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$2.95 • April 20, 2014 66th Year. No. 8

Float flying

Banner year for SUN ’n FUN P. 6 Just add water P. 18 The pilot’s common cold P. 39 Are you a rusty pilot? P. 5

PERIODICALS - TIME-SENSITIVE DATED MATERIALS


April 20, 2014

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Briefing

Electroair has received Design Approval and FAA-PMA for the EIS-61000 series electronic ignition system for the Lycoming O/IO-540 series of engines. Electroair recently announced receiving an STC for Continental 470 and 520 series engines. The Electroair kit uses a Crank Shaft Trigger Wheel for locating engine position and determining RPM of the engine. The trigger wheel kit offers a highly accurate way of determining engine information with the long-term benefit of needing only a sensor change at the next engine overhaul, according to company officials. Electroair.net Piper Aircraft recently delivered the company’s 550th new Meridian to a Swedish customer who purchased the first new Meridian to enter service in that Northern European country. Piper.com

The General Aviation Manufacturers Association (GAMA) has opened an office for the Middle East and North Africa region. The new office will be co-located with the Middle East and North Africa Business Aviation Association (MEBAA) in Dubai, UAE. GAMA.aero Photo courtesy Mustang Aeronautics

Continental Motors has partnered with ASI Innovation of Reims, France, to acquire the Type Certificate, inventory and manufacturing rights for the F406 twin engine turboprop formerly produced by Reims Aviation. The unpressurized, 14-passenger turboprop aircraft was first introduced in 1983. The airframe can be powered by the Pratt & Whitney PT-6 or a Continental Motors’ piston engine, using any of the company’s geared, FADEC and diesel engine technology, according to Continental Motors officials. As the companies work to bring the plane back into production, ASI will have responsibility for all business related to government applications, while Continental Motors will have responsibility for all commercial applications and restoring the F406 to production. ContinentalMotors.aero

The Midget Mustang and Mustang II fly-in and factory open house is scheduled for May 17 at the Oakland Troy Airport (KVLL) in Troy, Mich. There will be a BBQ lunch along with aluminum aircraft workshops and factory tours. The Midget Mustang and Mustang II (pictured) are single- and two-seat aluminum designs that can cruise over 200 mph using the 150-hp or 180-hp Lycoming engines. MustangAero.com John and Martha King of King Schools have unveiled a new pilot community at JohnAndMartha.KingSchools.com. The community allows pilots and aspiring pilots to interact with others, get up-to-date with the latest news about flight training, view videos, and read the latest articles in John and Martha’s blog about aviation risk management. The Kings also announced at SUN ’n FUN that they have released a free eBook specifically for those who are interested in

becoming a private pilot. “So You Want to Learn to Fly,” available at no cost through iTunes or at KingSchools.com/Learn-ToFly, covers everything would-be and firsttime pilots want to know about the process of earning their license. Topics include choosing the right airplane and flight instructor, understanding FAA requirements to become a pilot, and which books and other resources are worth the money. There are also notes on flying solo, at night, and over long distances, according to the Kings. KingSchools.com Hillsboro Aviation, an airplane and helicopter flight training school in Oregon, has introduced a new loan program that offers up to full program financing. The school also is approved by the U.S. Department of Veterans Affairs for the training of military veterans, which means veterans can use their GI Bill benefits to pay for flight training. HillsboroAviation.com

General Aviation News • 66th Year, No. 8 • April 20, 2014 • © 2014, Flyer Media, Inc. • All Rights Reserved. Publisher Ben Sclair | 800-426-8538 Ben@GeneralAviationNews.com editorial Janice Wood, Editor | 888-333-5937 Janice@GeneralAviationNews.com Meg Godlewski, Staff Reporter | 800-426-8538 Meg@GeneralAviationNews.com Contributing Writers Jamie Beckett • Dean Billing • Todd Huvard Dan Johnson • Paul McBride • Deborah McFarland Kent Misegades • Dennis Parks • Charles Spence Drew Steketee • Ben Visser • Bill Walker General Aviation News accepts unsolicited editorial manuscripts and photos but is not responsible for return unless submissions are accompanied by a stamped, self-addressed envelope. Publishers - 1970-2000 Dave and Mary Lou Sclair MaryLou@GeneralAviationNews.com

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to accept only reliable advertisements, but shall not be responsible for advertisements nor are the views expressed in those advertisements necessarily those of General Aviation News. The right to decline or discontinue any ad without explanation is reserved. General Aviation News (ISSN 1536 8513) is published semimonthly by Flyer Media, Inc., 7504 86th Street SW., Suite 150, Lakewood, WA 98498. Periodicals Postage Paid at Lakewood, Washington, and additional mailing offices. POSTMASTER: Send address changes to General Aviation News, POBox 39099, Lakewood, WA 98496-0099. Publications mail agreement number 40648085. Return undeliverable Canadian addresses to P.O. Box 1051, Fort Erie, ON L2A 6C7. Courier delivery: 7504 86th Street SW., Suite 150, Lakewood, WA 98498 Phone numbers: 800426-8538, 253-471-9888. Fax: 253-471-9911. E-mail: comments@GeneralAviationNews.com. Internet: www.GeneralAviationNews.com.

Air Fare America, a new food and travel television series in development by Interface Media Group and Armchair Aviatrix, was at SUN ’n FUN, asking pilots “Where do you fly for food and fun?” Creator Andrea Vernot and co-executive producer Joel Westbrook said they wanted to introduce the new travel entertainment series to the aviation community and survey pilots on their favorite fly-in destinations. The series is expected to debut in 2015. AirFareAmerica.net The Mid-Atlantic Aviation Coalition (MAAC) will hold the 19th Annual New Jersey Aviation Conference May 2-3. Featuring an expanded format, the conference combines a traditional symposium with a ground school session. The symposium will be held on May 2 at Princeton University, while the ground school component will be held on May 3 at Alexandria Field Airport (N85) in Pittstown, N.J. NJAviation.com Embry-Riddle Aeronautical University–Worldwide will offer a two-day course April 24-25 in San Diego on the emerging unmanned aircraft systems (UAS) industry. Topics include: The impact of UAS; UAS designs; legislation, certification and regulation; industry concerns; applications; operational profiles; business opportuniBRIEFING | See Page 4

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General Aviation News —  800.426.8538

April 20, 2014

Arion Aircraft introduced its newest airplane, the Lightning XS, at SUN ’n FUN. “The XS kit is all about choices,” company officials said. “Our new airframe kit gives you the option of choosing your firewall forward package from three currently available engines. This gives you the opportunity to create the aircraft you have always dreamed of.” Choices include the Lycoming O-320, UL 390, and the Jabiru 3300. And don’t worry if you liked the kit the way it was. The company still offers that, now named the Lightning Classic. It includes everything but a propeller, avionics, interior and paint. “You can build this kit to go fast or be Light-Sport compliant by choosing the appropriate options,” officials note. FlyLightning.net BRIEFING | From Page 3 ties; and the future of UAS. The cost of the course is $550, and continuing education credits are available. ERAU.edu Shell Aviation has signed on as a sponsor of Able Flight’s scholarship program, which provides flight and aviation career training to disabled individuals. Each year the Shell Aviation/Able Flight scholarship will be awarded to honor airshow pilot Alan Henley, a former lead pilot and founding member of the famed AeroShell Aerobatic Team, who became paralyzed due to a non-flying accident in 2008. Shell Aviation has made a three-year commitment, becoming the fourth company to sponsor a scholarship in its name. The first Shell Aviation/Able Flight Scholarship will be awarded this year to a student who will learn to fly at the nonprofit’s annual joint flight training program with Purdue University’s Department of Aviation Technology. AbleFlight.org, Shell.com Fort Worth, Texas, pilot Jim Penn won the raffle for a flight of a lifetime in a Stallion

Photo courtesy Arion Aircraft

Arion Aircraft introduces Lightning XS

51 P-51 Mustang. His name was chosen at SUN ’n FUN as the winner of the fundraising raffle for Mercy Flight Southeast, which arranges free flights so children and adults can have access to far-from-home doctors who can save their lives. Hundreds of people from all over the country bought tickets for the raffle, according to Mercy Flight officials. Penn, who has been a pilot for more than 10 years and flying for Angel Flight South Central since 2007, flies a TBM. Stallion51.com, MercyFlightSE.org A new smartphone application with nearreal-time NWS weather, flight tracking, flight planning services, CFI endorsements and more was unveiled at SUN ’n FUN by the Society of Aviation and Flight Educators (SAFE). Called the SAFE Toolkit, the new app is free for flight instructors and aviation educators. It is now available for Android devices at the Google Play app store. An iPhone and iPad version will be available soon, SAFE officials said. SafePilots.org Baron Services, which provides aviation weather data, now offers the ability to incorporate weather into your website with

its weather widgets and interactive maps. Available weather data products include interactive NEXRAD radar, current conditions, and forecasts. These products are provided at no cost to companies. BaronServices.com Adventure Sims America is moving from Lake Wales, Florida, to its new location at Winter Haven Municipal AirportGilbert Field (GIF) in Florida. The company also reports it has added a LEARJET 25 to its simulator fleet. AdventureSimsAmerica.com Beechcraft Corp., now part of Textron Aviation, is commemorating the 50th anniversary of its line of King Air turboprops. Company pilots flew the first official flight of the conforming prototype of the King Air Model 90 Jan. 20, 1964. Since then, Beechcraft has delivered nearly 7,200 King Airs, surpassing 60 million flight hours. Beechcraft.com Rocky Mountain Metropolitan Airport (BJC) shut down it 9,000-foot runway, 11L-29R, April 15. The estimated $8.83 million reconstruction and overlay project will take about 70 days, with the

A D V E R T I S E R

I N D E X

runway slated to reopen June 23. During the closure, the parallel 7,000-foot runway will be open for business. In October, new paint will reflect new runway numbers that are aligned to magnetic directions, airport officials report. Runway 11-29 will become Runway 1230, more southeasterly and northwesterly. Jeffco.us/Airport

Cover Photo courtesy Ivy McIver

NOTICE: The next issue will be mailed May 5, 2014.


