming a pilot, marked its 1,000th flight on Aug. 10 in Hickory, North Carolina. Bradley Bormuth of Hickory’s EAA Chapter 731, took Joshua Austin for a flight in a Cessna 172. Eagle Flights, launched at AirVenture in July 2012, is based on the successful Young Eagles program, which has flown more than 1.7 million kids between the ages of 8 and 17 since 1992. Through Eagle Flights, EAA hopes to expand the pilot population. “EAA chapters providing Eagle Flights are making the program successful,” said Trevor Janz, manager of chapters and Eagle Flights. “We set a ASK PAUL | From Page 12 cause they are a matched set. In other words, just don’t throw all the pieces in the Hoppes together for cleaning. DO NOT use a piece of safety wire or any other solid object to clean the nozzle. You mentioned the sniffle valve, so let’s think about that. If the sniffle valve is allowing an induction leak, then I’d expect to see a higher manifold pressure at engine idle of 600 to 800 rpm. Typically, on a normally aspirated engine, the manifold pressure in that idle range would be about 10 inches. If you have an induction leak, then I’d expect to see a slightly higher manifold pressure of 12 inches or higher. Just for the heck of it, with the engine at normal operating temperature and at idle, pull the mixture into the idle cut-off position and watch the rpm. If the engine has an induction leak, you probably will not see a 25 to 50 rpm rise just prior to the engine quitting, which may indicate a lean mixture as a result of an induction leak. If the fuel system and induction system are working as they should, I’d expect to see that slight rpm rise just prior to shut-down. Jamie, I hope this gives you a couple of things to check and hopefully discover where the problem lies. I don’t think it’s anything too serious, but I’d check into it as soon as possible.

goal of 1,000 Eagle Flight rides given the first year and our chapters made that goal. EAA chapters are making a difference and will help grow the pilot population and their chapter membership by supporting Eagle Flights for adults.” The Eagle Flights program is supported by Sennheiser, which is providing financial resources, as well as dedicated outreach assistance. “EAA has a longstanding history of

encouraging flight training, in addition to an extremely supportive network of accomplished pilots around the world,” said Christian Pulm, global marketing and strategy development, Sennheiser Aviation. He added Sennheiser’s sponsorship of EAA Eagle Flights is another way the company is building on its Live Your Dream program. Launched in 2011, Live Your Dream is designed to help people with a passion for flying

to take the first step towards becoming a pilot. “There are many synergies between Sennheiser’s Live Your Dream and EAA Eagle Flights,” Pulm said. “Both programs provide a wealth of resources designed to educate and motivate, while bringing the possibility of attaining a pilot’s license one step closer.”,

Get Ready for Summit for the AOPA Aviation Summit in Ft. Worth, Texas. This year we’ll gather from October 10-12 to enjoy all the best that general aviation has to offer, including the latest products and services, educational opportunities, and, of course, the chance to spend a few days among our fellow pilots, sharing ideas and enjoying camaraderie. If you’ve been part of a past AOPA Summit, then you know just how exciting this event can be. But I’d like to extend a special invitation to those of you who may not have made it to a Summit yet, especially those of you who live in the middle of the country. This is a great year to experience Summit while we’re centrally located in Ft. Worth—a city with lots to do for the whole family. answers, and get the most enjoyment from your three-day visit. With new learning experiences, including seminars on u can explore whatever aviation topics interest you.

not just a chance to listen and learn, it’s also a chance to get expert answers to all your questions. For even greater depth and breadth of experience, we’ll be joined by the American Bonanza Society, which will hold its annual gathering in conjunction with Summit for the second consecutive year. In the exhibit hall you can get hands-on with the latest technology in avionics, simulation, aviation apps, pilot gear, and more from some 400 exhibitors. You’ll also have the chance to check out dozens of new and classic aircraft on display at AirportFest. And of course, there will be plenty of opportunities to socialize with friends new and old as you enjoy some famous Texas barbecue, take in the rodeo, or indulge in a traditional pancake breakfast. We’ll even have a special free concert from country music star Aaron Tippin on Thursday night. Space is limited, so be sure to sign up early. And, of course, we’ll talk about serious issues, too. General Aviation leaders, including FAA Administrator Michael Huerta, will be on hand to answer questions, discuss the challenges we face, and look ahead to the future. You can register and start making your travel plans online at Hope to see y’all in Texas!

Craig L. Fuller AOPA President and CEO today.


General Aviation News —  800.426.8538

Paul Poberezny came from humble beginnings, yet he created one of the world’s largest aviation organizations, the Experimental Aircraft Association, which spawned the world’s largest annual fly-in, EAA AirVenture, known to most as simply Oshkosh. He died Aug. 22 at the age of 91, after a career that spanned more than 70 years of flight at the controls of more than 500 different types of aircraft. According to a tribute at, Paul Poberezny often said that there was not a day that went by that he didn’t say the word “airplane.” His flight experiences began as a high school student and continued through his service in World War II and the Korean conflict. Between the wars, he began his handson approach to aircraft design and building that would set him on the path to becoming a general aviation icon. In January 1953, he organized about three dozen aircraft builders and restorers in a local Milwaukee, Wisconsin, club that was named the Experimental Aircraft Association. Later that year, the first EAA fly-in formed the foundation of what has become EAA AirVenture Oshkosh. You can read all about Paul’s remarkable life — and legacy — at, including excerpts from his book, “Poberezny ... The Story Begins.” We’d like to share some thoughts about Paul from Kent Misegades, our GAFuels blogger, general aviation luminaries, and our readers: Kent Misegades: A fellow EAA chapter 1114 member once said, “Everyone in the EAA is greater than you’d think.” That certainly pertains to the organization’s founder. Among homebuilders, the name Poberezny has always evoked awe, and my respect for this gentle giant of a man grew steadily since first reading of him as a teenage

student pilot in the early 1970s. His biography, “Poberezny: The Story Begins…,” reveals the modesty of a man who was perhaps the most unlikely candidate for the fame he was to later achieve, given his family’s simple background and his mischief as a boy. My first encounter with the man was a letter he wrote to me in 2001, complimenting me on an issue of the chapter’s newsletter that I edited at that time. I was skeptical of claims that he read all the newsletters people sent headquarters, but he did, and he took the time to send a letter — who does that any more? This only inspired me to improve my work, eventually earning me awards for this and a newsletter I wrote for IAC Chapter 19. My work was noticed by fellow North Carolinians, former EAA Publications leaders Jack and Golda Cox, leading to several summers helping the EAA writers cover all the great stories one discovers at AirVenture. During one of the annual parties for writers held at Jim Busha’s hangar at the north end of the airfield, Paul stopped by in Red One for an hour to chat about things. My wife commented that most of his teary-eyed, hushed remarks centered not on flying machines, but on the lifelong devotion of his wife, Audrey. One writing assignment I received, originating from the Cox’s protégé Mary Jones, dealt with aviation fuel, and an unexpected second career in aviation fuel equipment sales evolved, along with the GAfuels blog and the formation of the Aviation Fuel Club that helps its members lower the cost of flying, which for many of its members is the essence of the EAA. As the president of EAA1114 from 2009-2012, one of the largest chapters in the world, I came more often in contact with Paul Poberezny, who would ask my thoughts on the future of the

Paul and Audrey in the original EAA offices in their home.

Photos courtesy EAA

Remembering Paul Poberezny

September 13, 2013

Paul received an honorary doctorate Oshkosh in 2004. organization that he and Audrey had created. Most recently, he called me last winter to thank me for a letter I had written to him on the topic of aviation fuels and the future leadership of our organization. He described with excitement his just having checked out in the EAA’s B-17, making him the world’s oldest active pilot of the Flying Fortress. Somewhere in the middle of our half-hour conversation, he began calling me “son.” Having lost my own father a decade ago, another gentle giant who shared my love of aviation, Paul’s words were touching, to say the least, and I sat speechless at my desk for minutes after he hung up. A fellow homebuilder friend of mine, one of the leading contenders for Tom Poberezny’s job several years ago, recently related a similar telephone encounter with Paul where he was addressed as “son.” In my case, a few kind words in a letter from him a decade ago led to a new career, a multitude of new friends and the creation of a grassroots group that strives to help people realize the same childhood hunger for flight that drove Paul to greatness. There is no replacement for Paul Poberezny. When one of my chapter members asked how we can properly honor the man, my reply was simply to follow his lead: “build, build, build — fly, fly, fly.” See you out West, Mr. Poberezny. Hal Shevers, founder of Sporty’s Pilot Shop: “All of us at Sporty’s were saddened to hear of Paul’s passing. I say simply ‘Paul’ and that’s all I need to say because there is only one Paul in aviation. “We might characterize that which started in Paul’s basement and grew into the strong organization called EAA, and the annual event those of us who have been around for a while still

from the University of Wisconsincall Oshkosh, as nothing short of miraculous. But no miracles were involved. Paul accomplished what he did through hard work, tenacity, good decisions and a love of aviation. “In fact, Paul has done more than any single individual to encourage everyday people to fly their own aircraft and love them as well. His passion and spirit will live on for generations in the organization he built.” Dr. Peggy Chabrian, founder, Women in Aviation International: “Paul Poberezny was an inspirational leader whose wise counsel helped shape Women in Aviation, International. One January day in 1995, I asked Paul if I could have about 10 or 15 minutes of his time. We sat down and I asked him, ‘If you were to begin EAA all over again today, what would you do the same and what would you do differently?’ We sat and talked for almost an hour and a half and he shared many concepts, including his conviction that chapters were one of the strengths behind EAA. This advice is one of the reasons WAI chapters exist and are a vital part of our organization. He was selfless in his advice and in the next few months as WAI was being formed, I referred to my notes from that conversation quite often.” Craig Fuller, president, Aircraft Owners and Pilots Association: “Paul Poberezny was a true original who embodied aviation’s best attributes of teamwork, craftsmanship, achievement and service. To say he was a visionary is an understatement. He focused his many attributes on making the Experimental Aircraft Association what it is today, and that is clearly an outstanding legacy that benefits all of us.” Paula Derks, president, Aircraft Electronics Association: “Paul always said he felt like a millionaire because he made a million friends in the aviation

September 13, 2013 —


Paul and Audrey Poberezny

Paul during a meeting with then Vice President George H.W. Bush. industry. Actually, the general aviation industry should think of ourselves as millionaires amongst Paul, because he gave us a million reasons to be passionate about aviation. He leaves a great mission for all of us to carry on in the future.” SUN ’n FUN officials noted that “it is with great sadness that we give a last salute to Paul Poberezny, one of aviation’s greatest inspirational leaders. Paul was a driving force as a motivator and supporter in the creation of the SUN ’n FUN International Fly-in and Expo 40 years ago and stayed true to the development of the event to make it what it is today. He will be honored during SUN ’n FUN 2014.” Edward Rosiak, president of the California Pilots Association: I was born and raised in Milwaukee, Wis., obtaining my private pilot license there in the early 1970s. Being a typical pilot and interested in all things aviation, I attended a monthly EAA get-together held in the basement of Paul’s home, in Hales Corners Wis., the EAA offices at the time. I went there to learn about the EAA and how it fit in general aviation. During the meeting I remember Paul asking our small group what other

aviation organizations we belonged to. When none of us raised our hands confirming membership in other aviation organizations, Paul gently chastised us, commenting that general aviation needs all the support it can get. He recommended we join EAA, our local airport aviation organization and AOPA to support their efforts on our behalf. I never forgot that advice and still repeat it today in my efforts on behalf of the California Pilots Association. RIP Paul, and thank you for all of the wonderful work in support of general aviation. Bill Finney: I was in the Warbirds area at Oshkosh one year when Paul came walking through, obviously heading somewhere in a bit of a rush. I said, “Hi, Paul,” fully expecting him to just say “Hi” and continue on his way. Instead, he stopped, turned around, and came back to talk with me. I didn’t expect him to take the time to stop and talk, but he did. He was definitely a people person. RIP. Edward Dolejsi: I met Paul in the early 1990s while participating in one of the week-long aircraft building workshops at Oshkosh. Paul made a point to speak with every one of us, not just “hi, how are you,” a real discus-

Paul during his World War II military service; (inset) with his son Tom. sion. He stopped by several times during that week — airplanes and people were definitely his thing. Larry Portouw: “I earned my pilot’s license in Steamboat Springs, Colo., when I was in high school in the late 1970s. One day a beautiful DC-3 showed up there. What do you know? It was the EAA’s and Paul Poberezny was flying it. He took the time to talk to a young, aspiring student pilot and presented me with a Lindberg commemorative key chain associated with the Spirit of St. Louis replica. I still have it today. It is a rare thing for a man to touch as many people and to so profoundly influence and change an activity as Paul did. RIP.” Richard Warner: At an Oshkosh flyin in the late 1970s, I was walking by the fly-in office, where Paul was giving two teenage boys a lecture on not using profanity. I remember hearing him asking them if they used that kind of language in front of their mother. Another time, at SUN ’n FUN, I had hurt my leg and as I was leaving the registration building heading for the flight line with a slight limp, Paul was driving by in a golf cart and asked me if I would like a lift to the flight line, which I gratefully accepted.

If you would like to make a memorial in honor of Poberzny’s life and legacy, they can be made to: • EAA Aviation Foundation: PO Box 3086, Oshkosh, Wis. 54903; • Evergreen Foundation Inc.: 1130 North Westfield St., Oshkosh, Wis. 54902; • American Cancer Society, Northeast Wisconsin: 790 Marvelle Lane, Green Bay, Wis. 54304. Those were my only two close encounters with him but they made me realize that he was a really special person. The world is not as good of a place since he flew west. Gerald Althouse: During one of the small gatherings at an AirVenture a few years ago, Paul gave us a brief but inspiring talk. As soon as he was through, I rushed up to him with my buddy’s copy of the AirVenture program. I told Paul it would mean a lot to my bashful buddy if he would sign it for him. He autographed it, shook my hand, said bless you and gave me a little peck on the cheek. He really liked people.


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The future of fuel By JANICE WOOD “We have to stop loving the problem and just fix it.” Those words, spoken by Lycoming’s Michael Kraft at the 2010 AirVenture, may sum up best the quest to find an unleaded replacement for 100LL. Ostensibly, the industry has been working since the early 1990s towards finding a solution, but efforts didn’t really get serious until a few years ago. Many place the turning point at the AOPA Summit in Tampa, Florida, in 2009 when Glenn Passavant of the EPA made it very clear that it was time for the industry to get to work. That was followed by a true wake-up call in April 2010 with the release of an advanced notice of proposed rule making from the Environmental Protection Agency, giving the GA community an opportunity to comment on data collection regarding lead and possible new environmental standards. The folks at General Aviation Modifications Inc. (GAMI) in Ada, Okla., as well as the forces behind Swift Fuels, didn’t need that additional wake-up call — they were already hard at work in the search for an unleaded alternative.