April 20, 2014

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Rusty Pilots Initiative launches The Aircraft Owners and Pilots Association (AOPA) has launched the Rusty Pilots program, which allows lapsed pilots a way to return to flying in a matter of hours through a free session of ground school that fulfills the FAA’s flight review requirement for ground instruction. After the seminar, which includes topics such as a refresher on airspace and the most pertinent regulations, pilots can work directly with a local flight school or flying club to schedule dual flight-time to complete a flight review, AOPA officials said.

“Once a pilot, always a pilot,” said Brittearned a private pilot certificate but later ney Miculka, AOPA’s senior manager of stopped flying. The research determined pilot community dethat 87% of those pilots velopment. “It’s much “either intend to come easier for people to get back or might come “Once a pilot, back into flying than back to flying.” The realways a pilot.” they might think. This mainder said they were — AOPA’s Brittney Miculka unable to fly due to program makes it both easy and fun.” medical reasons. The potential of the AOPA will partner Rusty Pilots program is substantial, acwith flight schools and flying clubs around cording to AOPA officials. An AOPA surthe nation to offer the Rusty Pilots provey found that as many as 500,000 pilots gram. Participating schools and clubs will

receive free course materials that include a presenter’s guide and pilot resource guide. AOPA will help flight schools and clubs identify lapsed pilots in their areas, and it will promote the events. In addition, AOPA will hold free Rusty Pilots programs the evening before each of its six AOPA Regional Fly-Ins in 2014, and also before its Frederick, Md., homecoming fly-in. Air Safety Institute presenters Mark Grady and Pat Brown will present the material at the Rusty Pilots sessions. RustyPilots.org

Flying Challenge debuts By MEG GODLEWSKI There is something about aviation that brings out the competitor in all of us. Redbird Flight Simulations and a cadre of sponsors, including Flying Magazine, Jeppesen and ForeFlight, have thrown down the virtual Gauntlet of Challenge to those who want to show they have the right stuff through the Flying Challenge Cup. The Challenge, which debuted at SUN ’n FUN, is a series of computer-based scenarios flown in a full-motion Redbird Flight Simulator.

There are three levels of competition: Licensed pilot, student pilot, and everyone else. The challenges come from basic stick and rudder skills pilots should know and are tested on during the acquisition of their pilot certificates, such as precision landings, steep turns and Lazy Eights. Each maneuver is scored using the criteria contained in the Practical Test Standards. Participants begin by registering at FlyingChallenge.com. Once registered, you are issued a five-digit PIN. The PIN interfaces with a USB headset. “The challenges are interactive,” said

Jeff VanWest, director of Redbird Media. “You get feedback from the simulator, so for steep turns, for example, you might hear ‘more power, increase the bank angle,’ and so forth.” This means that instead of having an instructor sitting next to you, the sim will tell you what to do to improve your score. The USB also records your score. Pilots can compete anywhere, he noted. “When you log into the sim, you are logging into your personal account. Your account follows you around the world.” The use of the Redbird simulator at most flight schools usually costs upwards of

$75 an hour. Realizing that the cost might deter some people from participating, the Flying Challenge registration site includes a coupon so the first 30 minutes is $15. A Google map helps pilots find a simulator close to them. “We are working with schools around the world to set up local challenge events,” he noted. The Challenge ends in July at AirVenture. The 12 people who have the highest scores will get a free trip to AirVenture to compete live for the Flying Challenge Cup. FlyingChallenge.com

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General Aviation News —  800.426.8538

April 20, 2014

Banner year for SUN ’n FUN

See more on SUN ’n FUN throughout this issue, with two pages of photos starting on page 22.

Record crowds attended this year’s SUN ’n FUN.

a better SUN ’n FUN and were most impressed with Sunday. Sporty’s Pilot Shop President Mike Wolf said they saw increased traffic and were very happy. When all reports are collated, Lites expects a through-the-gate count of 220,000225,000 for the six days of the event. That’s up from 160,000-180,000 in 2013. “We ran out of wrist bands on both Friday and Saturday,� noted Lites. “We had to dive into 2013 inventory.� Very soon after the show ended, they will begin work on infrastructure for 2015 and beyond. The improvements include lengthening the Paradise City runway from 1,400 to 2,100 feet. Home to the LightSport Aircraft and ultralight crowd during the show, it will be available year-round for the Lakeland Aero Club and others. For the ever popular Warbird area, the concrete ramp will double in size, include some permanent buildings, as well as im-

Photo by James Hancock, RAF Air Cadets

“Pick your cliche,� said John “Lites� Lennhouts, as the president of SUN ’n FUN kicked off his closing day briefing. “We hit it out of the park, hit a home run, what have you.� Great weather, both locally and for those traveling from afar, strong advertising in both Tampa and Orlando, and a stout schedule all led to a banner year for SUN ’n FUN, based at Lakeland Linder Regional Airport in Florida. “We anticipated good, but didn’t expect awesome,� Lites continued. As of Saturday night, he reported the flyin was 20% ahead of the entire 2013 event and 11% ahead of 2012. “Guests started lining up two hours before our ticket offices opened up Saturday,� said Lites. Saturday morning, a call was put out over the show radio pleading for all available staff and volunteers to come to the ticket offices to help move the crowds. Florida Governor Rick Scott stopped by for two and a half hours. He was reportedly impressed by the event and the turnout. Of particular interest to Scott was where guests came from. About 25% of the people Scott polled were from countries outside the United States. That feeling was echoed by SkyVector’s David Graves. “I can’t believe how many people are from other countries. It’s huge.� Lites, never one to miss an opportunity for hyperbole, said simply “our vendors are happy.� As I wandered the four exhibit buildings on the last day of the fly-in, Sunday, April 6, Air Mod’s Dennis Wolter said Sunday was the best he can ever recall and the show overall was strong. John Rutter and Keith Russo in the Seattle Avionics display agreed. The reps from Tactical Hearing, as they packed up, said they couldn’t remember

Photo by Steve Rowland

By BEN SCLAIR

The Blue Angels headlined the weekend airshow, no doubt boosting the size of this year’s crowds. proved water and electrical. Not all will be in place by 2015, SUN ’n FUN officials advised. With a small full-time paid staff, SUN ’n FUN relies on volunteers. More than 3,200 showed up this year. The show was also safe. Two incidents

were reported through Sunday morning. A Varieze suffered a gear collapse and the brakes on a Steen Skybolt locked up on landing, causing it to tip on its nose. The 2015 fly-in, the 41st, is set for April 21-26, 2015. Sun-n-Fun.org

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Exhaust Systems Rear Lift Strut Upper Fillet, Left and Right 108-1001002-0, -1..................... $72.52 Front Lift Strut, Upper Fillet, Left and Right 108-1001001-0, -1..................... $74.70

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8

General Aviation News —  800.426.8538

April 20, 2014

FAA pursues 3rd class medical rulemaking By CHARLES SPENCE WASHINGTON, D.C. — The FAA is moving ahead with the rulemaking process to possibly expand the number of pilots eligible to fly without the need for a thirdclass medical certificate. This is in response to a petition from the Aircraft Owners and Pilots Association (AOPA) and the Experimental Aircraft Association (EAA) filed more than two years ago. Bills have also been introduced in the House of Representatives and the Senate to eliminate the medical requirement for noncommercial pilots flying day VFR below 14,000 feet in aircraft weighing less than 6,000 pounds and carrying no more than six people. Both pieces of legislation have been gaining support on both sides of the aisle. The FAA is calling its new rulemaking effort the “Private Pilot Privileges Without

a Medical Certificate” project. It will consider whether to allow private pilots to fly without a third-class medical certificate in certain circumstances. Instead of a medical, pilots will be able to use other criteria, including a John Boozman valid driver’s license. The FAA announced no other details of the planned action. As part of its announcement, FAA said it will consider whether it can “safely provide any relief to the medical requirement before the rulemaking process is complete.” More than 16,000 comments about the no-medical proposal have been received by the FAA, most of which were positive, according to FAA officials. Officials at both EAA and AOPA were

quick to express their pleasure at the FAA’s announcement. EAA officials called this move to formal rulemaking “a good initial step” and said it supports any initiatives to modernize the aviation medical certification system for recreational flying. For decades EAA has made numerous petitions and requests to the FAA to extend medical self-certification to more of the pilot population, officials noted. AOPA President Mark Baker called the rulemaking announcement “the next important step along a path that we sincerely hope will allow more pilots to fly without the expense and frustration of the medical certification process.” He added he made pursuing the medical exemption a top priority when he took over as president of AOPA. The General Aviation Manufacturers Association also quickly commended the

FAA for the move. Pete Bunce, president and CEO of the association, said he wants “to applaud the FAA for undertaking the rulemaking effort.” He also added appreciation to members of Congress for pushing the issue to the forefront. “I am glad to see that FAA has finally taken this initial step,” noted Senator John Boozman (R-Ark.), the lead Senate sponsor of the General Aviation Pilot Protection Act (S. 2103). “When we introduced our legislation last month, I urged the FAA to respond to the reasonable petitions that our pilots have submitted and to provide additional flexibility.” GA insiders note that this is just the beginning of the process and a final rule could be years away. As one put it: “This is a 20 chapter book and we are just at chapter six.” FAA.gov, AOPA.org, EAA.org, GAMA.aero

Lightspeed reveals finalists for Pilot’s Choice Awards From the grandstands at SUN ’n FUN, the Lightspeed Aviation Foundation announced the names of 15 charities, selected from hundreds of nominees, that will benefit from grants to be awarded through the

Pilot’s Choice Awards Program. Finalists are: Academy of Model Aeronautics, Agape Flights, Angel Flight West, the Civil Air Patrol, the Flying Doctors, Mission Aviation Fellowship, Missionary

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ON AN EMPTY STOMACH, PLEASE.

Fly into Kissimmee Gateway Airport for the ultimate in aviation history thrills. Check out our warbird museum, and watch a Luftwaffe fighter restoration in progress. Then strap into a T-6 Texan for an adventure flight, or conquer the sky in a P-51 Mustang—or sit side by side with a friend in an open cockpit biplane and see the sites of Orlando.

DO YOU HAVE WHAT IT TAKES? F i n d o u t a t w w w. k i s s i m m e e a i r p o r t . c o m / r e c . h t m

Flights International, New Tribes Mission, The Ninety-Nines, Patient AirLift Services, Pilots N Paws, SUN ’n FUN, Think Global Flight, Tomorrow’s Aeronautical Museum, and Whirly Girls International. Finalists will receive awards, depending

on their final vote ranking, up to $10,000. You can vote for your favorite (or favorites) online at LightspeedAviationFoundation.org.


April 20, 2014

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9

FAA issues second study on GA airports Charles Spence Capital Comments

WASHINGTON, D.C. — The FAA has issued its second study of general aviation airports, called ASSET 2, this time covering 497 airports that did not fit into a category under the original study. In 2012, the FAA released a study that examined the role GA airports play in the national aviation system. Nearly 3,000 GA airports were placed into four categories: National, regional, local, and basic. The 497 airports in the second study did not fit into any of those categories. The FAA began working in January 2013 with airport sponsors, state aviation offices and the general aviation industry to conduct in-depth reviews of the unclassified airports. As a result of this work, the FAA placed 212 of the 497 airports into categories,

leaving 281 airports unclassified. Included in this are 227 publicly owned airports with what the FAA says is little or no activity. Four airports had been closed. According to FAA officials, 91 of the previously unclassified airports updated their basic aircraft data or were recently classified as non-primary commercial service airports. Another 12 were categorized because they are either owned by or serve a Native American community and provide

what the FAA calls a critical link for the community. With ASSET 2 information, the FAA now reports there are 84 national airports; 468 regional; 1,263 local; 852 basic airports; 281 unclassified; and four closed, adding up to 2,952 airports. There are now six states with no unclassified airports: Colorado, Maryland, Nevada, Rhode Island, West Virginia, and Wyoming. The FAA examines all airports, including those unclassified, every two years and submits a report to Congress on the airport system. The agency will reexamine the nonprimary airports every other year as part of the report. The next review will be in 2016. The FAA began the national review of general aviation airports in 2010. In all, there are more than 19,000 air-

ports, heliports, seaplane bases, and other landing facilities in the United States and its territories. Of these, 3,330 are included in the National Plan of Integrated Airport Systems (NPIAS), are open to the public, and are eligible for federal funding. According to the FAA, 378 are considered primary airports and support commercial air service. The remaining airports among those eligible for federal funding are basically general aviation facilities, but 121 of these also serve airlines with at least 2,500 air service boardings a year. As a lead-in to the first report, FAA’s Associate Administrator for Airports cites some of the ways GA airports serve the nation and fit into the national airports system. “We applaud the local communities,” she said, “for their continuing support and commitment to aviation.”

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Charles Spence is GAN’s Washington, D.C., correspondent.

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Do new regulations increase the cost of flying? By CHARLES SPENCE WASHINGTON, D.C. — If costs of flying have increased in recent years, one reason might be new federal regulations on small businesses, such as FBOs, airport managers, and others who must raise prices to meet the increases in their costs of doing business. Over the past five years, 157 new major rules have been issued, according to U.S. Rep. Sam Graves (R-Mo.), chair of the House Committee on Small Business. According to the Congressman, the cost of new regulations on the American economy has spiked by $75 billion annually. The Congressman’s comments about new costs did not break down the added expenses by types of business, so the impact on aviation is not known. Reducing unnecessary regulatory burdens on small business is a priority for Graves. In January 2013, the Small Business Committee launched the “Small Biz Reg Watch” initiative, which encourages small businesses to participate in the federal rulemaking process by regularly highlighting proposed rules that may have a significant effect on small firms and encouraging owners to submit comments. SmallBusiness.house.gov/RegWatch

For more information, call or log onto www.championaerospace.com.

Photo courtesy of Scott Slocum.

Trust is earned


10

General Aviation News —  800.426.8538

April 20, 2014

The non-stop week that was SUN ’n FUN Ben Sclair Touch & Go

SUN ’n FUN was fantastic this year. If you didn’t make it to Lakeland, Florida, at the start of the month, be sure to put it on your 2015 calendar: April 21-26, 2015. We produce SUN ’n FUN Today, the daily newspaper for the fly-in, so my view of SUN ’n FUN is slightly different. As I look back through my notebook, I now understand why I’m so tired. The following will give you a peek into what it takes to cover a fly-in like SUN ’n FUN or AirVenture. Our editor Janice Wood and staff reporter Meg Godlewski had similar, but divergent schedules, so what follows isn’t everything nor is it in order. The week started at a Garmin press conference. Its G3X Touch, VIRB action camera and watch can all work together to control just about everything. As I walked over to the Daher-Socata display, I ran into Electroair’s Mike Kobylik, who showed me an email he’d received the day before approving the company’s electronic ignition system for six-cylinder Lycomings. Once at Daher-Socata I learned about its new flagship, the TBM 900. Developed in secret, the plane is the third generation of the venerable turboprop single. Of particular interest, the TBM 900 is both FAA and Ben Sclair is Publisher. He can be reached at ben@generalaviationnews.com.

EASA certified and deliveries have already started. When was the last time you heard of a new plane coming to market that was already certified? Among the myriad parties, forums, workshops and plain old shopping, a dedicated group of pilots gathered to race in the Sun 40 Sprint. Rob Logan, who flew his Lancair Legacy to SUN ’n FUN from Cleveland, Ohio, invited me to fill his right seat. Of course I said yes — 240 knots, 500 feet AGL, 75°plus banked turns is a lot of fun. For Rob and his fellow racers, the Sun 40 is a huge reason for coming to SUN ’n FUN. For one pilot, it was THE reason. No race, no SUN ’n FUN. Shell Aviation revealed a three-year $24,000 Able Flight scholarship in honor of Alan Henley. Henley, a founding member of the Aeroshell Aerobatic Team, was paralyzed in an accident at his home a few years ago. The scholarship will fund flight training for one student each year. JetBlue brought a load of students and teachers to SUN ’n FUN from Orlando in an Airbus A320. Company officials also brought with them a big $25,000 check to support the Central Florida Aerospace Academy, the high school on the SUN ’n FUN grounds. A few days later, Lightspeed founder Alan Shepard took over the airshow announcers stand to disclose the finals for

his foundation’s 2014 grants. The grants are awarded to aviation-based non-profits based on voting by the pilot population. AKG Aviation, a division of Austriabased HARMAN, debuted a new headset. You will no doubt hear about the new AV100 in the coming months. Lyle Flagg was a longtime director at SUN ’n FUN. His family came to celebrate the naming of Lyle Flagg Way, which is located adjacent to the Aerospace Pavilion and is one of the first streets guests will see when they enter the SUN ’n FUN campus. If you’ve been to either SUN ’n FUN or AirVenture in Oshkosh, you’ve heard Roscoe Morton’s voice. In all, he was the voice of the two fly-ins more than 70 times. To honor his service, the announcers stand at SUN ’n FUN was renamed the Roscoe Morton Airshow Announcers Headquarters. At the Aircraft Owners and Pilots Association (AOPA) Foundation breakfast I ran into Bob and Sandy Showalter, the fatherson duo who own and operate Orlando’s Showalter Flying Service. The two report that March was the biggest month they’ve had in the last five years. Neither was willing to proclaim a trend, but they sure had big smiles on their faces. At the breakfast, AOPA President Mark Baker said, “It could still be a couple of years before anything actually happens,” in response to the FAA’s recent announcement it will start the rulemaking process with regards to the third class medical. Over at the Stemme motorgliders display I met two-time world aerobatic glider champion Luca Bertossia. The 24-year-old Italian is very engaging and properly polite. He will be a wonderful ambassador of gliding for decades to come. SUN ’n FUN Radio celebrated its 20th anniversary. Radio Chairman Dave Shall-