At this year’s AirVenture, George Braly, who started GAMI in 1993 with fellow aerospace engineer Tim Roehl, described how the two spent the flight home from that eventful AOPA Summit sketching out ideas for an unleaded fuel. They went to work in the company’s engine test facility and within a year began testing the new G100UL in the company’s Cirrus SR22. By the spring of 2010 — right about when the EPA’s advanced NPRM came out — GAMI had a fuel that worked, Braly said. Dubbed G100UL, the fuel fits the design requirements for an unleaded aviation fuel, he said. While GAMI officials won’t divulge what’s in the fuel — calling it a secret formula like the formula for Coca-Cola — Braly noted “there is nothing in it that hasn’t been running in airplanes in the past.” In fact, G100UL can be mixed in any


percentage with 100LL, so if a pilot wants to top off a fuel tank that already has 100LL with G100UL, there will be no problem. “The fuel in the plane will still retain its spec and integrity and there will be no degradation in performance,” Roehl said. The fuel has been flown by officials at Cirrus Aircraft, Lycoming, Continental Motors and the FAA. Embry-Riddle Aeronautical University has used the fuel in its Cirrus and Cessna 172s. In September 2012, G100UL was successfully tested for use in high-compression turbocharged aircraft, with four FAA officials there to witness the test, according to Braly. All of the data shows that the fuel performs just as well as 100LL, GAMI officials noted. The FAA has since approved G100UL for all certification testing activities, Braly added. GAMI and the FAA recently reached an agreement on the list of airplanes that have to be tested to receive AML-STC (Approved Model List Supplemental Type Certificated) approvals. Braly estimates the company will have the testing completed in about a year. “When we are through, we should have an STC list for all the airplanes in the FAA database,” he said.



The folks at Swift Fuels in the Purdue Research Park next to Purdue University in Indiana took a different tack, creating a new fuel — 100SF — through a mixture of two hydrocarbons. In English: 100SF is a biofuel, made of renewable sources, such as sugars and starches. After seven years of R&D, the company is now transitioning to production. In fact, company officials announced at this year’s AirVenture that they had sent in the Swift Fuel research report to ASTM for FAA and OEM review and approval. Company officials expect to find out about 30 days after the report’s submission whether the fuel had made it successfully through the ASTM balloting process, which was after this issue’s deadline. “The vote outcome is expected in several more weeks,” said Chris D’Acosta, CEO, on Sept. 3. 100SF has been tested in the EmbryRiddle fleet, as well as in all kinds of aircraft engines, from Pratt & Whitney to Lycoming to Continental to Hirth, Swift officials reported at Oshkosh. In fact, the engine test section makes up about 200 pages of the 400-page report submitted to ASTM. That report also includes a materials compliance study from the University of Dayton Research Institute, which shows that 100SF is fully compliant with the engine, fuel systems and com-

posites used in modern aircraft. Another test, conducted by researchers at Clemson University and Lewis University, show that 100SF is far and away less environmentally toxic than 100LL. After all, Swift officials said at Oshkosh, “what good would it be if we put something in there that was as harmful as lead?” While the industry continues to argue over the solution, there is one thing that everyone agrees on: Getting the lead out of avgas will benefit aircraft owners. “All the positives we saw in cars we’ll see in aviation,” says Lycoming’s Kraft. Once we get the lead out, there will be decreased maintenance costs because lead by-products affect the engine, as well as contaminate the oil. We’ll see increased equipment life and perhaps longer TBO times, industry insiders promise. “Remember when we transitioned from leaded to unleaded autogas?” Braly asked the Oshkosh crowd. “We went from changing our spark plugs every 10,000 miles to every 80,000 miles. The lead in fuel is not good for anything except to protect the engine from detonation.” In fact, Lycoming’s Kraft said the company would “love” to get rid of TEL — Tetraethyllead, the highly toxic additive in avgas, noting that in the company’s iE2 FADEC engine, the lead “messes up the sensors.” Kraft, who has been at the center of the search for a 100LL replacement as a key member of the Aviation RuleMaking Committee, is pleased with the progress the industry has made over the past few years. “We’ve learned a hell of a lot and with that knowledge, we’ve changed the outcome,” he said. The debate has finally switched from fighting the EPA about keeping lead to finding new fuels for GA, he noted. “There is a technical solution,” which

September 13, 2013

must be music to this engineer’s ears. Lycoming has made it very clear that it is more than willing to revise its Service Instruction 1070, which lists the approved fuel for its engines. “Every time we revise SI1070 it is a signal to the fuel manufacturers that if you produce a new fuel, we will approve it,” Kraft said. “If you throw us a fuel, we can tell you within two weeks if it will work.”


While all this is getting sorted out, pilots and aircraft owners need not worry about being grounded. “There will be no precipitous end to 100LL,” said Doug Macnair, vice president of government relations for the Experimental Aircraft Association (EAA). “There is a methodical process in place that brings prudence to the industry.” The process will begin with evaluating all candidate fuels on a level playing field. Initial candidate fuels must be submitted to the FAA, which will then choose the fuels that will actually be tested at the FAA’s William J. Hughes Technical Center in Atlantic City, N.J. Testing of the fuels to identify the most viable replacements for 100LL won’t even begin until 2014, with certification not expected for several years beyond that. Some peg 2018 as the date to expect fleet-wide approval of a new fuel. “We’re still talking years, not months,” Macnair said. “This is not going to happen overnight, nor should it.” The lengthy process of standardized testing is critical, he added. “This takes all the opinion and conjecture out,” he said, noting the fuels will be judged on “purely technical and economic factors.”,,,

September 13, 2013 —


Airworthy AutoGas prepares for takeoff Mark Ellery doesn’t understand why aircraft owners “want to purchase fuel at a higher cost� than what he pays for the autogas that fuels his Citabria. “Given the imminent demise of 100LL, and given that autogas is suitable for use, and has been approved for use for over 30 years now, why on earth is all of the focus on identifying and certifying one fuel, 100UL, which, at the end of the day, really only serves 20% of the GA fleet? That sounds like the tail wagging the dog to me.� “I am a member of the 80% of the GA fleet that doesn’t want 100 octane, doesn’t need 100 octane, and doesn’t want to get stuck having to pay for 100UL that, trust me, if and when one ever does get ‘certified,’ will end up costing more than today’s 100LL,� he said. “The solution to the 100LL problem is complicated, and 100UL, in and of itself, is not the answer. Airworthy AutoGas will be an alternative for 80% of the GA fleet, at less cost to the pilot. Airworthy AutoGas also is not the solution; it is part of the solution.� A pilot and chemist who is the force behind Airworthy AutoGas, he admits he’s frustrated. He’s actually had FBO owners slam the door in his face. And

Photo courtesy Airworthy Autogas


The Archer being fueled at an airport in Indiana on the way to Oshkosh. during a flight to this year’s AirVenture in a Piper Archer fueled by Airworthy AutoGas Premium 93 Unleaded, when faced with having to ship drums of the fuel to four airports, “not one FBO helped,� he said. But that didn’t stop Ellery — at least not this time. About six years ago, Ellery’s fatherin-law, Roy McCaldin, a B-17 commander during World War II who regularly burned autogas in his personal aircraft, took him to Ryan Airfield in

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Tucson to meet with the airport manager to discuss autogas. â&#x20AC;&#x153;To make a long story short, he said that the airport manager wouldnâ&#x20AC;&#x2122;t allow it on the airport,â&#x20AC;? Ellery said. â&#x20AC;&#x153;That took the wind out of my sails, and I decided that if I was going to get that kind of response, then why bother?â&#x20AC;? He shelved the idea for five years, then decided it was time to move forward with it. He began tinkering in the lab and came up with his patent pending formulation that meets the D4814 spec.

â&#x20AC;&#x153;In order to get approved in as many engines as possible, I decided that it not only needed to meet the D4814 spec, but it also had to meet Lycoming Service Instruction 1070,â&#x20AC;? he said. Of course, it also had to make economic sense. He had to convince his employers, who own a very large motor fuel terminaling facility in Phoenix that supplies a large portion of the fuel in the region â&#x20AC;&#x201D; including 100LL â&#x20AC;&#x201D; that it was worthwhile to go into this new business. â&#x20AC;&#x153;Aviation is such a tiny little segment of the market,â&#x20AC;? he said. â&#x20AC;&#x153;We had to downshift to get into this little â&#x20AC;&#x201D; but important â&#x20AC;&#x201D; business.â&#x20AC;? He crunched the numbers and although it was a â&#x20AC;&#x153;tough sell,â&#x20AC;? was able to show â&#x20AC;&#x153;there is money to be made,â&#x20AC;? he said. â&#x20AC;&#x153;I demonstrated that we could make a living â&#x20AC;&#x201D; not a killing â&#x20AC;&#x201D; but the whole angle is to drive the cost of flying down.â&#x20AC;? The companyâ&#x20AC;&#x2122;s owners agreed and set up a separate company, Airworthy Autogas LLC, which is set to begin production on Oct. 28, with a capacity to produce 500,000 gallons a month. He said heâ&#x20AC;&#x2122;s talking with a lot of different entities, but canâ&#x20AC;&#x2122;t reveal, just yet, AIRWORTHY | See Page 29


General Aviation News —  800.426.8538

$21 a gallon for avgas?

September 13, 2013

By DIANNA GIBNEY At $21 a gallon for avgas, many people would rethink their need to fly. That’s not an option for Mission Aviation Fellowship (MAF). The Christian ministry organization operates a fleet of 136 airplanes in some of the most isolated places in the world, providing critical transportation in areas where few roads exist. Using short airstrips hacked out of jungles or carved into mountainsides, MAF pilots carry doctors, missionaries, relief workers, teachers and others to and from remote, primitive villages. They fly the sick or injured to medical care. They deliver food, water, and medical supplies in times of crisis. “Across Africa, Indonesia, Asia and Latin America — in places isolated by terrain — MAF is desperately needed,” said John Boyd, MAF president and CEO. “If we don’t fly, it often means that people die.” That’s why rising avgas prices have been such a concern for the 68-year-old organization. MAF has 52 Cessna 206s in its global fleet, which means the organization uses a lot of avgas. While the average price for a gallon of avgas hovers around $6 in the U.S., MAF often pays two or three times that overseas. In the Democratic Republic of the Congo (DRC) it’s currently $21 a gallon. And it can be very difficult to obtain. “The price never goes down, only up,” said Garth Pederson, MAF program manager in the DRC. “We have difficulty with avgas. At our current supplier their stock has run out-ofdate. They say they have ordered more but that it likely won’t arrive for three months. Because of this we are unable to accept flights for the Cessna 206 apart from those previously scheduled, as we wait for more fuel.” “Since there isn’t a big demand for avgas here, there isn’t a huge incentive for suppliers to bring it in,” he continued. “We have imported our own stock before but the cost ended up being significantly higher than buying it from the local supplier and took over six months, plus required many different government licenses and permits at significant cost.”



In Mozambique, MAF is currently paying $11.88 per gallon for avgas, which is the lowest it has been since December 2012. According to Jill Holmes, who serves with MAF in Mozambique, “It’s not possible to obtain avgas in the city of Nampula where we operate. We generally try to purchase fuel from Pemba, about 250 miles away. When Pemba does not have fuel we order from Beira, which is a two-day drive one way. It’s 521 nautical miles between Beira and Pemba, the only two places in the northern half of Mozambique that sell avgas.” Things are just as challenging in Indonesia, where MAF operates 22 aircraft at eight bases. Steve Persenaire, manager of the MAF program in Kalimantan, Indonesia, says all avgas is imported by the Indonesian government, so MAF is at the mercy of import schedules. “We can only buy avgas when Indonesia imports it,” he said, “so we have to sync our fuel orders with import shipments. In other words, if we order fuel and a shipment doesn’t come in for two or three months, we have to ration our remaining avgas until it arrives.” As the fuel situation has become more challenging over the past two decades, MAF has not been idle. In places with more forgiving terrain that can accommodate larger aircraft, the organization uses Cessna 208s that burn Jet-A and can carry more passengers and cargo. Jet-A tends to be cheaper than avgas — sometimes half the price, sometimes even less — and is easy to obtain. In Ecuador, where the fuel supply is controlled by the government and shortages occasionally occur, the MAF affiliate operates a Cessna 182 that burns auto fuel, allowing the ministry to ground its 206s when avgas supplies are low. But it’s small, and one 182 can’t do the work of the program’s four 206s. “It’s not as useful to us as the 206, but it works well for emergency medi-

cal evacuations where there’s just one patient and a companion,” said Dan Whitehead, MAF’s regional manager in Latin America. “And the 182 is of course cheaper to operate than the 206.” MAF has tried a similar tactic in the DRC, where the organization operates a Cessna 182 with an SMA diesel engine. This aircraft uses Jet-A, which currently costs $6 a gallon in Kinshasa and is always available. “The SMA 182 aircraft has taken some of the work that the 206 used to do,” said Pederson, “but we pine for a diesel engine that would power the 206.” Until that day arrives, the organization is pursuing a different tactic. In the mid-1990s, MAF and several other ministry groups joined with Quest Aircraft Co. to develop a brand-new airplane to meet the special needs of missionary aviation. The result: The Quest KODIAK. The first KODIAK rolled off the assembly line in 2007. This turbine-engine STOL aircraft can serve many of the same remote airstrips where MAF’s 206s land, making it especially useful for reaching the isolated villages they

serve. MAF now has six KODIAKs in Indonesia and two in Asia, and is excited about what the airplane can do. “I recently learned of a double medical evacuation flight that MAF performed in Kalimantan,” said Boyd. “A truck went over the edge of a mountain road and rolled 75 feet to the bottom of the ravine. Two badly injured men and their family members boarded the Kalimantan program’s KODIAK — the patients on blankets, strapped to the floor. A little over an hour later they were receiving lifesaving treatment in the city of Tarakan. This would have been impossible with the Cessna 206, which isn’t able to carry that much weight or that many people for such a distance. But the KODIAK can handle it.” MAF hopes to add two more KODIAKs to its Indonesian fleet over the next year at a cost of some $1.7 million each. It is also raising funds to purchase a KODIAK for Ecuador, where its ability to fly over the Andes will allow MAF to expand its medical evacuation services in that country. As a nonprofit organization, MAF relies upon the gifts of supporters to enable its life-transforming work.