better is a tireless promoter of SUN ’n FUN. What started as a small AM station covering the show grounds, SUN ’n FUN Radio can now be heard worldwide on LiveATC.net. The Air Force brought its F-22 Raptor Demonstration Team this year. In addition to flying a demo several days, the F-22 also participated in a Heritage Flight with “Glacier Girl,” a P-38 flown by Steve Hinton, and “Crazy Horse,” a P-51 flown by Stallion 51’s Lee Lauderback. The quote of the year, in my opinion, was from John “Taboo” Cummings, the F-22 demo pilot. When asked the minimum controllable airspeed of the F-22, his response was, “Yes. The airspeed never reads zero because we are always flying through the air, just not always forward.” Dr. Peggy Chabrian from Women in Aviation told a gathered group at the association’s annual breakfast that membership has topped 11,000 as of the end of March. She added the recently concluded annual convention saw a 30% increase in attendance to more than 4,500 attendees. While on my way to yet another event, I ran into Brent Maule, president of Maule Air, his wife and cousin. Things at Maule Air are good. “We just signed a 12 plane contract,” said Brent. My personal highlight of the week was a seat on Fat Albert Airlines. For the uninitiated, Fat Albert is the C-130 support plane for the U.S. Navy Blue Angels. I was fortunate enough to be assigned a cockpit jumpseat. Suffice it to say, it was a true “e-ticket ride.” The only thing better than the flight was meeting the U.S. Marine crew. Every one from pilots to crew were engaging, friendly, fun and a true honor to meet. I’m physically exhausted, yet I can’t wait for SUN ’n FUN 2015.

LETTERS TO THE EDITOR FELLOW LUSCOMBE PILOT

I have enjoyed Deb McFarland’s articles and her Short Final column for a long time. They are not always about airplanes, but about people or plane nuts. I, too, have been a Luscombe owner and have belonged to the Luscombe Association for 40-plus years and it was great to see the turnout at Blakesburg. It was also nice to catch up with some of the Luscombe owners and also a longtime friend, Rosie Duckworth. I was at the banquet and I am sorry that I missed Deb and the Old Man. I was sitting at a table with two gentlemen who had flown from California by themselves and were, I think, in their 70s. I hope that I still have a few years left in me. I am so glad that you did not quit and are writing a few articles. MIKE WONDER via email

PLEADING THE FIFTH

The March 20, 2014, issue of General Aviation News contained an article titled “Pleading the Fifth” in Jeffrey Madison’s Human Factor column. Though well-intentioned, the article misstates the law. The Aviation Safety Reporting program is unavailable for “accidents.” FAR §91.25 provides that NASA reports will not be used against an airman, “except information concerning accidents or criminal offenses which are wholly excluded from the program.” In fact, if an airman submits an Aviation Safety Report for an accident, NASA, the program administrator, is obliged to report the event, including the identity of the airman, to the FAA, the NTSB, and, potentially, the Department of Justice. The Fifth Amendment to the United States Constitution provides that no person can be compelled to be a witness against

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themselves. Instead of asserting one’s Fifth Amendment privilege, as the article suggests, filing an Aviation Safety Report for an accident causes the loss of any applicable privilege against self-incrimination. After an accident, the better advice is to assert one’s Sixth Amendment privilege, the right to an attorney, before speaking with anyone regarding the accident, whenever possible. When not possible, any communication should be limited to the initial reporting required by NTSB Part 830. After a mandatory initial report, if anyone tries to question an airman, he should simply state that he is asserting his rights, under the U.S.

Constitution, and the Pilot’s Bill of Rights, to speak with an attorney before answering any questions. Pilots, by nature, are cooperative and rule-complaint. This tendency, while useful in the air, can hurt a pilot after an accident. After an accident, talking to anyone, but especially law enforcement or the FAA, can equate to selling the executioner (i.e., the FAA) the rope to hang the airman. Not only does talking after an accident increase the potential for an FAA enforcement action, it can generate evidence to be used against the airman in subsequent LETTERS | See Page 11


April 20, 2014

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11

The circus is more than just a circus Jamie Beckett Politics for Pilots

It’s an American tradition that continues unabated, thank goodness. Kids start smiling a little wider in the weeks before the big day. Neighborhood dogs pick up on the excitement, wagging their tails with abandon. Moms and dads prepare for days of high-strung adventure, followed by the predictable collapse of exhausted young ‘uns. Wait a year and the whole process repeats. The circus is coming to town. Rejoice! Now in all honesty, it doesn’t matter if it’s the circus coming to town, the South by Southwest Festival in Austin, Texas (often abbreviated to read SXSW), the Eastern States Exposition in Springfield, Massachusetts (more frequently referred to by locals as The Big E), or the Tillamook County Fair in Oregon. What gets the local chamber of commerce excited about all these events is the draw they create. Folks come from the countryside to the city to see the sights, or they come from the surrounding counties to the fairgrounds to enter their prize bull in competition, or they fly an airplane from one side of the continent to the other so Jamie Beckett is a CFI and A&P who stepped into the political arena in an effort to promote and protect GA at his local airport. He founded and serves as a member of the Polk Aviation Alliance in central Florida, and is an unabashed aviation advocate. You can reach him at Jamie@GeneralAviationNews.com

LETTERS | From Page 10 civil litigation over accident injuries or insurance coverage, or worse, in potential criminal litigation. After an aircraft accident, emotions run high, adrenaline flows, and, in the heat of the moment, airmen may make statements, which upon later reflection, are inaccurate or ill-advised. When in doubt, close your mouth. GEORGE T. BABCOCK Attorney at Law Omaha, Neb. Note from Jeffrey Madison: Attorney Babcock is absolutely right. The language is in my column: “FAR §91.25 provides that NASA reports will not be used against an airman, “except information concerning accidents or criminal offenses which are wholly excluded from the program.” I definitely read right past that! My other underlying point is still valid: In my humble

they can stand shoulder-to-shoulder with tens of thousands of other aviation-minded folks in one of the truly great aeronautical spectacles on the planet. This is what economic opportunity looks like. Whether the event’s logo features clowns in full makeup, a movie star, or a kid chewing on an ear of corn — it doesn’t make one bit of difference. There are major and minor festivals, carnivals, conventions, and expositions from one corner of our nation to the other, and it is to our great benefit that aviation plays a role in many of them. In fact, our aeronautical interests take center stage as the primary focus of a handful of major events each year. Which means we aviation nuts can take a bow right alongside the major festivals intended to celebrate film, music, the strawberry harvest, this year’s corn crop, and the wonder of maple syrup production. Yes, I’m talking economics. Money. Cash flow. The magical principle of what happens when people from out of town come to your local area, spend money, and leave with a smile on their face and a song in their heart. This fiscal reality matters to the general aviation community more than it does to those other festival and special event organizers for the simple reason that few communities are trying to rid themselves of clowns or maple trees. It’s rare that a city puts the kibosh on a music series or a film festival. Nope, we welcome the fruitopinion, online sharing of incidents and accidents is not very smart business until well after the issue has been resolved.

WARNING SIGNS

Re: Charles Spence’s Capital Comments column in the April 5 issue: “Warning signs in FAA forecast:” Until and unless there is real product liability tort reform, everything fun that uses equipment and machinery will be held hostage. There is no incentive for Congress to enact tort reform when Congress is dominated by lawyers. Tort reform is a mystical and mythical ideal, just like term limits. We won’t see either in our life time. BILL LEAVENS via GeneralAviationNews.com I would ask you to consider this comment as somewhat incorrect: “The most recent drop-off in pilots and aircraft came when manufacturers discovered they could be sued for damages over even little things.”

of Wisconsin and Florida. If a new customcake toss festival, and the international roter walks into your restaurant, movie theten sneaker contest, and even the Bonnie ater, book store, or clothing shop to make a and Clyde Festival that celebrates a pair purchase, does it really matter to you what of dangerous psychopaths from the Great their hobbies are or in what industry they Depression. make their living? Of course not. A sale is But aviation? That’s where a disquieting a sale. And a sale to an out-of-towner who number of communities decide to draw the brought money into your economy from line. their hometown is a bonus. Would those communities be so quick More important to the average reader and relentless in their opposition of aviathan the economic impact of SUN ’n FUN tion if they knew the real economic impact and AirVenture is the origin of the two it can bring to their doorsteps? I doubt it. events. Both began as humble ideas, essenLet’s consider two major aviation events tially over a kitchen table. A small group of as examples. AirVenture in Oshkosh, Wisfriends simply got sideconsin, is the gold stantracked talking about dard, with Lakeland, “Few communities what might come to Florida’s SUN ’n FUN pass if they could gathInternational Fly-In and are trying to rid er up a few volunteers Expo taking the silver themselves of clowns to help. They faced hurmedal in terms of size dles, but they cleared and scope. or maple trees. But them. They’ve had bad SUN ’n FUN just wrapped up. As much aviation? That’s where weather and economic of the northern portion a disquieting number downturns to wrestle with, yet they’ve perseof the country struggled to shake off the frigid of communities decide vered. Everything that mantle of winter, thouto draw the line.” could dissuade them sands upon thousands from continuing with of people gathered in their planning and execution of the master central Florida to walk amongst the airplan has happened, and still they keep on planes, rub elbows with legends like Buzz planning, keep on executing, and keep on Aldrin (the second man to walk on the bringing dollars into their local economies moon) and maybe even take a ride in an year after year. It’s been said, from small open cockpit biplane so they can experithings, big things come. SUN ’n FUN and ence the way aviation used to be — and AirVenture certainly prove that to be true. still is for many of us. Which begs the question, how many SUN ’n FUN’s economic impact on the more aeronautical events could be going region has been calculated to be something on in our sizable nation’s market? How on the order of $64 million. AirVenture many more communities might become nearly doubles that with a whopping $110 richer, more diverse, better known, and million effect. That’s real money. Big monincentivize greater investment by simply ey. And it repeats year after year. embracing the odd ideas of a small group Aviation brings real value to these comof people gathered around a kitchen table munities. Whether you like airplane noise postulating, “Hey, you know what we or hate it, there’s a case to be made that aviought to do...” ation is a boon to the people and businesses The General Aviation Revitalization Act (GARA) allowed manufacturers to escape confiscatory damages if the product was in production for more than 17 years. What this did is shift the liability to the owner. So those in the rental business are getting out of the business. Therefore your comment should read: “The most recent drop-off in pilots and aircraft came when aircraft owners discovered they could be sued for damages over even little things.” CHRISTOPHER WALKER via GeneralAviationNews.com Hopefully the FAA was standing in front of a mirror talking to themselves when they made this announcement. The FAA IS THE PROBLEM, not the solution for general aviation. It is well past time for reform. The Small Airplane Revitalization Act of 2013 (passed/law) and the General Aviation Pilot Protection Act of 2013 (pending in