September 13, 2013 —


The mogas debate By MICHAEL G. MOONEY The debate about using mogas in aircraft has been around my entire aviation career. I’m a pilot and love all things aviation, but after 25 years working as an aviation fuel supplier, I have some real concerns about the use of automotive motor gasoline (mogas) in aircraft. Aviation fuel suppliers are often portrayed as the bad guys due to our strict policy prohibiting the sale of mogas by branded FBOs. I will try to explain what drives this policy. In my younger days I would engage in debates with pilots at trade shows about the technical issues of mogas vs. avgas, such as RVP, ethanol, additives, octane, and quality. Like most debates, both parties walked away even more convinced their position is correct. In 2005 I began to oversee the purchase of insurance for our company. Every spring for the past eight years, I have traveled to Atlanta, New York, and London to meet with insurance underwriters during our policy renewal. There are only about a dozen underwriters willing to write the high level of insurance limits aviation fuel suppliers and distributors require. As added protection for our branded dealers, we extend $50 million in coverage to those who qualify in the form of an excess aviation products policy. Drawing from all the knowledge and experience gained from these visits and combined with my more than 35 years in the aviation industry, I have identified the following concerns about the use of mogas in aircraft: Oil refiners will not approve mogas for aviation use: I am not aware of a single oil refiner in the USA that will approve any grade of automotive gasoline they produce for aviation use. Without their approval and their underlying products liability coverage, you are using a product without the manufacturer’s warranty. Therefore, any underwriter placing a policy on behalf of someone wishing to sell mogas for aviation use is taking on a tremendous amount of liability. If there was a tragic accident resulting from the poor quality or inappropriate performance of the mogas and the plaintiff’s attorney names everyone in the suit, as is the norm, the refiner will simply point out that they do not warrant their automotive gasoline for use in aircraft. Mogas is not the same as avgas: Knowing what I know about distribution systems for mogas, I would never use it in the airplane I was going to fly. Most people have no real knowledge Michael Mooney is vice president and Chief Risk Officer for EPIC, an aviation fuel supplier based in Salem, Oregon.

of the behind-thescenes process and logistical journey mogas makes from the refinery to market. The more rural the location, the more steps in the journey. There are hundreds of pages Michael of industry stan- Mooney dards on how aviation fuel must be handled. These standards are referenced in the contracts between refineries, distribution terminals, and petroleum transporters using pipelines, marine vessels, rail cars, and road transport vehicles. The purpose of these standards is to ensure the quality of the product is controlled and maintained. The standards often have the power of law when applied in the courts. By comparison, the standards pertaining to mogas are not as complex because it was never intended to be used in an airplane. Insurance fuels the debate: Aviation products liability claims are often blamed for bringing GA to the edge of extinction and played a major role in reducing the production of single engine aircraft in the USA. I am confident that products liability was a driving force behind the decision of some oil companies to remove their brands from the aviation fuel marketplace. Suppliers and distributors purchase aviation product liability insurance policies with very large limits because of the litigious society we live in. As an aviation fuel distributor, we cannot buy liability insurance for the sale of mogas for use in aircraft. The reason is that we cannot certify and document that mogas meets aviation industry standards. In order to have mogas meet industry standards, we would have to modify refineries and terminals to meet the specific and detailed aviation specifications. That would not be cost effective. Aviators using mogas often fill up their cans at a gas station, or buy from FBOs willing to sell mogas. I would strongly advise any FBO selling mogas for aviation to do one very important thing: Ask your insurance agent or broker to provide an insurance certificate approved by the actual policy underwriter that has an endorsement that specifically states something to the effect that “this aviation products liability policy extends coverage to the sale of automotive motor gasoline (mogas) for use in aircraft.” From what all underwriters have told me, this may be difficult, if not impossible, to obtain. Otherwise, if there ever is a claim, an unfortunate moment will result when it is discovered that the “products” policy was not for mogas sold for aviation use — it was for in-

dustry standard aviation fuel only. I also suggest that any pilot who uses mogas in his airplane ask the FBO for a copy of its insurance certificate with this endorsement clearly stated. I recently found a photocopy of an article from an early 1990s issue of General Aviation News. The headline announced “Industry, FAA anticipate move to unleaded avgas by 1996.” Here we are 17 years later, and we are still using leaded avgas. Some say it may be another 10 years before a transition is completed. Regardless, we all know that it is a question of when — not if — leaded avgas is banned. None of the various avgas fuel grades with unleaded formulations such as UL82, UL94, or UL97 has made it to the marketplace. The reason is economics: Distribution of these will require segregated storage and delivery system logistics from the refinery to the airport. At this point, no one is willing or able to justify the cost of this infrastructure. We participate in a task force planning the future of avgas and it is made up of people from every segment of the aviation industry. Early on we agreed on one thing: This industry cannot support two separate grades of avgas. It is my hope that we develop an unleaded drop-in solution. An unleaded drop-in product should be able to use the existing avgas distribution infrastructure, simplifying and reducing the cost of the process. One of the reasons behind the extended delay in bringing a solution to market has been overcoming the challenge of a replacement fuel safely meeting

the requirements of the entire GA fleet, especially those with high-compression engines, which burn a majority of the 100LL sold in the GA market. I applaud those who are considering an “aviation grade mogas.” I hope they know they must overcome the challenges regarding product segregation and quality control in the supply chain. Perhaps they can. I put myself in the shoes of aircraft owners who can use a product with the performance specifications of mogas and those who experience maintenance issues with using 100LL. They compare the price of mogas with avgas and are further frustrated. I understand their frustration, but they are comparing apples and oranges. There are significant costs associated with the requirements of producing and distributing a specialized aviation gasoline product such as 100LL. Unlike automotive gasoline, there are economies of scale that are difficult to achieve. Avgas, by volume, represents less than 2/10ths of 1% of the gasoline produced and sold around the world. When the industry and the FAA settle on a final specification, I hope it is one that refiners are willing and able to produce. Unfortunately, as of today, we are left with only nine refineries producing avgas in the USA and Canada. This is down from the peak of 39 in 1989. I wish we could end up having a designated aviation gasoline product that is more economical, more abundant, lead free and meets the requirements of the EPA while also meeting the performance requirements of the entire GA fleet. My gut tells me that is a very big wish.

The myth of liability By KENT MISEGADES A GAfuels reader recently sent us this message: “Yesterday I had some work done by a Rotax maintenance facility near me. During our chat, we recounted his experience as an A&P, IA, pilot and FBO owner. With Rotax-powered aircraft of his own and a source of income for his business, I asked him why he didn’t sell mogas. His answer was immediate and it was ‘liability.’ I asked him to explain further and he said that 100LL was a high quality product with multiple filtering and high quality control while mogas was anything but. He didn’t want the Misegades, an engineer, sales rep for U-Fuel, a director of the Aviation Fuel Club and homebuilder, writes the GAFuels blog with Dean Billing. See more at

liability exposure from something happening to a customer due to a fuel issue that could cause him liability exposure. I asked him about other FBOs that did sell mogas and he commented that their sensitivity for liability exposure must be a lot lower than his.” This is one of the top 10 myths surrounding mogas. The cost for liability coverage for mogas is modest and offered by most major aviation insurance providers. But it is not free, which is what he is probably seeing, as it is often included in contracts for avgas and Jet-A. To find an insurance provider, we suggest he call his favorite aviation insurance company or any of the 120 or so airports offering mogas found on my co-blogger Dean Billing’s website, One question to ask such skeptics MYTHS | See Page 30


General Aviation News —  800.426.8538

Backcountry beauty By MEG GODLEWSKI


here are airplanes built for show, airplanes built for backcountry camping, and airplanes built for IFR crosscountry flying. One of the best things about building your own airplane is that you can create a machine that fits all these categories. Gordon Anderson, from Silverthorn, Colo., has achieved this with his 2012 Sportsman 2+2. The red and gold highwing was one of the more talked about airplanes at this year’s AirVenture in Oshkosh. SPORTSMAN | See Page 22

September 13, 2013

September 13, 2013 â&#x20AC;&#x201D;


Photo by Jim Koepnick


General Aviation News —  800.426.8538

September 13, 2013

Photo by Meg Godlewski

Photo by Meg Godlewski

According to Anderson, when the Sportsman 2+2 was introduced at AirVenture in 2004, it got his attention immediately because one of his favorite past-times is camping in the backcountry of Idaho and Montana in places only airplanes can reach. “My son Quinn and I had been flying the American Champion High Country Explorer and we were looking for something with more horsepower and greater payload,” he explained. The Sportsman kit comes from Glasair Aviation, based in Arlington, Wash., approximately 40 nautical miles north of Seattle. The airport is located on the very fringe of the foothills of the Cascade Mountains. The Sportsman 2+2 was designed as a backcountry airframe capable of hauling great amounts of equipment into unimproved areas. To illustrate this point, the first public appearance of the Sportsman featured a display with what looked like half of the floor stock from Cabela’s sporting goods store, including a camping kitchen that had “everything, including the kitchen sink.” The display was not lost on Anderson, but he wasn’t ready to commit yet, because he wanted to see how the airframe proved itself. He also had concerns about how long it would take to build noting, “I wanted an airplane, not a project.” In 2006 Glasair introduced the Two Weeks to Taxi program, a builder-assist program designed to help owners accelerate the construction process while still meeting the FAA’s 51% rule. Then in 2010 when Glasair introduced the carbon-fiber Sportsman 2+2 with the 210-hp engine, Anderson knew he’d found the right fit. “I realized I am not getting any younger, so I decided to go for it,” he said. “I started April 16, 2012. My son joined us for three days. It taxied at 12:30 on the second Saturday.” “The Glasair Two Weeks to Taxi Program was an incredible experience,” he continued. “I learned so much. There was no way I could have done this project on my own.” One of the challenges — and bonuses — of building your own airplane is picking the propeller/engine combination. Anderson interviewed other aircraft owners before making his decision. “After discussing the pros and cons, I went with the Lycoming IO-390 -X with the three-blade MT prop,” he said, adding that the combination works great for backcountry operations where climb performance is key. The Anderson Sportsman received its certificate of airworthiness May 1, 2012. Glasair’s Ted Setzer put the first five hours on the airframe, then it was handed over to Anderson, who added another 35 hours before sending the airplane into the paint shop.

Photo by Jim Koepnick

SPORTSMAN | From Page 20

The plane is painted Ferrari red with a metallic champagne overcoat set off by a black pinstripe. The work was done by Jeff Miller of Aero Coatings in Arlington, Wash. “I sat down with the painter and told him that I wanted the red with metallic Champagne on top. The painter then added a black line and I am glad he did because of the way it turned out.” Another attention-getting feature are the delta wings, spade-shaped protrusions atop the wings designed for better STOL performance. “With the Delta wings I can get the airspeed down to 41 knots,” he said. Anderson, who learned to fly as a teen, has owned many airplanes. The Sportsman was the first one he built, but he prefers not to call it a homebuilt because of the Two Weeks to Taxi program. “As far as I am concerned, it is a factory-built airplane,” he said. The airplane has a gross weight of 2,500 pounds with a useful load of 1,100 pounds. “After taking out the back seats I can throw everything I need into the cabin and I’m not even close to gross weight and well within CG,” he said. He also added to the cargo space with the detachable belly pod option.

“I can put 150 pounds in the belly pod,” he noted. “It takes about 15 minutes to put the pod on or take it off, and it is a one-person job.” Anderson, who makes frequent trips from his home in Colorado to Fargo, N.D., designed the instrument panel for maximum usability. “I wanted all glass,” he said. “I have way more instrumentation than is needed for this plane, but it is a joy to fly — especially in IMC,” he said. Anderson took advantage of the close working relationship between Advanced Flight Systems (AFS) and Glasair for his panel design. “On the left MFD I split the screen between the flight director with terrain on the left and map on the right, with engine info on the bottom,” he said. “On the right I run the AFS map with terrain or the sectional or the low IFR map. The AF-5600 with its terrain is spectacular in the mountains. The approach plates with the plane on the approach just helps verify all is well and on track and this is all backed up with my iPad and iPhone with ForeFlight Mobile and FlyQ Pocket.” The panel features a Garmin GTN 750 with remote audio panel and tran-

sponder. He also has a second com, a Garmin GMA-35. “I also have the TruTrax autopilot and flying coupled approaches with it is a breeze,” he said. “I sit back, drink coffee, and monitor everything.” The panel also sports the Navworx ADS-B, he noted. “But a lot of my flying is between the mountains of Colorado and North Dakota — 20V and 6L3 — and there is little ADS-B coverage in this area,” he said. “Verizon, however, provides excellent coverage with weather and radar — and I find it better than the pixilated images of the weather from the ADS-B. Going east, ADS-B coverage is better.” Although the airplane has the good looks of a show plane, Anderson insists its primary mission is that of a mountain-capable flying machine. “When I take it into the backcountry I put a set of larger tires on it,” he said. “I wanted an airplane that I could fly and enjoy — I don’t need anyone to judge it.” As of July the airplane had a total of 145 hours on it — “with many more to come,” Anderson noted with a smile.,

September 13, 2013

Piper Mods & Maintenance - Special Advertising Section


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De-ice with B/E Aerospace The need for pneumatic de-icer products for general aviation aircraft has been recognized by B/E Aerospace, Inc. for a number of years. Ice Shield De-icing Systems offers an extensive line of pneumatic de-icers available for replacement of original de-ice boots. Ice Shield is available for a wide variety of piston and turboprop aircraft operating today. All Ice Shield pneumatic de-icers feature Edge Guard technology, which has been laboratory proven to extend service life up to 60%.

Ice Shield 2, an extension of the existing Ice Shield de-icer line, applies the sewn-carcass technology to the most popular older aircraft, while fitting the exact footprint of the older tube-type (Type 23) de-icers. Ice Shield also offers a line of propeller boots, both in etched foil and wire wound patterns. The propeller de-ice boots feature a tapered edge design for easier application and have a textured bond surface for superior adhesion. Wire harnesses are available in

to the aircraft owner and operator. B/E Aerospace is the world’s leading manufacturer of aircraft cabin interior products and a leading aftermarket distributor of aerospace fasteners. B/E designs, develops and manufactures a broad product line for both commercial aircraft and business jets and provides cabin interior design, reconfiguration and passenger-to-freighter conversion services.,

a variety of lead configurations from traditional ring terminals to quick disconnect systems. With a focus on customer service, Ice Shield offers a no-charge, 48hour delivery guarantee to customers in the United States and no-charge UPS delivery to Canada. The product line is readily available through a network of distributors throughout the world. Additionally, a network of factory certified installation centers is established to provide convenience in picking a location closest

HII: More than 35 years of experience Hydraulics International Inc. (HII) has more than 35 years of hydraulic and pneumatic engineering experience in the design and manufacture of a wide range of portable and stationary high pressure breathing air, oxygen, nitrogen booster and hydrostatic test packages. Applications include, but are not limited to, charging oxygen life support cylinders for onboard aircraft use, military, medical, fire and safety,

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Piper Mods & Maintenance - Special Advertising Section

September 13, 2013

Micro VG kits for Pipers Micro Vortex Generator Kits are FAA STC approved for more than 50 models of Piper aircraft. VGs reduce stall speeds from the Piper J3 to the Piper Aztec, and reduce landing distance, improve crosswind control, and provide a more stable instrument platform, but most important is they â&#x20AC;&#x153;improve controllability at slow speed.â&#x20AC;? Micro VGs come in a complete kit with everything needed for easy one-day installation, including: VGs, Loctite Depend adhesive to bond the VGs to the painted surface, an illustrated installation manual, positioning templates, tools, and spare VGs. Prices of Micro VG Kits vary by model and range from $695 to $3,950.

The Vortex Generators are made of 6063-T6 aircraft aluminum and are alodined ready to take paint. Painting instructions are in the kit. If you would like them pre-painted, there is a charge of $200 per color, include the name and number of the paint with the order. To order a Micro VG Kit, please provide the N-number, serial number, shipping method and address, phone number and credit card details. Order by email ( or phone, or get more information by contacting Micro Aero. Give us a call, we love to talk about airplanes and especially about VGs. 360-293-8082, 800-677-2370,

The right oil cooler for your airplane Aero Classics Heat Transfer Products offers the general aviation community the largest number of FAA-PMA (Federal Aviation Administration-Parts Manufacturing Authority) approved oil coolers in the world. No matter if your aircraft is Lycoming powered and uses a remote mounted oil cooler or is Continental-propelled and uses an enginemounted oil cooler, Aero Classics has what you need, always with full FAA-PMA approval and supporting FAA 8130-3 documentation. Aero Classics also offers innovative oil cooler features, such as the

worldâ&#x20AC;&#x2122;s only FAA-PMA all aluminum oil cooler for Piper PA18 and PA22 aircraft. This unit is a direct replacement for the original steel unit, at half the weight â&#x20AC;&#x201D; and 20% more cooling efficiency. Aero Classicâ&#x20AC;&#x2122;s engine-mounted oil coolers for Continental powered aircraft offer high quality features such as a CNC machined base for reliable, leak-proof mounting. The line of Continental front-mounted oil coolers feature a hassle-free design that accommodates both 7th stud and non-7th stud engine cases, eliminating the chance of getting the

â&#x20AC;&#x153;wrongâ&#x20AC;? oil cooler. Perhaps best of all, every Aero Classics oil cooler is available at the industryâ&#x20AC;&#x2122;s lowest price â&#x20AC;&#x201D; and with the best warranty: A full two years. All components of every Aero Classics oil cooler are manufactured at one location: Aeroâ&#x20AC;&#x2122;s stateof-the-art facility in La Verne, Calif. From raw materials to CAD design, full assembly, testing, and certification is done within this facility. This is something that no other current manufacturer of aircraft oil coolers can claim. Aeroâ&#x20AC;&#x2122;s even got a line of all alu-

minum replacement oil coolers and radiators for many World War II vintage aircraft â&#x20AC;&#x201D; replacing the original heavy metal, copper and brass units. The aluminum units weigh less than 50% of the originals and provide up to 30% better heat rejection. Whatever your heat transfer needs are, from a one-off custom design to an FAA-PMA cooler for most any type of certified or homebuilt aircraft, Aero Classics has an innovative, high quality, and costeffective solution for you., 909-596-1630

Save up to $5,000 During the Lycoming zero-time factory rebuilt engine process, those parts specified for automatic removal are replaced with brand-new Lycoming parts. Any reusable parts are rigorous-

ly inspected to verify conformity with new part tolerances or limits. The engine is then reassembled with all new cylinder assemblies, LYCOMING | See Page 26

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*Certain restrictions apply. Exchange engine core requirements will be dependent upon the selected offer. Contact your distributor or visit for more details. Offer subject to change or end at any time. Š 2013 Avco Corporation. All rights reserved.


Piper Mods & Maintenance - Special Advertising Section

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September 13, 2013

Everything you need to keep flying safely If you’ve got questions about parts needed to get your airplane back into the air or keep it flying reliably and safely, get the answers you need at Niagara Air Parts. From the company’s extensive “in stock” inventory of parts in Niagara Falls, New York, ordered parts can be shipped anywhere in the world, usually on the same day the order is received. Niagara Air Parts is a factory direct distributor in the United States

for Canadian Aero Manufacturing, a Transport Canada-approved aircraft parts manufacturer and maintenance organization. Both companies are owned by Ronald Newburg, a Toronto native who has been flying since 1964. After a successful career in insurance, Newburg founded Canadian Aero Engine & Accessories in 1987 to provide a source of quality engines overhauls and repairs.

Through that business, he discovered a need for another company to manufacture parts, such as clutches, which were a continuing problem for his customers. The company has since branched out, receiving manufacturing approvals for the entire starter adapter and all of its components. It also manufactures and supplies oil coolers, oil pumps and other parts. It also provides replacement 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,

LYCOMING | From Page 24

Then — just as with a new Lycoming — the rebuilt engine is tested to factory specifications to be sure it’s up to the performance standards of a new engine. When your rebuilt Lycoming is

installed, it will have a new “zerotime” log book provided by the factory, and the same two-year warranty and recommended TBO as a new Lycoming engine. And the factory warranty will be honored at any authorized Lycoming Distributor worldwide. As an added long-term benefit, your rebuilt engine will be capable of being overhauled when it reaches TBO. This offer requires the return of a new engine core. A new engine core is defined as a Lycoming factory new engine that has never been overhauled, otherwise known in the industry as a first-run core.

Certain restrictions apply. Offer subject to end or change at any time. For more details, see your authorized Lycoming distributor, visit, or call 800258-3279 to find a distributor near you. Lycoming Engines specializes in the engineering, manufacture, service and support of piston aircraft engines. Headquartered in Williamsport, Pa., Lycoming piston engines power more than half of the world’s general aviation fleet — both rotarywing and fixed-wing. Lycoming Engines is a division of Avco Corp.

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September 13, 2013 —  Buyer’s Guide Marketplace —

Accident Reports These September 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 182. Injuries: None. Location: Roundup, Mont. Aircraft damage: Substantial. What reportedly happened: The pilot was attempting to land on a dirt road. He overflew the area, noting a group of cows before entering a lefthand pattern. During the landing flare, the pilot saw a cow approaching from the left. He attempted to swerve to miss the cow but was unsuccessful and hit it. Despite the pilot’s attempts to regain control, the airplane continued to the left, landed hard, bounced, and settled back onto the ground, resulting in substantial damage. Probable cause: The pilot’s failure to maintain clearance from an obstacle during the landing flare. Aircraft: Piper Cherokee. Injuries: 1 Minor. Location: Gerlach, Nev. Aircraft damage: Substantial. What reportedly happened: The pilot was flying the airplane over a large open desert playa. The surface appeared to be flat and dry. Upon touching down, the landing gear dug into what turned out to be about 8-inch deep soft soil. The airplane cartwheeled to a stop. Probable cause: The decision to land at an unknown off-airport location. Aircraft: Aeronca Champ. Injuries: None. Location: Valparasio, Ind. Aircraft damage: Substantial. What reportedly happened: As the plane touched down it veered to the right and went off the runway into a ditch. The main landing gear collapsed. No defects were found with the airplane’s brake system. However, photographic evidence of skid marks showed that the tailwheel experienced shimmy during the landing, which continued to the side of the runway. The post-accident examination revealed some play in the tailwheel assembly due to wear, which allowed the tailwheel to shimmy during the landing. Probable cause: The pilot’s loss of directional control during landing. Contributing to the accident was the wear in the tailwheel assembly.

Aircraft: Thorp T-18. Injuries: 1 Serious. Location: Panama City, Fla. Aircraft damage: Substantial. What reportedly happened: The airport had a turf runway and a paved runway under construction. The pilot entered the traffic pattern with the intention of landing on the southern part of the private turf runway to avoid construction on the new paved runway. According to a witness, the landing was normal but during the landing roll, the right main landing gear went into a culvert. The airplane veered to the right and flipped on to its back. Probable cause: The pilot’s selection of an unsuitable landing site, which resulted in a collision with a culvert. Aircraft: Piper Clipper. Injuries: None. Location: Muskegan, Mich. Aircraft damage: Substantial. What reportedly happened: The pilot was accompanied by a flight instructor. During the attempted takeoff, the tailwheel-equipped airplane veered and ground looped toward the right, then nosed over. The pilot stated that he did not apply left rudder soon enough to avoid the loss of directional control. The flight instructor added that when the airplane began to veer he attempted to apply corrective control input, but the pilot was applying opposite control input and did not reduce engine power as he was instructed. Probable cause: The pilot’s loss of directional control during the takeoff roll and the CFI’s inability to apply remedial action due to the opposite corrective control inputs by the pilot. Aircraft: Piper Cherokee. Injuries: 1 Minor. Location: Buena Vista, Colo. Aircraft damage: Substantial. What reportedly happened: The airplane lifted off at a little over 60 knots and was initially sluggish to climb, so the pilot lowered the nose to gain more speed in ground effect. The plane accelerated to about 70 knots and started to gain some altitude, so the pilot continued the departure. Shortly after clearing the end of the runway, the engine lost power and began to descend. The pilot saw trees and houses ahead and realized that he did not have sufficient altitude to clear them, so he decided to land in a field with deep grass just north of the airport. Upon landing the nose landing gear collapsed. After the accident, the pilot said he

believed that he may not have leaned the engine enough during run-up, resulting in less than 100% available power to climb. He also reported that the spark plugs may have been fouled due to the mixture setting, resulting in the loss of available power immediately after takeoff. The plane was loaded to within 65 pounds of its maximum gross weight and with a calculated density altitude of 10,400 feet, the anticipated climb rate of 300 feet per minute required full power as outlined in the Pilot’s Operating Handbook. The pilot added that, if there were not deep grass in the landing field, he could have landed without incident. Probable cause: The airplane’s diminished climb performance due to the pilot not leaning the mixture enough prior to takeoff in high density altitude conditions and at nearly maximum gross takeoff weight. Aircraft: Glasair III. Injuries: None. Location: Kanab, Utah. Aircraft damage: Substantial. What reportedly happened: According to the pilot, he felt a vibration upon landing, followed by the airplane pulling to the left. He added right brake in an attempt to regain control, but the plane continued to the left and went off the side of the runway, across a gravel span and into bushes. The post-accident examination revealed that the left main landing gear tire was flat. Probable cause: The pilot’s failure to maintain directional control during the landing roll, as a result of a flat left main landing gear tire. Aircraft: Cessna 185. Injuries: None. Location: Hays, Kan. Aircraft damage: Substantial. What reportedly happened: According to the pilot, the flight was uneventful until the landing. The airplane touched down on the right main landing gear and bounced. It then ground looped to the left, nosed over and came to rest on its back. Probable cause: The pilot’s improper recovery from a bounced landing, which resulted in a loss of control. Aircraft: Piper Super Cruiser. Injuries: None. Location: Anchorage, Alaska. Aircraft damage: Substantial. What reportedly happened: The pilot was attempting to land on an unlighted, gravel runway at dusk. Because


of the low-light conditions, he mistook a grass-covered drainage ditch, which was located to the right of the gravel runway, for the runway. During the landing roll the airplane collided with a drainage culvert. Probable cause: The pilot’s misidentification of the runway environment in dusk light conditions. Aircraft: Mooney M20K. Injuries: None. Location: Anderson, S.C. Aircraft damage: Substantial. What reportedly happened: The landing was normal but during the rollout, when the plane was about halfway down the runway, the wind shifted to a strong tailwind, which lifted up the tail. The plane veered to the left. The pilot applied full power to perform a go-around. The plane became airborne, but settled back to the runway. The left wing hit the ground and the left main landing gear collapsed. The plane came to rest in a grassy area on the left side of the runway. Probable cause: The pilot’s failure to maintain directional control during an attempted go-around. Aircraft: Aero AT-4. Injuries: None. Location: San Diego, Colo. Aircraft damage: Substantial. What reportedly happened: When the airplane was about 3 feet above the ground, it stalled, touched down hard and bounced. The pilot applied power to abort the landing, but the LSA pulled to the left. The plane bounced a second time, and an air traffic controller told the pilot to go-around. The pilot lost control, the airplane yawed further to the left, and the left wing hit the ground. Probable cause: The pilot’s improper recovery from a bounced landing and failure to maintain control during an attempted go-around. Aircraft: Cessna 170. Injuries: None. Location: Fairbanks, Alaska. Aircraft damage: Substantial. What reportedly happened: The pilot was attempting to land the tailwheelequipped airplane on a gravel airstrip. During the landing roll, the plane ground-looped to the left and the right wing struck the ground. The pilot said the accident could have been avoided if he had more training and experience in tailwheel-equipped airplanes. Probable cause: The failure to maintain directional control during landing.


General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

September 13, 2013

Calendar of Events



Western United States

Sept. 21, 2013, Sedona, AZ. Sedona Airport Family Fun Day, 928-862-0210 Sept. 21, 2013, Mack, CO. EAA Chapter 800 Young Eagles Flight, 970-858-4261 Sept. 21, 2013, Erie, CO. Young Eagles Rally, 720-675-8643 Sept. 21, 2013, Yakima, WA. Coffee-Social Fly-Out planning Sept. 21, 2013, Hanford, CA. Display Day, Breakfast & Young Eagles, 559-585-2589 Sept. 21, 2013, Prineville, OR. EAA 617 Young Eagles Rally, 541-416-1228 Sept. 21, 2013, Concord, CA. EAA Chapter 393 Young Eagles Rally Sept. 21, 2013, Mojave, CA. Classic aircraft display day Sept. 21, 2013, Novato, CA. Wings Over Marin 2013 Sept. 21, 2013, Livermore, CA. Young Eagles Rally, 209-832-1162 Sept. 21, 2013, Upland, CA. Grand Opening Fly-In Foothill Aircraft Sales, 909-559-7926 Sept. 21, 2013, , WA. 4th Annual Willapa Harbor Oyster Feed, 360-942-8224 Sept. 21, 2013, Phoenix, AZ. Flying Samaritans Mixer/Potential Members Briefing 602-809-2209 Sept. 22, 2013, La Verne, CA. FlyIn to Santa Barbara Airport (KSBA) for lunch at the Beachside Cafe Sept. 24, 2013, Nampa, ID. T-Craft Aero Club, 208-867-6718 Sept. 26, 2013, Palm Desert, CA. Old Bold Pilots Meeting with Cmdr. Jerry K. Loeb Sept. 26, 2013, Mountain View, CA. Hangar Flying and Coffee Drinking Sept. 26, 2013, Nampa, ID. Top Fun Flyers Club Meeting, 208-880-3110 Sept. 27-28, 2013, Socorro, NM. Aviation Career Day & Mountain Fly-In, 575-418-7968 Sept. 27-29, 2013, Taos, NM. Mountain Flying Familiarization Clinic, 720-320-6264 Sept. 27-29, 2013, Catron, NM. Negrito ONM7 Fly-In Sept. 28, 2013, Canon City, CO. Fremont County Airport Airshow/ Open House, 719-371-4802 Sept. 28, 2013, Shingle Springs, CA. Cameron Park Show N’ Shine Sept. 28, 2013, Bonners Ferry, ID. Huckleberry Pancake Breakfast, 208-267-4359 Sept. 28, 2013, Payson, AZ. AYA Fly-In Air Camping Adventure, 928-273-0042 Sept. 30, 2013, Seattle, WA. Weather Flying in the Pacific Northwest, 310-390-2958 Oct. 03, 2013, Mountain View, CA. Hangar Flying and Coffee Drinking Oct. 05, 2013, Corona, CA. Aircraft Spruce West-Customer Appreciation Day, 951-372-9555 Oct. 05, 2013, Pueblo, CO. Family Fun Day and Private Pilot Fly-In, 719-948-9219