both the House and the Senate in identical forms) are steps in the right direction by Congress. Once passed, the FAA must be held accountable. JIM RICE via GeneralAviationNews.com

SHE WILL BE MISSED

Re: “Iconic pilot supply store up for sale,” in the April 5 issue: Nancy Griffith will certainly be missed at BFI. My wife, Riki, and I have known her since 1985. Since getting to know Nancy, we have bought and sold two airplanes, moved around some, and have made a point to look Nancy up when at BFI and nearly every aviation event we’ve attended. She never fails to greet with a wide smile and a welcome hug. She deserves some time off, but will be missed terribly. FRED SCHUMACHER via GeneralAviationNews.com


12

General Aviation News —  800.426.8538

April 20, 2014

Confusion surrounds Motor octane rating Ben Visser Visser’s Voice

Earlier this year I gave several state IA renewal seminars. I always enjoy these because I get to greet many old friends and find out what is going on in the industry. I also get a lot of excellent information from people who are actually doing the work, along with some great questions. One of the questions was a version of one I receive at almost every session: “Why can a Rotax with 9:1 compression ratio run knock free on 91 R+M/2 auto gas and a 8:1 compression ratio Lycoming need 100LL with an R+M/2 of around 104+?” I have addressed this before in this colBen Visser is an aviation fuels and lubricants expert who spent 33 years with Shell Oil. He has been a private pilot since 1985. You can contact him at Visser@GeneralAviationNews.com.

umn, but I thought I would try to shed some more light on the subject — or maybe just confuse people a little more, because we all know that there is no shortage of confusion on this subject in our industry. The major problem is that the octane of a fuel is more of a characteristic than a property. If you measure the freeze point of a fuel and it is -60°C, you know that above that temperature the fuel will be a liquid. But if you measure the Motor Octane of a fuel to be 100, all you really know is that in a CFR knock test engine, the test fuel knocked at the same level as a 100% IsoOctane fuel. When the knock test measurement procedure was first developed, all we had was the Research Method. But engineers have a bad habit of not leaving things well enough alone, and several engineers went out and compared full boiling range fuels with dif-

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ferent Research octanes in real world ausearch to the Motor octane, the results tos. They found that there was a very poor dropped on average from eight to 12 numcorrelation between the Research Octane bers. Think about this: An rpm change of number and how the fuels performed in 300 rpm and an increase in intake air temthe field, so they ran a large program to imperature changed the rating from eight to prove the relevance of the octane test to the 12 numbers in the test engine. real world. The second observation is that the Motor They found that if they increased the CFR or lean rating did not relate well to super engine test from 600 rpm to 900 rpm and incharged aircraft engines and the rich rating creased the intake air temperature, it greatly does not work on unleaded fuels. increased the correlation to the real world. Third, the octane requirement of an engine They called this the Mois dependent on many tor Octane rating. factors, including en“Engineers have But since the Regine bore, compression search number was eight ratio, rpm, load, coma bad habit of not to 10 numbers higher, bustion chamber shape, leaving things well and higher is better, the head temperature, cam marketers kept it. profile, ambient air temenough alone.” Then with some miperature/relative humidnor changes, this methity/barometric pressure, od became the lean rating and was used in plus a lot of other little things, like combusthe aviation industry. tion chamber and valve deposits. But as aircraft power increased with turAt the present time, all of the 100LL probo and supercharging, the aviation indusduced is made from aviation alkylate, plus try, especially the military, felt the need for some additives. This means that the fuels a better test. That’s why the supercharged are almost identical chemically, so the ocor rich rating was developed. tane rating system works well. As we look at unleaded aviation gasoBut what is going to happen when comlines, everybody claims that all we need is panies produce unleaded fuels with very a 100 motor octane fuel minimum. different compositions? Life is going to get A few humble observations if I might: a lot more interesting — notice I said interFirst, when they changed from the Reesting and not necessarily better.

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April 20, 2014

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OpenAirplane expands to private aircraft At SUN ’n FUN, OpenAirplane unveiled a new service that helps aircraft owners join the “sharing economy.” With “Collaborative Aircraft Rental” owners can rent their airplanes to pilots who have passed the OpenAirplane universal checkout. “Someplace between sole ownership, and leasing the airplane back is a happy place where you can occasionally rent your airplane to well qualified pilots,” said Rod Rakic, co-founder of OpenAirplane. “Putting your airplane to work when you’re not flying it makes sense for many owners.” Along with supporting OpenAirplane pilots with personal and CFI non-owned insurance products (available for single, multi-engine and piston rotorcraft), Starr Aviation created a new kind of insurance policy that offers coverage for aircraft owners who want to make their aircraft available exclusively to pilots using Open­ Airplane. “OpenAirplane is shaking up the way people think about aircraft rental in a good way. By establishing a sensible universal checkout and annual training requirements, we are pleased to support the OpenAirplane initiative to broaden the rental base while maintaining a high level of safety,” explained Jim Anderson, senior vice president at Starr Aviation. Owners can inquire about getting their aircraft insured for rental by OpenAirplane pilots through their aviation insurance specialist, or they can contact Starr Aviation to find a broker. Find out more at Owners. OpenAirplane.com. The OpenAirplane network has grown to 52 locations across the U.S., offering more than 180 aircraft for rent. More than 6,000 pilots have signed up to fly with OpenAirWhat’s the buzz? “Do you see that propeller? Well, everything behind it revolves around money.” — Aviation Cliché

plane since the service launched in June of 2013, according to officials. The OpenAirplane Universal Pilot Checkout allows FBOs around the country to verify a pilot’s qualifications and training in each make and model aircraft. Pilots

gain access to planes around the U.S. without the usual hassle and expense of performing local checkouts before they rent airplanes, company officials explain. Recognized by the insurance industry, pilots who participate in the OpenAirplane

standardization/evaluation program often earn discounts on their renter’s insurance premiums. It is free for pilots and aircraft owners to sign up for OpenAirplane. OpenAirplane.com

Start Your Own Flying Club They give you great access to aircraft at an affordable price. Many offer initial and recurrent training and host social events and opportunities

and enjoy the camaraderie of other pilots. club lives near one. And sometimes, the local club the case for you, don’t assume your only choices ownership. Instead, consider starting a club of your own. That may sound a little daunting, but the truth is that startin think. And AOPA has a new tool that can help. In March, we introduced AOPA·s Guide to Starting a Flying Club. It’s a comprehensive guidebook that addresses the most common, and important, steps involved in building a club from the ground up. Not only does it discuss all the critical issues you’ll need to consider, it also offers practical sample forms, lease agreements, and membership rules so you don’t have to spend time and money reinventing the wheel.

newsletters. Then download AOPA·s Guide to Starting a Flying Club for free at www.aopa.org/

. It’s an easy place to start, whether you just want to know more about how clubs work or you’re ready to launch a club of your own.

Mark R. Baker President & CEO, AOPA

www.aopa.org today.


14

General Aviation News —  800.426.8538

April 20, 2014

Combine flight goals to save money Dan Ramsey

flying expenses and increasing the fun.