South Central United States

Sept. 21, 2013, Terrell, TX. Flights of Our Fathers Fly-In, 972-524-1714 Sept. 21, 2013, Bartlesville, OK. 57th Annual Tulsa Regional Fly-In, 918-622-8400 Sept. 21, 2013, Guthrie, OK. Airport Community Day, 405-282-2312 Sept. 21, 2013, Mexico, MO. Scouting Aviation Merit Badge Day, 573-424-5074

Sept. 21, 2013, Louise, TX. Under the Wire Fly-In Sept. 21, 2013, Clinton, AR. Clinton Municipal Airport Fly-In, 501-745-4605 Sept. 21, 2013, Granbury, TX. EAA 983 Fly-In, 817-889-7036 Sept. 22, 2013, Mexico, MO. Zenith Aircraft Open Hangar Day & Fly-In, 573-581-9000 Sept. 22-28, 2013, Sherman/Denison, TX. U.S. National Aerobatic Championships Sept. 26-29, 2013, Saint Louis, MO. Monocoupe Fly-In/Reunion, 636-939-3322 Sept. 28, 2013, Jefferson City, MO. Jefferson City Open House/Fly-In, 573-289-8682 Sept. 28-29, 2013, Denton, TX. ELSA Airplane Repairman Course, 530-567-5141 Sept. 28, 2013, Palestine, TX. Dogwood Flyers Chapter 1549 Fly-in, 903-723-0111 Sept. 28, 2013, Spring, TX. Vectors for Hope Charity Fly-In Sept. 28, 2013, Waco, TX. The Heart of Texas Airshow, 303-862-2869 Sept. 29, 2013, Port Lavaca, TX. TailDragger Fly-In, 361-552-1228 Oct. 01, 2013, Houston, TX. Capitol ReportWhat to watch for as Pilots, 936-661-7467 Oct. 03, 2013, Olathe, KS. Weather Challenge, 301-695-2175 Oct. 04-06, 2013, Ranger, TX. Ranger Fly-In & Airshow No.7 Campout and Barbecue, 254-433-1267 Oct. 04, 2013, Norman, OK. Aviation Weather-Planning Tools Made Simple, 405-745-2855 Oct. 05, 2013, Mexia, TX. Old Planes at the Old Fort Oct. 05, 2013, Newton, KS. EAA Chapter 88 50th Anniversary Fly-In, 316-644-8397 Oct. 05, 2013, Syracuse, KS. Syracuse Classic Oct. 05, 2013, Bryan, TX. EAA Chapter 1531 Young Eagles and Pancake Breakfast, 979-224-1451 Oct. 05, 2013, McKinney, TX. EAA Chapter 1246 1st Saturday Coffee and Donut Fly-In, 214-549-9563, Oct. 05, 2013, Bentonville, AR. Airport Open House, 479-254-0817 Oct. 05-6, 2013, Pevely, MO. Jefferson County Air Festival, 636-937-2228

North Central United States

Sept. 20-22, 2013, Caro, MI. Michigan Air Tour 2013, 586-552-8118 Sept. 20-22, 2013, Kokomo, IN. Glenndale Days Sept. 20, 2013, Rogers City, MI. Michigan Air Tour 2013, 586-552-8118 Sept. 20, 2013, Sullivan, IN. Traffic Pattern Operations, 317-837-4417 Sept. 21, 2013, Jacksonville, IL. Fly-In/Drive-In Breakfast Sept. 21, 2013, Le Sueur, MN. LeSueur Fly-In and Car Show, 952-292-7642 Sept. 21, 2013, Marquette, MI. Michigan Air Tour 2013, 586-552-8118 Sept. 21, 2013, Mora, MN. Fall Colors Fly-In Chili Fiesta, 612-390-5029 Sept. 21, 2013, Sheboygan, WI. Ride2Fly, 920-207-5173 Sept. 21, 2013, Faulkton, SD. 20th Anniversary Celebration for SD Pilot Association, 605-665-8448 Sept. 21, 2013, Rock Falls, IL. The Old Fogeys Fly-In, 309-441-6106

Sept. 21, 2013, Downers Grove, IL. LL22 Brookeridge Airpark Annual Fly-In, 630-776-5186 Sept. 21, 2013, Indianapolis, IN. Grace On Wings Family Aviation Festival And Hog Roast, 317-248-0910 Sept. 21, 2013, Noble, IL. Fly-In Chili Lunch, 618-393-2967 Sept. 21, 2013, Juneau, WI. Hangar Dance, 920-386-2402 Sept. 22, 2013, Hinckley, IL. EAA241 Hinckley Grassroots Breakfast Fly-In, 815-375-1772 Sept. 22, 2013, Enderlin, ND. Enderlin Airport Fly-In, 701-799-6082,Sept. 22, 2013, Joliet, IL. Joliet Airport Festival, 815-741-7267 Sept. 22, 2013, Greenville, MI. Michigan Air Tour 2013, 586-552-8118 Sept. 22, 2013, Sugar Grove, IL. Young Eagles Rally, 630-640-6869 Sept. 22, 2013, West Chicago, IL. Surviving an Emergency/CAP Search Rescue and CAP Open House, 630-805-3588 Sept. 28, 2013, Oshkosh, WI. EAA September Swing, 920-426-6823 Sept. 29, 2013, Bethalto, IL. Young Eagles Rally, 618-531-0597

North Eastern United States

Sept. 21, 2013, Morehead, KY. Airport Comunity Day, 217-827-3499 Sept. 21, 2013, Middlefield, OH. Airport Community Days, 440-382-3090 Sept. 21, 2013, Newburyport, MA. Plum Island Aerodrome 2013 Taildragger Fly-In, 508-269-4941 Sept. 21, 2013, Delaware, OH. Fly-in Pancake Breakfast Sept. 21, 2013, Coshocton, OH. Wings Over Coshocton Airshow, 740-622-2252 Sept. 21, 2013, Baltimore, MD. Essex Sky Park Annual Wings & Wheels Fly-In, 443-831-7609 Sept. 21, 2013, Frankfort, KY. Capital City Airport Aviation Day, 502-564-0339 Sept. 21, 2013, Newark-Heath, OH. Young Eagles Rally, 740-587-2312 Sept. 22, 2013, Ithaca, NY. Amazing Pancake Breakfast, 607-257-1313 Sept. 22, 2013, Taunton, MA. American Aero Services Breakfast Flight Sept. 22, 2013, Hagerstown, MD. Wings and Wheels Expo 2013, 301-733-8717 Sept. 22, 2013, Morehead, KY. Young Eagles Day, 606-356-6444, Sept. 27-29, 2013, Allentown, PA. B-17 Tour Stop, 800-359-6217 Sept. 28-29, 2013, Gettysburg, PA. Wings, Wheels & Pancakes, 717-465-5952 Sept. 28-29, 2013, Zanesville, OH. VAA Chapter 22 Fly-In, Drive-In, Car Show, 740-954-0059 Sept. 28, 2013, Mansfield, MA. 2013 Mansfield Fly-In, 508-339-3624 Sept. 28, 2013, Reading, PA. Reading Aero Club 2nd Annual Fly-in, Drive-In Sept. 28, 2013, Pottstown, PA. Young Eagles Rally-Airport Community Day, 484-524-2180 Sept. 28, 2013, Fairfax, VA. EAA Chapter 186 50th Anniversary Gala, 248-756-8047 Sept. 29, 2013, Lock Haven, PA. All You Can Eat Pancake Breakfast Fly-in or Drive in

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

Now get out there and FLY!

South Eastern United States

Sept. 21, 2013, Valkaria, FL. EAA 1288 Pancake Breakfast Sept. 21, 2013, Brownsboro, AL. Annual Open House sponsored by EAA Chapter 190 At Moontown Airport Sept. 21, 2013, New Smyrna Beach, FL. Timeless Wings & Wheels FlyIn Breakfast, 386-314-4499 Sept. 21-22, 2013, Winston Salem, NC. Winston-Salem Air Show, 336-767-6361 Sept. 21, 2013, Grays Creek, NC. Young Eagles and CFAA Fly-In, 910-488-9352 Sept. 21, 2013, Dunedin, FL. Silver Wings Fraternity-Chapter Meeting Sept. 21, 2013, Spruce Pine, NC. EAA Chapter 1271 Meeting, 828-682-4111 x102 Sept. 27-29, 2013, Greenville, SC. Southeast Aviation Expo, 864-270-6660 Sept. 28, 2013, Shelbyville, TN. Shelbyville Aviation Day, 865-806-0265 Sept. 28, 2013, Lakeland, FL. One Man’s Flight For Freedom, 863-644-2431 Sept. 28, 2013, Darden, TN. Beech River Regional Airport Fall Fly-In Sept. 28, 2013, Columbus, GA. EAA Chapter 677 Young Eagles Rally, 706-580-3767 Sept. 29, 2013, Laurens, SC. South Carolina Breakfast Club KLUX, 803-446-0214 Oct. 04-06, 2013, Jekyll Island, GA. Jekyll Island (09J) RAF Weekend Away, 404-423-3842


Sept. 28, 2013, Victoria, BC. COPA for Kids, 250-652-1340 Oct. 05, 2013, Brantford, ON. Aircraft Spruce Canada-Customer Appreciation Day

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

September 13, 2013 —  Buyer’s Guide Marketplace —

New Products gine, eliminates the airplane’s previous rpm limitations and placards, according to company officials, who note it also improves cruise speed up to 4 knots. List price is $8,800.

Fraser Optics Monolite debuts FlyRight King Air 350 simulator certified

FlyRight recently received FAA Level-D certification of its new King Air 350 ProLine21 simulator. The simulator, built by Opinicus and equipped with Rockwell Collins ProLine 21 avionics and RSI’s 200° visual system, expands FlyRight’s training for the Beechcraft King Air series of aircraft, according to officials with the Concord, N.C.-based company. Initial, recurrent and type training will be available beginning in September.

Hartzell gains STC for Comanche Top Prop

Hartzell Propeller has been granted a Supplemental Type Certificate (STC) for a new aluminum alloy, Scimitarblade prop for the Piper PA-24 Comanche 180. The new two-blade propeller kit features an aluminum hub and 74-inch blended airfoil, swept-tip blades, plus a pointed composite spinner assembly. The prop, designed for Comanches built between 1957 to 1964 powered by the 180-hp Lycoming O-360-A1A enAIRWORTHY | From Page 17 who. He does admit he hasn’t “sold a gallon,” but anticipates that his initial clients will be flight schools, and that they will get this business “off of the ground.” He realizes that there is a lot of educating to be done to get Airworthy Auto­

Fraser Optics has introduced the 14×40 Monolite gyro-stabilized monocular. Designed for aviation use, the Monolite is the world’s first gyro-stabilized monocular, according to company officials. Weighing in at under 2 pounds, the unit operates for up to eight hours on one CR123 battery. The optional smartphone/smartpad attachment allows users to connect to the Monolite capturing still or video images directly to their smart device.

Sporty’s E6B app updated

Sporty’s E6B app has been updated, with new features and an allnew design. The app includes all the features of the traditional E6B, including 22 aviation functions, 20 conversions, and complete timer features. Version 2.0 of the app adds a quick-access favorites list, a redesigned interface and a new weight and balance calculator. The app is available for Apple’s iPhone, iPod Touch and iPad. Price: $9.99.

WingX Pro 7.1 launched

Now available is WingX Pro7 Version 7.1, which supports the recently TSO certified NavWorx ADS600-B. This makes WingX Pro7 the first major mobile aviation app to support ADS-B Out transceivers, which the FAA has mandated for all airplanes by Gas into airports and flight schools, but he is willing to keep his nose to the grindstone until it catches on. As the producer and wholesaler, he can’t set the retail price, but does say that Airworthy AutoGas will be “substantially” cheaper than 100LL. “I’m plugging away here with the idea of eventually serving North Amer-

2020, according to officials with Hilton Software. The NavWorx ADS600-B is a remotemounted universal access transceiver that sends ADS-B Out information and receives ADS-B In information, including ADS-B, ADS-R and TIS-B traffic and FIS-B weather. WingX Pro7 now also supports Guardian Avionics Aero 454, an FAA TSO certified remote mount device that receives GPS data from a wide range of FAA-certified equipment, including the Garmin G1000, G900X, G600, and G500, GTN 750/650, GNS 530/480/430/400, as well as the KLN 89 and KLN 90B. Route changes made on the panel-mounted Aero 454 will automatically update the active route in WingX Pro7.

FAA approves online FIRC

New startup venture AceCFI recently received FAA approval to conduct an online Flight Instructor Refresher Course. The course costs $99.95. However, after completing the course, flight instructors can return year-after-year and retake the course for free. While the course meets FAA minimum requirements, AceCFI also introduces an in-depth analysis of human factors, according to its developers. For a $25 fee, CFIs can take advantage of the course’s certificate renewal process, which is conducted entirely online. This process enables CFIs to receive their certificates by email instead of having to visit a FSDO. AceCFI also promises to refund the full purchase price to any flight instructor who isn’t completely satisfied.

Knots 2U introduces line of Cessna Strut Fairings

Knots 2U, Ltd. has released its ProSplit Line of strut fairings for the Cessna 150, 152, 172, 180 and 182 models. ica with Airworthy AutoGas,” he said. “I’m in it for the long haul. I burn auto­ gas in my own plane. It’s a better fuel for many aircraft than 100LL.”

What about your plane?

Experimental and homebuilt aircraft can use Airworthy AutoGas without an STC.


The Pro-Split fairings make the installation of the strut to wing or strut to fuselage fairings easier by eliminating the need to jack up the wing and remove the strut attach bolts, according to officials with the Burlington, Wis.-based company. The fairings are FAA-PMA approved so they can be installed by an owner or a mechanic with a simple log book entry. Knots 2U offers the fairings individually or as a set of four fairings. The fairings are priced at $141 or a set of four for $533.

flyTab certified

Shadin Avionics has received TSO approval on the initial release of the flyTab Aircraft Interface Module (AIM), a data converter that integrates an iPad into the cockpit accessing real time flight data for iPad applications. The AIM, developed in collaboration with the Avionics & Systems Integration Group, provides an ARINC 429 interface for two iPads from a single unit. Potential uses include aeronautical charting, own ship position, chart centering, FMS/GPS information, including position, altitude, groundspeed, track, origin, flight plan and destination time, and real time weather. 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.

Aircraft certified for any other avgas must get an STC for autogas. Ellery reports that work is underway with manufacturers to TC airframes. “Lycoming has pretty much approved 93 UL in most of their engines, so it really is up to the airframers to take it from here,” he concluded.

30 MYTHS | From Page 19 is why they think that gasoline producers and convenience stores are less liable for hundreds of millions of vehicles compared to a relative handful of aircraft? Both fuels must meet well-defined ASTM standards, D910 for avgas and D4814 for gasoline. While there may be some difference in filtering at refineries for different fuels, the filtering that matters most is just before the fuel enters the tank of an airplane, and this means the filters on the fuel system at the airport. As a representative of a major supplier of turnkey aviation fuel systems, U-Fuel, I can guarantee that there is no difference in filtering whether the fuel is mogas or avgas. In fact, the Velcon filters we use on our systems (and most others you’ll find) are designed to prevent the tiniest solids and water from getting into an aircraft. They are probably better than what one would find at the corner gas station. There is no difference in filtering for aviation fuel systems that dispense mogas compared to avgas. This FBO owner is probably thinking of mogas purchased at a gas station, which can be a different ball game altogether. We would always recommend airports obtain mogas from a fuel terminal, where you will receive a printed receipt guaranteeing what you’ve purchased, i.e., ethanol-free, ASTM

General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538 D4814 compliant and of the correct AKI rating as specified in an aircraft’s Type Certificate or mogas STC. Transport the fuel in a quality truck and store it in a quality tank and there is no more risk than with any other fuel. As long as the mogas contains no ethanol, its shelf-life is up to six months. If one does buy mogas from a gas station, we follow Petersen Aviation’s recommendation: Buy only branded gasoline, the highest AKI they have (even if you can get by with lower), and always check for ethanol. Buying mogas from an airport also results in more sorely-needed aviation fuel tax revenue; buying at the gas station just earmarks your fuel tax for repairing roads and subsidizing public transit. If you do self-fuel, remember to use good grounding practices every step of the way. Lastly, the FBO owner’s concern that airports selling mogas are more risktolerant is not consistent with our experience. Nearly all public airports are owned by a city or county and they all have lawyers concerned about liability. Nevertheless, well over 100 airports across the United States sell mogas alongside avgas, even within states that are considered friendly to trial lawyers. Todd Petersen of Petersen Aviation, who has more experience with this subject than most, commented on liability

Can’t get flying off your brain? We have your prescription!

for mogas: “There is more liability in general with airplanes than with automobiles, but in all aspects — not only fuel. However, I’ve never heard of an FBO being sued over the auto gas they were selling. Unless someone can show a lawsuit, then there is no actual increase in liability.” If misfueling of aircraft is a concern, one ought to review the history of misfueling between avgas and Jet-A. While rare, it does happen, despite the best efforts of FBOs to label pumps and provide other means to prevent this. Once again, this FBO manager dem-


September 13, 2013

onstrates that ignorance is one of the primary reasons we do not have more mogas at airports. In his defense, avgas suppliers have very little knowledge of mogas, and our aviation alphabets have not done much to educate their members on the facts concerning mogas, the only generally-available, lower-cost, leadfree aviation fuel we have.

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September 13, 2013 Aeronca - 1050 —  Classified Pages — Cessna 170/175/177 - 1906

Cessna - 2020


Howard - 3020

FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, or Foreign orders pay postage.

CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650. Cessna Parts - 2030

1941 HOWARD DGA-15P, 300 hrs since complete rebuild, new Garmin panel with 430/530. $165,000. 509522-1847. Luscombe Parts - 3310

CITABRIA, Aeronca, Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606. Beech Bonanza - 1505

CESSNA 172 & 182 AIRBOXES. Rebuilt stronger than new. Far below list. Satisfaction guaranteed. Joe 623521-9038.

FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, or Foreign orders pay postage. Maule - 3400

2000 B36TC 1,730 TTSN, 130 SFNEW, NDH, G-600, all elec. 1 owner, hangared, logs. 530/ 430W. $395,000. Scott 218-363-3068. Beech Muskateer - 1520 1965 BEECH MUSKETEER A-23I, 2630-TTAF, 1320SMOH, Mitchell-300 NavCom, P&I-8/8, xpdr/enc, 4-pl intercom, new W/S-2004, same-owner last 23yrs, hangared, $20,500, 208-301-1115. Beech Baron - 1602 2000 BARON 58 1587TT, LE-1587 RE-80, 743 prop, Cont IO550C3-1B special edition, NDH, complete original logs. $389,000. ArtBerard, 813-287-8000, 813928-4141. 1965 BEECH Baron 500SMOH since factory overhaul. Garmin-GPS, coupled, 3-Axis, always hangared. $65,750. Will Trade. West One Air, 208-455-9393. Beech Travel Air - 1614

1950 C-170A TT3520, SMOH-350, IFR-trainer. Mode-C, 4pl intercom, solid-axles, Cleveland-W&B, original wheel pants, spin-on oil-filter. VG’s, pull-handles. 2owners SN. $35,000. 760-324-3117. 1978 C-177RG Cardinal II 3657 TTSN, 1881 SMOH, GPS, A/P, IFR. One owner Last 25 years. NDH. 59,950. 510-783-2711, Cessna 172 - 1907 CESSNA 172M 1974 8680 TT, 2084 SMOH, KMA24, KX155/209, KX155/208, KN64, AT150, PMA1000, March annual. $31,000. Vista Aviation, 818-896-6442. 1978 C-172N, Texas Taildragger, 1702 TTSN, 225 SFRMAN, Nice original P&I. IFR. One family California plane. $39,950. 510-783-2711,

1972 C-172, 2100-TT, 180hp Lyc-200SN, 2axis AP, extra wingtip tanks, full IFR, interior very nice, needs paint, $47,500. 360-754-5221, 360-292-7220. Cessna 180/185 - 1908 1954 C-180, 4030 TT, 30 SMOH, 30 SNPROP, King, Strobes. New P&I, much more! $79,000. 641-933-4316, 641-777-0494.

1975 BELLANCA Super Viking, 17-30A, 2300TT, 650 SMOH, Garmin radios, IFR equipped. MAKE OFFER. 818-896-6442. Cessna 150 - 1904

1973 C-180J, 2630 TT, 360 since total rebuild. 2863.5/ 383.9 SMOH, Wheel gear and Aqua-3190’s. $129,900. AK/907-254-2163, Cessna 182 - 1909

1975 A150M Aerobat, 4430TT, 1324SMOH, 740-Since Mattituck bottom-end, March-2013 annual, Fresh-rubber. Nice Clean Aerobat. $23,500/OFFER, Jason, SilverWing Flight Services. 208-263-9102.

1966 C-182 4100 TT, 370 SMOH. Firewall Forward, Garmin. $59,750. West One Air,, 208455-9393. 1959 C-182B 3850TT, 1380 SREMAN. MOGAS STC, KX155, KI208-VOR, PANEL-MT INTERCOM, AMERIKING AK450-ELT, APOLLO-2001 GPS, FRESH ANNUAL W/SALE, $39,000. MT/406-443-0066. 1969 CESSNA 182M, 5934 TT, 1390 SMOH. Very nice Midwest aircraft. Fresh annual. $45,000/OBO. Ron Dornink Flying Service, 815-275-5000, 815-232-6289.

1971 C-150L 8635-TTAF, 1471-SMOH. Annual due12/13. ALL-AD’s CURRENT. #1-radio, King-KY92, #2-radio, MX300, KT-76A, TXP, instrument airplane, intercom, 5-out/6-in. $17,000. Don/319-325-5381 BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! 1967 150G. N4809X TT6670, SMOH149, 2011 New paint/interior,/shoulder-harnesses, radios-KX170B, GPS, 295-Garmin, transponder/encoder, Mode-C, KT-78 certified June-2012, Demer wing-tips, auto-fuel STC, Brackett air-filter, fresh-annual inspection 5/2013. $21,000 Will accept trade. Call 208-989-1517. 1969 CESSNA 150/150, N5678E, Lyc O-320-E2A 1000SMOH, 4800-TTAF, dual MX-300 nav/coms, KMA-12 w/3 light marker, IFR, Horizon electric tach, EGT/CHT, carburetor heat gauges, strobes, Garmin 320A, wheelpants, Clevelands, Concorde sealed battery, shoulder harness, Lowrance Airmap 500 GPS. $25,000. 509-522-1847. Cessna 152 - 1905 1978 C-152 II, 12K TTSN, 2180 SMOH, 200 STOP, all logs, NMDH, fresh annual, recent glass, clean P&I, $18,900. 512-869-6153. 1981 C-152, TTAF 13,780, TSOH 156.6 hrs. 1radio, xpdr, interior 9, exterior 9, $25,000, Olympia Airport. Earl Pearson 360-754-5221, 360-292-7220. Cessna 170/175/177 - 1906 CLEAN STRAIGHT Cessna 170B ‘55, 2703TTAE, TSTO 170hrs, nice, original interior, exterior like new. All ADscomplete logs. $45,000. MI 231-620-4859.

FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, or Foreign orders pay postage. SELKIRK AVIATION Inc. has FAA approval on composite cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. or 208-664-9589. Champion - 2050

1980 CESSNA 172RG, TT-14229, SMOH-1439, KMA20 MX-170, KN74, KT76A, intercom. Make Offer. Vista Aviation 818-896-6442

1958 BEECH Travel Air. Many Many mods. IFR, 25 SMOH, $69,750. Will Trade. West One Air 208-4559393. Bellanca - 1650

1960 CESSNA-150, TTAF-7390, SMOH-920, NARCO AT150 mode-C, King-KY97A Comm, tip-strobes, good paint & interior, always hangared, fresh annual, $11,500. 360-268-5204.

CESSNA WINGS REBUILT ON JIGS BEECH/CESSNA Control surfaces reskinned on jigs Call for quotes. West Coast Wings 707-462-6822.

1963 SKYLANE 182F 3200TT, 800SCMOH, 2 NavComs, 1GS, 4pl IC, Mode C, oil filter. $45K. 209-533-3679. 1973 182P, P-Ponk ,530W, 340 audio, HSI, ME406-ELT, SR8A analyzer, 3bl prop, King-155, 2Lightspeed, 4pl oxy. Loads of TLC.

1963 CHAMPION Lancer 402, 240-TT, 35-SMOH both engines, July 2013 annual. A unique airplane for the collector. $39,000/ offer. 509-422-3071. Champion Parts - 2055 FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, or Foreign orders pay postage. Citabria - 2150 CITABRIA, Aeronca Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax1616 Citabria Parts - 2155 FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, or Foreign orders pay postage. Douglas - 2450 DOUGLAS A4L/A4D-2N(149620)N233AT project. Clean, straight-airframe. (2)engines, drop-tanks, electric-start conversion, overhauled air-conditioner, complete parts & flight-manuals. Aero Mark Inc. Robert, 208-524-1202. Ercoupe - 2550

1969 C-182, TT8950, 357SFRM, Prop TSM-925, Large landing-gear, KMA24H71w/icom, 430-KX155, 300 Xpdr w/Mode-C, LR Fuel, Atlee Dodge seats. $52,500. 208879-5728.

FREE 400-PAGE UNIVAIR CATALOG. Thousands of type certified parts direct from our factory. Order toll-free 888-433-5433, or Foreign orders pay postage.

1961 C-182 Horton STOL, 206 nose gear. Reduced!! $35,750. West One Air, 208-4559393. Cessna 190/195 - 1910

LSA AIRCRAFT: 1946 Ercoupe, 787.4-SMOH, 1770.8TTAF 1682.5-SPOH, no rudder pedals, very nice aircraft, fresh annual, $25,500. Earl Pearson, 360-292-7220, 360754-5221.

1948 C-195A. 4000-TT, 80-SMOH, 210-SPOH, Mark 12D navcom, xpdr, 275hp Jacobs, new P&I, fresh annual $56,900/ obo. 208-305-7804. Cessna 200 Series - 1912


MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, Mooney - 3500

1968 MOONEY M20F new paint, nice interior, electric gear, IFR certified w/moving map, GPS, 3371TT, 597SMOH, IO-360, 200hp, 159SNPROP, 03/11/13 annual, $58,900 OR 1/2 share $30,000. Financing available, hangared Troutdale, OR. John 503-668-5814 or Joe, 503-284-5552. 1986 M20K, 252TSE, 2276TT, 853SFRM, 06/13 annual, P&I-7/7, GNS530WAAS, KT76A, KX165, KAP150, JPI EDM701, totalizer, standby-vac, engine heater,custom cover. $126,500. Details at 253-564-8201 eves until 8:30pm PST. 1989 M20K 252TSE, 1350TTAE, NDH, King Silver Crown, KX155/KI206/KX155/K1203/KMA24/KR87/KN64/ KAP150/KT76A, speed-brakes, large-02, P&I-7, TSIOMBI-eng. Jan-annual, all-logs, to be sold as is, where is at KTME. $135,000/OBO. 954-873-5848.

LAKE AERO STYLING YOUR ONE STOP MOONEY “MALL” Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure: Email: PARTS: 800-954-5619 or 707-263-0581 OFFICE 707-263-0412 FAX 707-263-0420 LASAR PLANE Sales has many Mooneys on consignment. Call for info & free Mooney Buyers Guide, 707263-0452, Fax: 707-263-0472. See us on the internet:, email: M20B, 2455TT, 355TTE, 85TTP, New Hub alternator, Sky-Tec starter, Goodyear tires, shoulder harnesses, oil pan heater, fresh annual $25,000. 541-398-1910. MOONEY’S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781,, fax 210979-0226. RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email Avionics


Avionics Sales And Service

1981 P210, IFR, 1773 TT, 234 SMOH, 246 SPOH, July 2012 Annual, stormscope, NDH, immaculate condition, A/C hangared, $155,000. CA/619-449-5520. Cessna 300 Series - 2005 1961 C-310F, 4596TT, LE-485-SMOH, RE-977-SMOH, 20hrs on NEW Hartzell 2-blade prop, Cleveland wheels&brakes, Good P&I, Very clean, $42,000. 641933-4316, 641-777-0494. Cessna 400 Series - 2010

FAA Certified Repair Station #V56R854K

5695 S.W. Airport Place, Corvallis, OR, 97333 Phone: 541-753-4466 Fax: 541-753-7110

1970 C-414, TTAF-5409, Engines L&R O-SMOH, L/prop400, R-prop-0, King&Garmin equipped. WX10A, dualxpdrs, co-pilot instruments, CIII-A/P, dual-brakes, de-iceboots. Motivated-Seller. REDUCED!$159,000/Negotiable TX/972-571-2832. 1970 C-421 8380-TT, RE-95SMOH, LE-1600SMOH, 95SPOH, Robertson STOL-kit, Long-Range fuel. This is a Very Nice, Clean C-421B. $109,000. 641-933-4316. 641777-0494.

1985 MX7-235, fuel injected. 1,680AF, 975 on O time engine, factory Terra radios, interior-8.5, exterior-6, VG’s, glass doors. Photos. 208-253-4879. $56,000.