The Frugal Pilot

The retail price of avgas continues to climb with fewer refineries supplying it. Aircraft parts, never cheap, increase in cost each year. Smaller airports close and larger airports raise hangar rents. Fewer private pilots are flying today than 10 years ago, reducing economy of scale. Flying is getting too dang expensive. However, flying remains an unrivaled pastime. It literally offers a third dimension over two-dimensional recreation, such as boating, motorcycling, and RVing. Flying also offers opportunities for multi-purposing: Combine a business trip and vacation, practice slow dutch rolls on a long flight, use a pleasure trip to practice for an upcoming flight review. Flying challenges and rewards. Frugal pilots discover new ways to reduce the costs and increase the joy of flying. One of Dan Ramsey is The Frugal Pilot (FrugalPilot. com), author of books and websites about low-cost aviation. He flies a 1958 Cessna 150 from his tie-down at a rural airport in northern California, where he’s also the airport manager to help fund his flying.

the ways is by combining flight goals. Here are some suggestions:

FLYING FOR PLEASURE

Many pilots fly because it is not related to what they do during the weekday. Pilots I know work in lumber mills, operate a pharmacy, run a back-hoe business, publish newspapers, work in city government, and are retired civil servants. For some, flying is their release from the stresses of their day job. For others, flying is a controlled adrenalin boost. Most private pilots fly primarily for fun. We seek the best $100 hamburger, attend fly-ins, fly to vacations, and inspect clouds. But we sometimes get into a rut, flying to the same airport grease-shack each Saturday or flying the same loop to the same airports once a fortnight. Frugal pilots discover new ways to fly for pleasure. They offer a ride to anyone who will buy them lunch and maybe chip in for fuel. They take their boss up for a flight to improve work relationships. They take friends to a fly-in for the cost of fuel. They repay social debts by offering airplane rides. Frugal pilots find ways of covering

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field and soft field. You also can take a few minutes at your destination airport to pracADDING BUSINESS TO FLYING tice a few landings. Many pleasure pilots find business reaFlying for business or pleasure also sons to help pay for their flying. They buy offers you time to review and practice and sell aviation parts safety procedures. Pull or related products on out your Emergency Barnstormers or eBay Checklist and review “Frugal pilots know or at fly-ins. to do if there is that multitasking their what They use their prian engine fire on the flying is a practical ground or in flight, a vate aircraft to attend fire, an engine professional conferway to get more fun cockpit loss on takeoff, engine ences. They fly people for less money.� loss during flight, a or packages that their rough-running engine, employers need urgenthigh oil temperature, ly delivered. The IRS allows fuel and other aviation or other potential in-flight problems. Go costs as legitimate expenses for people who through the motions, checking instruments have established a for-profit business, no and identifying the steps needed to resolve matter how small. Of course, pilots flying the emergency. There may be a day soon for business must obey FAA requirements that you will be tested. Meantime, you regarding a commercial pilot license. will be building confidence in yourself and your aircraft. FLYING FOR TRAINING Another procedure to practice from time To remain proficient, pilots need on-goto time is the emergency descent. As you ing training and experience. Frugal pilots are nearing a familiar airport, perform a don’t have to stop what they’re doing to forward slip of your aircraft to descend at perform training. They can multitask and 1,000 fpm or more. Caution: Don’t try this improve flight proficiency while flying for with passengers without letting them know other reasons. first and making sure that they will be comIf flying for pleasure with an experifortable. Call the practice off immediately enced pilot, they can practice unusual atif any passenger is uncomfortable. titude recovery. Flying with a more expeThere are many ways that a frugal pilot rienced pilot offers an opportunity to learn can expand aviation horizons while reducadvanced techniques from another aviator. ing flying costs. Frugal pilots know that Flying for whatever reason offers opportumultitasking their flying is a practical way nities to practice takeoffs and landings you to get more fun for less money. That’s what typically don’t do, such as simulated short frugal flying is all about!

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April 20, 2014

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Mentoring: Making flying more affordable By BRENT OWENS The role of a mentor varies widely depending on the situation. In general they are there to provide counsel, be supportive, give constructive criticism and encouragement. One area that doesn’t get a lot of airplay is the money-saving benefits of such an arrangement. A mentor, by default, will likely put you on a path that saves you money versus going it alone. Here’s a breakdown of how this might work in practice: Cost Avoidance: A good mentor will help you avoid spending money unnecessarily.

It’s an organic part of the process for them to help in this regard. If they know a way to do something without wasting money, they’ll impart that knowledge on you. An example might be keeping you from making money- Brent Owens wasting decisions. It’s that simple. Cost Savings: Through implementing a mentor’s good advice you will naturally save money. Knowing how to operate an aircraft engine efficiently or knowing

EFB Challenge launches A competition to measure pilots on their use of the iPad as an EFB launched at SUN ’n FUN. Led by MyGoFlight and the IMC Club, the contest is designed to advance the use of tablets such as an iPad as an Electronic Flight Bag (EFB). Interested pilot contestants can enter local contests and winners will advance to regional events. Regional finalists will compete nationally during EAA AirVenture 2015 in Oshkosh.

Pilots will be measured on their use of the tablet as an EFB in terms of efficiency, proficiency and accuracy in aeronautical decisionmaking during flight planning, preflight and in-flight real world situations. IMC Chapters will host local and regional contests. If you would like to enter a contest, go to MyGoFlight.com/EFBChallenge and sign up for the EFB Challenge newsletter. You will be contacted as contests are scheduled.

where to find discounts and shopping wisely are all simple examples of this concept at work. Time Savings (which translates to cost savings): Of course, if you have someone providing good counsel, you’ll likely be more efficient and this time savings translates directly to cost savings. They say knowledge is power, but knowledge is also a time machine. A good mentor will help you avoid being in the “two steps forward, one step back” mode. Higher probability of success: If you are training and have a mentor, your probability of success goes up. If you don’t succeed, that’s obviously “sunk” money that you can’t recoup. Having a mentor on your team will certainly put the odds more in your favor. If you really sat down and thought about

all the ways a mentor could save you money, you’d run out and find one immediately. Knowing that a mentor’s primary role is to see you grow and succeed as a pilot (at any level) is primary, so you may not get money-saving morsels all the time. The fact is, just as a two pilot crew provides more than double the safety and operational enhancement of a single pilot, the same can be said for mentorships. Brent Owens is a professional pilot and general aviation enthusiast who flies his RV-8 for fun. He maintains two blogs dedicated to flying at iFlyblog.com and FixedWingBuddha.com. He is also the cohost of the Slipstream Radio podcast. You can reach him at Brent@iflyblog.com.

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April 20, 2014

Why you should be a seaplane pilot By STEVEN MCCAUGHEY Looking for a new flying adventure? Need a Flight Review? Trying to decide what is the best way to take your flying to the next skill level or what rating to pursue next? Well, I have the answer to all of these questions: It is time for you to get a seaplane rating. One of the greatest secrets in GA, and perhaps the most under-utilized form of fun flying, is seaplane flying. The numbers prove it: Only 3% of pilots carry the seaplane rating credential. Boy, do I feel sorry for the 97% who have not had the opportunities to chase amazing adventures into the backcountry of Maine, Alaska, Washington and Minnesota, to name just a few, that I have so enjoyed. While flying to and landing on “Lake Far Away” is a huge part of flying seaplanes, there are a lot of other reasons to consider the rating. We all need a Flight Review, and since we have to go through a minimum of one hour of ground instruction and one

CIAL FOCUS SPE —  SE

NES LA AP Steven McCaughey is executive director of the Seaplane Pilots Association.

Quickturns

hour of flying every other year to do it, I’ve made a habit of trying to get an additional pilot rating every couple of years, which satisfies the Flight Review requirement in FAR 61.56. The seaplane rating is the perfect Steven way to meet the re- McCaughey quirements of 61.56, advance your flying to the next level, and have a great time doing it. Ask any rated seaplane pilot what his or her most enjoyable rating experience was, and I bet you a top-shelf margarita that they will say “SES” –– Single-Engine Sea. I know that the training for my seaplane rating not only was the most enjoyable training experience I’ve had, but also one that has most benefited my day-to-day flying in my Cessna 120, and in any other airplane as well. Why? Well, first of all, flying an airplane on and off the water is a highly addictive activity, one that puts the fun factor back in flying. Second — and just as important — the techniques and skills required to fly a seaplane on and off the water emphasize basic airmanship, or what often is called “stick-and-rudder” or “seat-of-the-pants” flying. In a world where more and more of us are flying glass cockpits on autopilot and concerned mostly with honing our flight management skills, we find that true airmanship has taken a back seat. I cannot place enough value on a couple of hours of flying low and slow in a basic steam-gauge airplane, especially one that involves some unique equipment — floats or hulls — and conditions –– a liquid runway. For those entering the highly competi-

tive career path of chasing an airline job, I would strongly encourage you to consider a seaplane rating. Having it on your resume will set you apart from the crowd because it says you have strong stick and rudder skills. That’s a great way to move your name to the top of a short list of prospective hirees. Getting a seaplane rating usually can be accomplished in a weekend, and the cost is far less than you will pay for any other powered-airplane pilot rating or certificate. Adding to the relaxed nature of the training is the fact that no written test is required, just a session with a designated examiner who will ask you questions about seaplanes and seaplane operations, and ride with you on a practical test. The Seaplane Pilots Association has several great resources for pilots looking to chase the dream and start that new adventure called water flying. First, SPA members get access to a free app that lists all of the seaplane flight training schools in the country. You can sort the list by state, type of aircraft, and type of training ­— SingleEngine Sea, Multiengine Sea, Commercial seaplane training, etc.

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Another exciting opportunity for young pilots looking to earn a seaplane rating is the association’s seaplane rating scholarship, officially known as the Tyler Orsow/ Chuck Kimes Memorial Seaplane Rating Scholarship. It is awarded to approximately 12 individuals a year, and all one needs to apply is a private pilots’ certificate, be between 17 to 35 years old, and be a current member of the Seaplane Pilots Association. SPA offers numerous seaplane safety and training seminars at aviation events across the country, including this month’s SUN ’n FUN. We also are the premier advocacy organization for maintaining water access for seaplanes. The association produces a fullcolor glossy magazine, “Water Flying,” for members only, and offers additional benefits, including preferred seaplane insurance, and hotel, fuel, maintenance and rental car discounts, just to mention a few. For more information on joining the wonderful world that seaplane pilots enjoy, as well as the Seaplane Pilots Association, visit Seaplanes.org or contact SPA at spa@ seaplanes.org or 863-701-7979.