GTN 750 750-650 650

Contact Us For A Quote! C

PFD 1000 MFD 500


General Aviation News —  Classified Pages — 800.426.8538

Navion - 3600

Piper Super Cub - 3820

1947 NAVION, 3141TTAF, E-185-3 710SMOH, 348 STOH, 65SPOH, 06/12 annual. KX-155, Valcom KT76A, 4pl-intercom, 60gal, Airtex int, wing vents, hangared, fresh 307-673-8414. North American - 3680

1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000, will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823, Piper Single - 3800

Experimentals - 5300

SUPER SUPER CUB. $79,000. w/floats. 5600 TT, 800SMOH. Electronic ignition, matched flow cyls, 5 1/2 6ph. Many Mods. 406-544-4641. Piper Saratoga - 3822

AMPHIBIAN: OSPREY 2, 90% done, all materials to fly. O-290. Fabric and assembly to finsih. FAA signed off to cover. Asking $11K/obo, 360-701-1044,

1980 PIPER Turbo Saratoga SP- A loaded, updated workhorse! 5700TTAF, 370SMOH, A/C, prop deice. Metal panel w/King KFC-200w/FD, Garmin 430W, SL30, 340, 330 and 696, JPI EDM-700&JS-450, Strikefinder, $154,900. See Marc, 575-741-1205. Piper Warrior - 3838

CELERITY 98% complete. 2-place, low wing, retractable 200-mph airplane. Lyc. O-360-A1A 1200-TT, 0-STOH. Hartzell constant speed 0-SOH. $20,000. 509-539-3295. Floatplanes - 5400

1977 PA28-161, 11033.4-TT, 1977.3-SMOH, fresh annual and P/S cert, new interior plastics & carpet, engine runs strong and all cylinders are in 70’s. $24,495. CA/661-393-1818, 800-316-3131. 1979 PIPER Warrior II 161, 6291 TTSN, 1601 SFOH, Digital IFR, recent paint /interior. NDH. $29,950. 510783-2711. Stinson - 4455

FLORIDA SEAPLANES-HI Perf / Complex SES & MES Ratings, Pvt, com’l & ATP. Late model Maules, Classic Widgeon. 407-331-5655. Helicopters - 5600 1968 BELL 47 G2-A1, N147AH, 30Hours Since Overhaul, Paint and Glass in Excellent Condition. $170,000. Scotts Helicopter Services, Scott 507-665-4064.

Piper Cherokee Series - 3806 1974 CHEROKEE ARROW II, 2800 TT, 600 SMOH, IFR, autopilot, hangared. Must Sell!! $43,750. West One Air, 208-455-9393, Piper Comanche - 3809 1964 PA-24-250, 3043-TT, 504-TSMOH, “0”SPOH, new tires, new strut seals, new bungees, KX-155, always hangared, $51,500 obo 951-313-7156. Door Seals

Taylorcraft Parts - 4605 FREE 400-PAGE UNIVAIR CATALOG. with hundreds of FAA/PMA’d parts. Order toll-free 888-433-5433, or Foreign orders pay postage. Amphibious - 5040 AMPHIBIAN: OSPREY 2, 90% done, all materials to fly. O-290. Fabric and assembly to finsih. FAA signed off to cover. Asking $11K/obo, 360-701-1044,

ENGINES FROM $200 GUARANTEED: Kawasaki, Rotax, Hirth, and most other brands with the BEST reduction drive, carburetor, exhaust selection of accessories with top-notch service from our friendly staff. J-Bird, 210 Main St, Kewaskum WI 53040, 262-626-2611 KAWASAKI PACKAGE - SAVE 50% Engine, reduction drive, carburetor, and tuned exhaust. 0-time, 64 lbs, 40hp. J-Bird, 262-626-2611 Engine Parts - 6955

Taylorcraft - 4600 NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at

Engines - 6950

SEAPLANE RATINGS AND SOLO RENTALS in central Florida & Minnesota. PA12 & C172 available. 612-8684243 - 612-749-1337,

FREE 400-PAGE UNIVAIR CATALOG. Thousands of type certified parts direct from our factory. Order toll-free 888-433-5433, or Foreign orders pay postage. 1941 BC-65 65hp, Taylorcraft, new fabric, rebuilt large tach & aluminum prop, 750hrs-engine. Red & black paint scheme. $24K. 419-310-0122/419-294-2677

September 13, 2013

2002 BELL 206L4, excellent corporate history. $1,975,000. Ron 806-662-5823, Airframe Construction - 6300

PARTING OUT Lycoming and Continental engines, all parts, large & small! Cores & overhauled parts available. Jerry Meyers Aviation. 888-893-3301. Equipment - 6990

AIRFRAME CONSTRUCTION: 4130 Steel tubing and sheet metal, all Tig welded, complete machine and fabricating facility. All metal airframe construction per FARs. Stardusters, Skybolts, Marquart Charger, or your design. Customer supplies all airframe drawings. Walker Airplane Enterprise, 1067 American St, San Carlos, CA 94070. Ron Walker, AP/IA,, 650-5935010. Announcements - 6375

Door Seals

Door and Window Seals engineered with the latest technology • FAA-PMA approved • air tight “leak proof”” • adapts to form the perfect seal

PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487. SELMA AIRPORT Display Day Held on the third Saturday of each month. Info/ Contact, Call CA/559-896-1001. Appraisals - 6405 NAAA/USPAP APPRAISALS / CONSULTING. Northwest US and Western Canada. Call Russ, Bow Aviation, 360-766-7600. Business Opportunities - 6576 BUSINESS OPPORTUNITIES AIR TAXI OPERATIONNORTHERN, MINNESOTA(12D) 135 floatplane charters/air tours. Includes C-206 C-180, C-172, heated hangar. 218-365-2331 or Charts & Maps - 6590 CHARTS, WIDEST range of NOS/NIMA, Canada, Worldwide charts. Lowest cost. Next day service available. The Pilot Shoppe. 623-872-2828 Fax 623-935-6568.

NEW Wing walk coating

• easy to apply polyurethane rubber base paint • can be applied over existing wing walks We also manufacture quality soft glareshields for updating your aircraft!

Aircraft Door Seals, LLC

The Very Best in Airport Information!

For PORTBLE PORTBLE OXYGEN SYSTEMS SYSTEMS Or Or WINDSOCKS WINDSOCKS call 800-253-0800 800-253-0800 call Or visit us at

AOPA - Booth Oshkosh and#1224 AOPA Financial - 7050 TITLE SEARCHES: Same day reports if called before noon CT, most searches. 800-666-1397 or 405-2328886. Visa/ MC. Aircraft Title Corp. Established 1957. Float Equipment - 7170 EDO FLOATS 2870 with C-180/185 attached Fittings. No Patches. Great Shape with Hatches. $7900. Coeur D’ Alene Idaho, 208-659-9065..

Optima Publications

866-880-4686 Cylinder Overhaul - 6605 CYLINDER FLOWMATCHING for more power and efficiency for Continental & Lycoming cylinders! Aircraft Cylinder Repair. 1-800-6227101. Employment - 6900 START UP 135 Operator. Hiring Low time Commercial pilots. Will Fly you to your ATP. Contact Engines - 6950 CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation 888-893-3301.

Flying Club - 7200 FLYING CLUB- Pilot & GA bulletin board, share expenses, make new friends & have fun flying. FREE FREE FREE:

September 13, 2013 Flying Club - 7200 NEW LSA FLYING CLUB. Members will own the Aircraft. Olympia Airport and surrounding area. Need 5 people. I have one already. Aircraft is Ercoupe. Earl Pearson, 360-754-5221, 360-292-7220. Fuel - 7215 —  Classified Pages — Hangars & Tie-Downs - 7300

Parachutes - 8150


Propellers - 8400

RIVERSIDE, CA (RAL) 60’x60’ hangar for sale, $130,000 or rent for $1500 per month. Electric door with 16ft clearance. 100% insulated. Three roof vents and six skylights. 120 & 240 volt, 50 amp service. 12’x12’ carpeted office with a/c and two large windows. 951-685-5121. PEARSON FIELD VUO. T-hangars w/42’doors, pavedfloor, electrical, $308-$345. Full service airport w/instrument approach. Closest to downtown Vancouver & Portland. Contact Willy 360-487-8619, ENCLOSED T-HANGARS near Yelm WA. $85.00 per month. Ultralights also welcome. Call Bill 360-894-3453. ELMA, WA T-Hangars $97.50/mo Completely enclosed w/lockup. Pilot controlled runway lights. 360-482-2228. ECONOMICAL AIRCRAFT HANGARS with the Banyan Steel Arch Systems. Will ship worldwide. (800)533-7773, (317)849-2246, Fax: (317)849-5378,

Partnerships - 8200

"THE NEW LIFT STRAPS" BI-FOLD DOORS By Schweiss for airplane hangars. Electricall operated. Lose no headroom, we install and deliver. Schweiss BiFold Doors 800-746-8273. Visit

World’s Best Aboveground Fuel Systems 1,000g Mini-Fueler ......................$38,000 5,000g Box Station ......................$68,000 8,000g Two-Product....................$99,000 (all turnkey w/ credit card reader) 12,000g Storage Tank .................$88,000 (turnkey w/ on/off/recirculation) on

#1 in self-service # Contact C t tK Kentt Misegades, Mi (919) 946-7096

Hangars & Tie-Downs - 7300

PRIME LOCATION, Eugene OR, Commercial Hangar, 80x80, 1600sqft. finished office plus shop space. Land side access located on the main ramp adjacent primary FBO. 541-954-1937, Instruction - 7350

OUR FREE web-based partner and partnership-finder works worldwide for any aircraft. Join today to fly more and pay less! Parts - 8225 Software - 8890

AEROBATICS, TW, spins & emergency maneuvers. 5star Florida venue: Master CFI-aerobatic, proven syllabus, Super Decathlon, country airport, Lodging at Country Inn. 772-485-6761.

Flight Training Courses • DVDs • Headsets • GPS • Radios Flight Bags • Kneeboards • Flashlights • and Much More 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

TAILWHEEL SPECIALIST Maule & J 3-PiperCubs. BFR, private, tailwheel, mountains spin-awareness, EMT, SportPilot or just plane fun! 20,000hr George Kirkish, 206-567-4994., Instruction-Multi-Engine - 7355

WING EXTENSION Kit for S2R Thrush. NIB includes STC. Also G-164 all models. $6500 plus 200 crating, 509-689-2712. Propellers - 8400

Survival - 9000

GUARANTEED MULTI ENGINE ratings, $1395+ examiner. Bring a buddy, $1195ea. Beech Travel Aires, mature ATP rated instructors. Multi engine training, Arlington TX. 817-557-4004. 19yrs in business. Experience counts. Insurance - 7400 TITLE SEARCHES & INSURANCE: Same day reports if called before noon CT-most searches. 800-666-1397, 405-232-8886. Visa/MC. Aircraft Title Corp. Est 1957. Maintenance - 7460 PT TOWNSEND WA hangar for sale. 70x60 R&M Steel bldg. 50x14-Schweiss bI-fold door. Walls/ceiling/ door insulated. 200amp service. $150,000. Pictures available. 830-990-8185 NOW OPEN!! -BOX HANGARS AT HAYWARD EXEC AIRPORT (HWD), California. 3 sizes: 42’x34’, 50’x40’, 50’x50’. FOR SALE: Cave Junction Oregon (lllinois Valley Airport)“3S4”hangar 60X40 metal. Elec & phone. On paved 5,200’runwayw/paved-taxiway. Price reduced!! $60,000, 541-944-8427. RIO VISTA Muni Airport(O88) has hangar/ tiedown space available now at a low rate. Hangars: $263-$327.50/mo, tiedowns $32/mo. 707-374-2716, AUBURN WA AIRPORT Box Hangar for rent. 50x60’. Available Now. Call for details. 425-503-8511, or ask for George at 206-878-7271 POWER METERS for hangars. Recover the cost of electricity used by tenants, Davidge Controls, 800-824-9696,

MAGNETO SERVICE. Quality Bendix magneto overhauls and repairs. Mansfield Magnetos, Inc. 318-8722026, Materials & Supplies - 7465 RAMOS PLATING and POLISHING: Repolish your aluminum spinners, chrome pitot tubes, airsteps, valve covers, nuts, bolts. Also cadmium plating. 45yrs OK City, OK 405-232-4300. Miscellaneous - 7700 TEXAS AVIATION ONLINE. All things related to Texas aviation. Parachutes - 8150 PILOT’S EMERGENCY Parachutes --hundreds of new and used rigs --military and aerobatic types. Prices from $250 and up. Western Parachute Sales, Inc., 29388 SE Heiple Road, Eagle Creek, OR 97022. 503-630-5867 or fax 503-630-5868.

Upcoming Classified Deadines: September 18, 5pm (PDT) October2, 5pm (PDT) 800-426-8538

Title Services - 9210 TITLE SEARCHES: Same day reports if called before noon C.T., most searches. 800-666-1397 or 405-2328886. Visa/ MC. Aircraft Title Corp. Established 1957. Video, Audio, DVD - 9400 QUAD CITY CHALLENGER VIDEO. 45 minutes of flying fun on floats, ski’s, soaring and other neat stuff. Send $10 to QCU, POBox 370, Moline IL 61266-0370. Money back if not totally satisfied Also see our web site. For VISA/MC order call 309-764-3515.

Classifieds Work! 800-426-8538 253-471-9888 Real Estate/Airport Property - 9650 Publisher’s notice: All real estate advertising in this newspaper is subject to the Fair Housing Act which makes it illegal to advertise “any preference, limitation or discrimination based on race, color, religion, sex, handicap, familial status or national origin, or an intention, to make any such preference, limited or discrimination.” Familial status includes children under the age of 18 living with parents or legal custodian, pregnant women and people securing custody of children under 18. This newspaper will not knowingly accept any advertising for real estate which is in violation of the law. Our readers are hereby informed that all dwellings advertised in this newspaper are available on an equal opportunity basis. To complain of discrimination call HUD toll-free at 800-669-9777. Toll-free number for the hearing impaired is 800-927-9277.


General Aviation News —  Classified Pages — 800.426.8538

Real Estate/Airport Property - 9650 Arizona - 9650 ARIZONA: Indian Hills Airpark 2 bedroom, 2 bath, inground pool, 40x 48 hangar fronts on runway. $295,000. Outback Realty. 928-859-4141 Arkansas - 9650 Arkansas Valley Cotter Airport, Final Sale. One runway lot $30,000. Seller pays all closing costs. 3% financing avail, 870-430-5545, ARKANSAS BULL Shoals Lake acreages w/airpark, 3+ acres, $25,000-$80,000, Village Land Office, 870-4042059, 870-453-2966 eves, California - 9650 2/ 1/2 Acres along side Runway $45,000.Adelanto Airpark, So. Calif, near Victorville, Broker Bill 760-792-8072,

Florida - 9650 CANNON CREEK Airpark. Florida’s Finest just got better. 600+acres, 2-Runways along I-75 North Fl. at Lake City and I-10. The best approaches, Golf and Tennis and snack Bar by Golf Cart. 4,000Ft Turf 4,000 paved. 150 Homes Now and growing. New section greater than 40 lots, Incredible Beautiful Lots. No rush to build, Finance and no interest, 10 lots set at $19,000. Each DoorBuster Pricing. CCAIRPARK.COM Call 386-984-0283, Ray Sessions After 35years of Building this Airpark and starting others at Sun N Fun, This is my last Subdivision, time to find a Honey, give her a Home. I’ll be 70 this year. Time to see The Grandchildren in Kissimmee and San Antonio. Call me, you will get the buy of a LifeTime. No Salesmen, Direct to you. Idaho - 9650

PINE MTN Lake, CA(E45). Taxi to your airpark home or live on the lake. Championship golf, tennis, stables in gated community near Yosemite. Capt LarryJobe. “UAL” retired. 209-962-5501

BEAUTIFUL 8 acre estate on the only residential airstrip in Sandpoint, Idaho. The home features 3+bdrms incl 2 master suites on the main floor, 3 full bathrooms, ICF construction, soaring blue spruce cathedral ceilings throughout, massive art gallery hallway, stainless appliances, etc. The FAA approved runway is 3500’ long. The hangar is 55’x 50’ with a Schweiss electric bi-fold door & includes a 600sqft heated shop with a full bath. The property borders Sand Creek & is minutes from Schweitzer Mtn ski area. Asking $575,000. Property can be viewed at Owner/agent Beth Hall. 208610-5858. Tomlinson Sotheby’s International Realty.

FLY ALL YEAR ROUND. Air-conditioned hangar and home on paved /lighted runway, gated community, RVparking. Northern/CA. Only!!$395,000. 530-347-3164, 541-848-0298.

TAXI TO your cabin. Bare land in beautiful Elk River, Idaho. Adjacent to airstrip. New Price!.$49,999 Sean Wilson, Latah Realty, LLC, Moscow, ID. 208-596-8170.

“WONDERFUL 3 bd 2 bth cabin in Swansboro, CA. (Placerville) fly-in community. $325,000. See 916-8494273”.

Colorado - 9650 MAGNIFICENT SOUTHERN Colorado Ranch. 960 Acres w/5000ft. FAA Airstrip. (31CD) $1,500,000. Possibe Owner Financing. See pictures on Call Mike-772-971-5157 or Melinda 772-559-2673. CO-% financing, Silver-West Estates. 5+ acre lots, 7,000’ paved runway. HURRY, only 5 left. OWC w/20% down, non-qualifying/reporting. 719-492-1885: Florida - 9650 HOME NEEDS pilot: Love’s Landing Airpark, Central Florida, cute 2/2, pool in/out, hangar doors, on runway. Patty 352-362-4206, Reduced!! $329,900. SARASOTA FL Hidden River Airpark, 2640’ paved and lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives. 941-928-3009 DAD’S ESTATE SALE: 2 Airports, 3 Runways. 30 Acres Lake Front with an Airstrip located near Lake Nona::This gorgeous piece of property is on Lake Gentry. It is inclose proximity to The Lake Nona Project as well as being 10minutes from Orlando. This property is loaded with potential and has the added bonus of being green-belted with low taxes. It has 700ft of lake-frontage. It also has additional room for expansion. This is a must see for any investor or developer as well as private individuals. 100 acres on Lake Gentry. This a one of a kind piece of property with an income producing citrus grove. It has paved road-frontage on Lake Gentry and is located in Osccola County. Additional Option to Purchase Properties Including 5-6 Houses as well as 17 Separate Parcels of Land. Please Contact Christy @ 386-466-4838 for more info.

3000’ SHARED grass strip. Northern Idaho, 60x74 hangar w/hydraulic doors, pilot’s lounge/apartment. Outside RV hook-up, 2acres. 1500sqft 3bd 2ba nice manufactured home. Trees, garden area. Reduced and motivated at $300,000. Doug at Century 21, 208-660-4378.

America’s Premier Fly-In & Country Club Community, Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, condo’s from $139,000. Lots available. Long/ short term rentals avail. Spruce Creek Fly-In Realty, Pat & Lenny Ohlsson, 800-932-4437.

Texas - 9650

Nevada - 9650 NV-MINDEN Tahoe Airport(KMEV) 20-Aircraft Hangars. 2-buildings, 2650sqft/3150sf. 50-yr ground-lease, electric bi-fold door&man-door per-hangar. Investment-opportunity. $1,400.000. Rick, 775-332-7304. “Avison Young/ Western Alliance Commercial, Inc.” NW NEVADA Airstrip property. 5+ acres 35 miles SE Lake Tahoe $95K Terms. Also A 62 M20C Mooney. NV 775-266-3796 North Carolina - 9650 AVIATION, INVESTMENT & residential properties. Licensed in both Carolina’s. Sell airpark & airstrip property That’s what we do 877-279-9623. Oklahoma - 9650 LAKE TENKILLER Airpark, Oklahoma(44M). 2-Hangar lots available, #1 ready to build, #2 requires fill & grade. Call for price Jim/918-812-5099.

7T7-No airport fees; no POA fees; lighted 5,000ft paved N/S and 2800ft dirt E/W runways. 3000sqft house; 2500Sq.ft. shop; 3750 Sq.ft. hangar; on 1.2 acres; all 150 yards from paved runway w/private taxi-way to runway. 5700sqft heated and air-conditioned. $745,000. For further info and pictures contact Sandy J. Hanson, REALTOR at Legacy Real Estate, 432-638-3819 or in Midland, Texas.

NORTH TEXAS PILOT'S DREAM! Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quiet seclusion only 5 minutes from shopping, restaurants and universities, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home. Several 1-acre lots available, also some homes. 940-321-5758,

Washington - 9650

Oregon - 9650

Pine Hollow, Oregon (32OR)

Discovery Trail Farm Airpark Sequim, Washington

Fly in to your own backyard. Enjoy sun 300 days a year

A neighborhood for pilots and their families

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

FOR SALE: Two Bedroom House, large Hangar w/bedroom included plus 20 acres, paved runway, near Chelan. Call for details. 509-630-0045.

INDEPENDENCE AIRPARK custom home. 2154’ home w/views of the Coastal Range. Attached Hangar. otion_picture Marian Fitts, Windermere 503-949-3334.

SAN JUAN AVIATION ESTATES BLAKELY ISLAND, WA. Premier Recreational Airpark. Paved lighted runway. Exceptional marina. Owner access to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. NEW LISTINGS: Like new architect designed runway/ marine view home: $485,000. Taxiway cabin with extra large deck for viewing runway activity: $395,000. Judy, Flying Island Realty, 360-375-6302

YEAR ROUND living at Lake Roosevelt, Seven Bays WA. 3BR/ 2-1/2 Bath with 2000’ hangar. (2 Lots). $375,000. 310-508-4046.

Illinois - 9650 DWIGHT, IL Private Airport Home. Built 2005. Brick ranch, 5-acres. 72’x48’ heated hangar. $499,000. Hangar Homes Realty. 312-543-1220. info/pics: PRIVATE AIRPORT home located in Brookeridge Aero. (LL22) Huge attached heated hangar/ separate garage/ workshop. $599,000. 312-543-1220, details/pics: Kansas - 9650 KS-TOPEKA,Kansas: 10-best midsize Kiplinger 2010. 2600’X100’ lighted/grass airstrip: (90KS) 20-minutes to “everything”.from cradle to retirement. 200x500’lot $60K. Kris 785-224-4211,

Pennsylvania - 9650

Michigan - 9650 WALKOUT RANCH with 60’x78’ hangar & workshop on 24M. 100ftx2543ft lighted grass strip. N of Grand Rapids, MI. $190,000. 616-678-7582. SUGAR SPRINGS Airpark(5M6)properties available. Build your dream hangar/home on well-maintained 3500’ grass-airstrip. Ownership gives access to beautiful recreational community, pool 18-hole GC, 2-all sports lakes, more. Alice 989-430-0966

NEW AIRPARK: Northeast Pennsylvania, 29-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! “Model Home Being Built Now”. 866-924-7787 or South Carolina - 9650

A MUST SEE IN CLARENDON COUNTY SC “WE’RE IN THE MIDDLE OF IT ALL” Gated airpark with underground utilities in place.

ORLANDO AREA Aviation-properties, hangars, hangarrentals, Some priced like bank-owned. Chandelle Properties. Ron Henderson 407-712-4071 Keller Williams/Advantage II Realty


September 13, 2013 Palmetto-POBox 777-Manning-SC 29102-803-473-2199 Montana - 9650

NORTH of Hurricanes, SOUTH of snow 3300turf. 10mi to Myrtle Beach. 1, 5,10,acre lots Low taxes/insurance, “free DVD”. 843-602-8220. Texas - 9650

MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. 1-acre or larger, on Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground utilities installed, paved streets, taxiway to 37S public airport. Lanny Hanson Visit: 406-526-3535, 406263-1154. Don’t miss the opportunity to Live in a beautiful hunting and fishing recreational paradise! LOTS NOW SELLING $60,000.

TAILWIND AIRPARK A quiet country airpark 50 min east of Dallas near Canton, TX. Lots for Custom Homes and Hangar/Homes 903-896-4647 HANGAR for sale in the Texas Country near Fredericksburg/Kerrville. 50x60 well-constructed, insulated, built 2007. 3800’paved/lighted runway Silver Wings Fly-in Ranch. TS36. 4acres. all utilities. Reduced $254,900. Barry McCollom Realtor. 830-896-2587 Call/email for addl info/pics.

TURF AIRSTRIP, Rambler, Barn, Private, Quiet, Green, 38 acres, Skagit Valley. $447,950. 206-595-1409. LUXURY HOME & 50x60 HANGAR w/16’ Hydroswing door on gated 3.4acres w/immediate access to 2700’runway at Evergreen Sky Park, Auburn(WA). Built-2006, all brick home, 3bdrms, +bonus room, 2.5baths +outstanding architecture. Pilot’s dream hangar w/heated floors, plumbed w/compressed air, 220 outlets. Property has it all! PRUDENTIAL NORTHWEST REALTY, Paula Huse, Realtor, 206-510-3976. IMPRESSIVE COMBINATION: 20+ level acres of land w/deeded access to private airpark. $590,000. Evergreen Sky Ranch(51A), 206-2762651. KeyRealty. Wisconsin - 9650 NEW RICHMOND WI(RNH) hangar, 60’door, infloorheat, 50’x100’. 5000sqft w/log-cabin style-office, bath w/shower, nat-gas, $175,000. 330-283-3200. Tom 330307-8338. Showings: 715-410-8848,

WI-4000sqft home on 49acres w/23acre lake, brick-caretaker’s home also. 30x70&70x100 heated-shops. 52x56 heated-hangar at local-airportw/14x18 bi-fold door. 2010 80hp-tractor w/loader/pontoon boat/jetski & dock included Call for price. 715-584-2540-cell/715-754-4664.

September 13, 2013 —

A new approach

39 Proudly sponsored by

Dan Johnson Splog

“It’s always been done this way” begins a familiar statement for someone defending a long-standing practice. The reference here is to the nearly 10-yearold category of Light-Sport Aircraft and how these airplanes are permitted to fly across the USA. It is no longer being done the old way and the results are good. The Sport Pilot/Light-Sport Aircraft (SP/LSA) rule will celebrate its 10th anniversary next year in 2014. After more than a decade of deliberation, the FAA issued the SP/LSA rule at AirVenture Oshkosh in 2004. The first fully manufactured LSA — called a Special LSA — came on the market in April 2005. Since then, an amazing 132 models have been offered to customers. While not all these models have found market success, many have established themselves as airworthy, capable, affordable airplanes (at least when compared to other new aircraft pilots may consider for purchase). To say the LSA market has arrived in the world is a gross understatement. The truth is that the new category has so changed the aviation firmament that conventionally certified aircraft may eventually meet similar standards. So, how is it these aircraft become “certified?”

Welcome to F37

In 2012, ASTM’s F37 committee — the group that wrote and maintains the standards used to gain acceptance for Light-Sport Aircraft — celebrated its 10th anniversary. This worldwide group of mostly volunteers produced — from scratch — specifications for the design, performance, quality acceptance tests, and safety monitoring for LSA. ASTM standards guide the preparation of Pilot Operating Handbooks, maintenance manuals, and a system of Continued Operational Safety Monitoring to advise consumers of maintenance needed to keep their aircraft in good operating condition. How can a bunch of unpaid people do what FAA is challenged to do with a multibillion-dollar budget? Think Wikipedia, the online encyclopedia, and you’ll get the idea. A collaboration of hundreds of laypeople can often acFor more on Sport Pilot and LSAs:

meets the ASTM standards? Manufacturers are required to conduct annual internal audits under ASTM standards. To reinforce that requirement, the FAA has also been making factory visits to perform highly-detailed audits of standards compliance, manufacturing quality processes, and adherence to applicable regulations. Today, most companies take steps complish what a committee of experts to assure full compliance when — and cannot. They can move quickly and at if — the FAA should announce its infar lower cost. The committee keeps tention to visit. Companies use interstandards up to date much more swiftnal procedures and help from industry ly, sometimes effecting an important organizations like the Light Aircraft change in as little as 30 days. Manufacturers Association (LAMA) to One part of the F37 committee — a work through the ASTM standards set “task group” working on standards for line-by-line. Consultants versed in the rocket-deployed whole-airplane para10-year-old process chutes — received are now available to an award for creating “Some might say assist companies in an approved standard this is the free meeting the standards in only six months. and keeping the right In contrast, winning market at work.” actions in place to FAA approval for a maintain the airworparachute to be fitted thiness of their aircraft. to the government-certified Cessna 150 What is the proof of their success? (an aircraft very similar to LSA of toThe FAA considers the safety of LSA to day) took 10 years and cost BRS Parabe “acceptable,” to quote the word ofchute more than $2 million. The F37 ten used by agency personnel. Indeed, subgroup did it in six months…with while some accidents are inevitable volunteers. due to factors beyond the control of the Under FAA rules for LSA producers, manufacturer (pilot error and weather, a manufacturer fills out the appropriamong other reasons), LSA have demate application forms and then simply onstrated a positive track record. declares that the aircraft meets ASTM Here is a key statement: The FAA standards. When an LSA is ready for would not be working with the giants delivery, a Designated Airworthiness of the aviation industry to create simiRepresentative (DAR) examines the lar standards for Type Certified aircraft aircraft in an inspection that obviates if the administration could not point to the need for the factory to qualify for an success among LSA. FAA Production Certificate — another task that can cost millions of dollars. Nonetheless, even with the good Worldwide Phenomenon work of a legion of DARs, how does Individuals from many countries work a consumer know a given aircraft truly on and understand these standards. Why?

Isn’t this just a U.S. regulation? LSA sold in America are often imported, so those overseas companies need to meet the standards FAA accepts. More importantly, ASTM standards are increasingly accepted in other countries, meaning a company meeting them once can sell its aircraft in a growing list of other nations. This also saves millions of dollars. F37 is presently composed of more than 200 members typically participating in two to three days of technical meetings twice a year. The committee meets both in America and abroad. Other meetings occur through electronic gatherings facilitated though the Internet. Those hard-working volunteers are guided by knowledgeable ASTM staff members experienced in writing standards. ASTM rules prevent any company or government agency from dominating the actions of the committee. While maintaining several major standards and creating new ones, the F37 committee pushed ahead with a fresh innovation, building an all-new standard for electric-powered aircraft even before the FAA permits such propulsion. Work continues on a new standard for instrument flying. The actions of this group of volunteers has inspired the FAA to continue with letting the industry guide design requirements. Some might say this is the free market at work.

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Sept. 13, 2013  

The September 13, 2013 edition of General Aviation News