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By IVY McIVER Nervous and excited, I peered out the window to check the weather. Low overcast and steady drizzle. Disappointed, I phoned my CFI to confirm our flight was scrubbed. Flying floats lesson number one: You only need about 500 foot ceilings. Less than an hour later, I was sitting in the front seat of a Super Cub trying to start the engine. As we drifted further away from the dock, my CFI stated reassuringly: “Don’t worry, we have a paddle.” This moment had been a long time in the making. I had been thinking (and talking) about getting my float plane rating ever since a friend and fellow Cirrus pilot started flying for Kenmore Air in Kenmore, Wash., about five years ago. She would tell me about flying up to the San Juan Islands and landing in Roche Harbor or taking a load of people up into British Columbia to fish, getting tipped in salmon on the return trip. She would post pictures of epic scenery from her float plane on Facebook, and during the off season would write comments like “20 days until I land on water again. See you later boring runways” and “I miss my floatplanes! The Cirrus is fun to fly but it’s just not the same.” It was always something I planned to do when I had time, but time does not make itself. When my mom visited in November

and made an offhanded remark asking me whatever happened “that float plane thing,” I knew it was time to make the time. I called Kenmore and booked three days in the company’s Super Cub, vowing to add Airplane Single Engine Sea to the back of my pilot license by the end of 2013. Driving up to the Kenmore facility is a bit surreal, especially in winter as the float planes outnumber the cars in the parking lot. From Cubs to Otters, the planes tower over everything, including the forklifts that move the planes from land to water. Yes, forklifts. In my world of wheeled flying from airport to airport, everything touching the plane is meticulously crafted specifically for aviation at great expense. With floatplanes, this seems not to be the case as the forklifts moving the planes looked eerily similar to the ones I’ve seen moving palettes around in warehouses. After a quick tour of the amazing facility at Kenmore and a brief ground school session, it was time to start the first flight lesson. The panel was beautifully simple compared to my Cirrus, and my level of excitement was akin to the first time I climbed into the left seat as a student pilot. I managed to get the plane started before drifting far enough to need the paddle, and we taxied for the “runway.” Throttle forFLOATS | See Page 19

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General Aviation News —  800.426.8538

April 20, 2014

Just add water And that’s all there is to it, with the Aventura II kit-built amphibian. That and somewhere between $25,000 and $60,000, depending on what bells, whistles, engine, and instruments you want on this neat little Light-Sport Aircraft. Oh, and more than 750 hours (that’s 18 months) of near-full-time do-it-yourself. But what a fine sporty flying machine you’d have. Ed Searl has been there and flown that. After retiring from the Coast Guard (where he flew C-130s and helicopters) and another retirement from Delta Airlines 737s, 727s and MD-88s, the captain settled near North Carolina’s Outer Banks, overlooking the Currituck Sound, did a little boating, taught a little flying in his own C-172, and thought about seaplanes. Light-sport flying seemed to fit the bill. “Flying myself these days is just putzing around,” he explained. “If I want to fly to get somewhere, I’ll just get on Delta and fly for free.” After having had to have a first-class medical every six months for decades, Searl was ready to be done with all that. Also, with an owner-built experimental LSA, he could sign off all his own maintenance work. Searl dreamed of taxiing his amphibian down a ramp on his own quiet backyard beach, and taking off for impromptu trips on beautiful days. (Don’t even get him started on the EPA approval process for that little ramp, though. Suffice it to say, it may be a while coming.) Nevertheless, Searl plunked down his deposit, and when his kit was ready, he drove down to central Florida, and hauled back the components that would eventually become his very own custom-built go-almost-anywhere machine. A licensed A&P, Searl had a head start on knowing what should go where, but even so, there were challenges in putting it together. He was surprised to find out what a big job wiring his instrument panel was. “It takes more time than anything else,” he reports. And that beautiful curved windscreen? “It comes as a flat sheet of Lexan, and shaping it to fit was a huge pain,” he recalls. Many of the components had been con-

Photos by Amelia T. Reiheld

By AMELIA T. REIHELD

“It’s more fun than I’ve had in an airplane in a long time!” — Aventura builder Ed Searl structed at home, but eventually it was time to put the whole thing together, and the project was moved down the road to a hangar at the Elizabeth City Airport. Wings on, engine attached to its pylon, propeller attached. Then came the most aggravating part, fitting those gorgeous green and blue Dacron sails on the wings and fuselage. They came as envelopes, which were slid onto the framework, and ironed to shrink to fit like drum skin. The skin was spray finished with a clear coat. “I’d never build another one, just because WATER | See Page 19

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NES LA AP Survival gear stowed behind the seats.

A 100-hp Rotax powers Ed Searl’s Aventura II


April 20, 2014

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19

Tips from our readers We put out a call to our readers for some insider information on seaplanes and float flying. As usual, they came through with some tips on the best places to fly and more. Here are a few of their comments: Dave: Western/Northern Maine! About the best seaplane environment closest to the Northeast corridor. Lots of seaplane friendly camping, fishing, and wildlife spotting. Stephen Gosling: We are somewhat more crowded in Europe, so find seaplanes are often banned. However in France there is a fantastic place for seaplanes, the Hydrobase de Biscarrosse (hbbp.fr/hbbp.nsf/ biscarrosse). Marion Seckinger: Georgia is NOT

seaplane friendly. Georgia Power owns a number of lakes in the state that were created by dams it built over the years and all seaplane operations are prohibited. I am told that Alabama Power (also a subsidiary of Southern Power) does not have the same restrictions on its lakes. Wallace Wogenstahl: I have been flying seaplanes for over 40 years. Just can’t quit. To me the best seaplane environment in the world is northwest Ontario Canada. Currently I am stuck in Ohio, probably the most unfriendly state for seaplanes in the country, but I keep trying. I still have a Super Cub on Wipline amphibs. Keep working on getting more lakes opened up for seaplanes. In the right environment, it is the most freedom and best flying there is.

Glen K: Manitoba, Canada — 100,000 lakes — you can only get there by floats and it will take a lifetime to fly to each lake. 100+ walleye per day is common. Sky Harbour in Duluth is the best place to learn seaplane. KP Couch: Me and my partners base our Husky on Wipline amphibs in Sacramento, Calif. We enjoy many miles of river and Delta flying just minutes from home base. Also, of the 20 or so reservoirs and lakes, I can only think of a few that are restricted to seaplane use within an hour’s flight time of SAC. As far as flight considerations for seaplane operations: Wind — know the expected wind forecast. That is, in my opinion, 90% of seaplane skill. Mike Kincaid: Having relocated from

Alaska, I like to think of North Idaho as “Alaska without the bugs.” Here we have over 55 lakes, rivers, sandy beaches, excellent restaurants which you can water taxi right to, cabin rentals, along with plenty of hiking and fishing spots accessible by seaplane. If you need a seaplane rating, BFR, or an extended seaplane adventure, give my friend Glenn Smith a call at 208255-5500 (I confess my bias to his Coeur D’ Alene Seaplanes, as I do his checkrides as a DPE). He instructs in a beautifully restored, highly-modified PA-12. Greg W says: June 6-8, Otsego Lake Splash-In, Gaylord, Mich. The lake is five miles by one mile. Operations are requested to stay at the north end. There is beach parking and an adjacent county park.

WATER | From Page 18

mise for what it is.” The Aventura II’s useful load is 500 pounds with three and a half hours (18 gallons) of fuel. It cruises at about 75 mph. The 100-hp Rotax engine’s cylinder heads are water-cooled, and the cylinder barrels are air-cooled. It swings a Warp-Drive composite three-bladed-composite fixed pitch propeller. The landing gear is retractable. The tailwheel folds forward, and the main gear swings outward toward the wing struts. The Kevlar-fiberglass boat hull looks a lot like the big amphibians of times gone by. It looks as if it would land beautifully on a blanket of snow, too. After a long career in heavy iron, and a lot of hours in traditional GA airplanes, learning to fly his new airplane held some surprises. With the engine pylon and pusher propeller mounted aft of the cabin, some of the control properties are exactly backwards from what Searl had been doing for the previous 50 years. “This was a whole new animal for me,” he admits. “You add power and it shoves the nose down, and you back the power off, and the nose pops up. It takes some getting used to. And it has a lot of drag, so on landing, you carry pow-

er all the way to the surface, and fly it right on. I’d flown the airplane down in Florida with the factory guy, so I knew more or less what to expect. But until you get out and do it, you’re just not sure.” That expectation was that like most tail-

wheel airplanes, it would have to be flown with finesse, with an eye to clement weather and quiet seas. “But, I can tell you this — it’s more fun than I’ve had in an airplane in a long time!” he says.

cific to seaplane operations. “Wow,” I quipped to my instructor while bobbing in Lake Washington getting ready for a rough water takeoff, “this would be the worst nightmare for someone who gets motion sickness! You’d be airsick and seasick at the same time!” We flew over Bill Gates’ house, taxied past the T-Rex house, landed abeam the dock at Mount Baker Sailing and Rowing Club where my husband was standing to photo-document my flight. Just five flight hours later, my checkride was scheduled. I didn’t feel checkride-ready as I sat in the classroom waiting for the designated examiner to arrive. I was afraid that my whopping five hours flying floats was not going to be enough. I was especially concerned that my nemesis, the step taxi turn (a maneuver on the step that seemed like a balancing act between keeping the plane in a nice tight

turn and not flipping the plane over), would prove too difficult for me to demonstrate properly under pressure. The designated examiner arrived and after completing the requisite paperwork, he peppered me with questions both about seaplane maneuvers and the Cirrus. Before I knew it we were walking down the dock towards Charlie Charlie, the yellow Super Cub in which I hoped to become a seaplane pilot. Once I successfully untied the plane, pushed off the dock and jumped into the front seat without falling into the water, I felt a lot more confident about the check ride. “OK,” said the designated examiner, “once you do the run-up why don’t you show me a step taxi turn to the left.” Really? Rats! There went my confidence. Deep breath, steady application of power, get up on the step, back off the power a

little, start the turn, feather the power, stay on the step, don’t flip the plane over, tighten the turn, don’t flip the plane over. After what seemed like an eternity, he asked me to execute a confined area takeoff and in seconds we were airborne. I had nailed my nemesis and the rest of the flight felt less like a checkride and more like playing with the plane on the lake. I was actually bummed when the flight was over. I could not wipe the grin off my face as we docked and I hopped out of the plane as a (soon to be) newly-minted, ASES-rated pilot! In December 2013, I earned my seaplane rating and realized that planes are a lot like bikes. The ideal number to have is N + 1 where “N” is the number you currently have. I now understand why most Alaskan pilots seem to have a float plane and a wheel/ski plane. Looks like I will need to move my dream fleet into a larger dream hangar.

of the fabric,” he says with a rueful laugh. “It’s a kit. Some things fit, and sometimes they don’t,” he continued. “You start out with the intention that everything is going to be just perfect, and then after the first 10 minutes, you begin to say, “Ehhh, that’ll do. The important thing is that it is safe.” Searl is still tweaking and poking, making modifications. He has every intention of getting the doors finished before snow flies again, and having nose art applied, proclaiming the bright little bird to be the “Blue Goose.” For now, having recently completed flying his 40 hours of post-construction solo time, and then re-inspecting every bit of it, Ed and Melody Searl, who is also a pilot, are now ready for a summer of flying on and over the water. The seaplane must comply not only with aircraft requirements, but boating minimum equipment lists, too. “The weight adds up quickly,” he says. “There’s a lot of West Marine stuff in here, stainless steel fittings, wiring components, flares, life jackets, paddle, bilge pump, anchor…It’s not a great airplane, and it’s not a great boat, but it’s a pretty fair comproFLOATS | From Page 17 ward, up on the step, and we were off! While the concepts are generally the same as wheeled flying, I found the mindset to be completely different. Land and takeoff into the wind, of course, but now there was no windsock to guide me and no runway to constrain me. Fly over the water and there is always a runway beneath you. It was ultimate freedom. This concept was made crystal clear as we flew over Lake Union and set up for landing. “Where should I land?” I asked, expecting explicit directions. “Pick a lane and don’t hit any boats” was his dry response. Don’t hit any boats. Check! We spent the next two days practicing glassy and rough water takeoffs and landings, engine failures on takeoff, step taxiing, and a variety of other maneuvers spe-


20

General Aviation News —  800.426.8538

By MEG GODLEWSKI When you put an airplane on floats, you increase its weight and drag. When you are working with weight-limited aircraft, such as a Light-Sport Aircraft, finding the balance between usefulness and regulation can be a challenge. Ken Smith, the owner of Harbor Sport Aviation out of Green Bay, Wisconsin, works with this challenge every day as his business is putting floats on LSAs. According to Smith, his entry into the float world started as an outgrowth of his hobby building experimental aircraft. “I wanted to have a float plane that I could afford to own and operate,” he said. “Most of the airplanes I have built have gone on floats.” The business, which consists of Smith and his partner Tom Bauer, specializes in making the hardware for float installation and putting airplanes on floats. “Some years we have done the initial mount and design work for eight or nine experimental aircraft or LSAs, which keeps us busy,” said Smith. Even so, he and his partner have been able to find time to do some research and development. “I am just now testing my 1500 floats (the number indicates the weight the floats can support) that I designed with Josef Fillinger,” Smith said. “My input was in dimensions, size and step location, forward versus aft of step flotation, and nose gear design, as well as main gear changes from Fillinger’s earlier floats. We also have been making several versions of amphibious gear for the Full Lotus floats for about four years.” Harbor Sport Aviation sells several makes of floats, including Claymar, Zenair, Full Lotus, HSA-Fillinger amphibs, and the 1300 CZ amphibs. The construction of the floats ranges from aluminium and composite to plastic. “They all have their strengths and weaknesses,” he said. “Selection often depends on the client’s budget. We provide consulting, mount parts or mount services, as well as help with test flying, transition training and assistance with paperwork. It usually takes about one to two weeks to complete an initial mount and test the plane, depending on parts and choices made.” LSAs on floats are limited to 1,430 pounds and that weight limitation must be strictly adhered to, Smith said. That plays a

CIAL FOCUS SPE —  SE

Photos courtesy Ken Smith

Putting floats on an LSA

NES LA AP

big role in the customer’s selection. “Some light aluminum straight floats come in around 60 pounds each, but most of the amphibious options are going to weigh around 220 to 260 pounds with mounting hardware, pumps and actuators, water rudders, etc.,” he said. “The average weight of the gear removed is about 60 pounds, bringing a net gain of about 180 to 200 pounds for amphibs. They do not fly like 200 pounds of dead weight, as the floats do act, to some degree, as a flying or lifting surface in most models.” “With an SLSA factory built plane, it is left to the aircraft company to approve the float type and mount, or modify the gross weight of the plane on floats,” he continued. “We prefer the experimental certificate for most of our customers, as it allows float, engine, prop and other changes with minimal FAA involvement, and little input from the kit manufacturer.” Smith notes that it’s not uncommon for customers to ask him or his partner advice on which aircraft are the best for a good float plane platform. “I have been a Rans dealer for many years, and I feel that both the S-6 Coyote and the S-7 Courier make excellent float planes, and it is a solid reputable company to deal with,” he said. “There are many fine LSA and experimental planes besides these two that do well on floats.” Adding floats to an airplane doesn’t mean just changing the landing gear, Smith warns. “Several planes need some additional surface added to the tail, as do standard

aircraft, in the form of a ventral fin or winglets on the horizontal stabilizer,” he said. “Corrosion protection is a great idea as well.” “Another common change is reinforced areas for float attach points,” he continued. “Aluminum stressed skin usually needs extra hard points installed, and, if possible, we try to use the main gear mount points for strut attach areas, as with composite planes.” HarborSportAviation.net

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At this year’s SUN ’n FUN, the Seabirds flocked to Lake Agnes at Fantasy of Flight for their 22nd Annual Splash-In. The Splash-In, held on Thursday of the week-long SUN ’n FUN, attracted approximately 70 seaplanes and a large drive-in crowd. The seaplane pilots competed in a variety of contests and ended their day with the traditional banquet. The Splash-In began as a private event in 1980, hosted by the family of Jack Brown, as in Jack Brown’s Seaplane Base in Winter Haven, Florida. Jack’s sons Jon and Chuck taught at the base and decided to invite friends to the south shore of Lake Parker for food, fun and competition. According to Chuck Brown, what began with 10 airplanes quickly grew each year. In their third year of hosting the Splash-In, traffic backed up along Memorial Boulevard so much that the police ran them off for creating a traffic hazard. They moved to the west side of Lake Parker and continued to grow until the Browns found it too challenging to handle the Splash-In while operating the seaplane base during their busiest week of the year. In 1992 the Seaplane Pilots Association formed the Seabirds designation for SUN ’n FUN. From then on, the association and the Seabirds took over the planning, promotion, and management of the Splash-In, according to Bill Schmalz, the Florida field director of the association. Last year, the Seabirds raised enough money in sponsorships to donate $5,501 back to SUN ’n FUN. Though it has outgrown being a family event, the Splash-In at SUN ’n FUN has retained camaraderie like an intimate flock of Seabirds. Each year’s event begins the same way, with a fly-by of the SUN ’n FUN grounds at Lakeland Linder Regional Airport by the seaplanes. They then return to Lake Agnes for a variety of competitions, including a bomb drop (using a grapefruit) and a spot landing contest. Winning the bomb drop this year was an Air Creation Float Trike, N84KC, flown by Kit Clews, with a score of 15 feet from the target inner tube. The Spot Landing Contest ended in a tie of perfect scores: A Searey, N124A,

Photos by Matt Genuardi

flown by Ren Nitzshe, and a Cessna 150, N23191, flown by Mike Bailey. The Takeoff Contest had only two of the five categories compete. In Class 2 (126 to 180 horsepower), the winner was a Carbon Cub, N127CC, flown by Troy Wheeler. In Class 3 (181 to 270 horsepower) the winner was an AirCam, N801EM, flown by Ed McNeil. No one competed in the Ultralight category, Class 1 (up to 125 horsepower), or Class 4 (271 and up horsepower). British Air Cadets manned the judge’s boat and assisted on the ground. They ducked for cover under the boat canopy when a grapefruit from a Beech 18 dropped over the boat and landed 20 feet away. The Beech 18 does not have a clear view below, and the window configuration only allowed for the grapefruit to be pitched up instead of dropped. Jon Brown talked about when they first held the Splash-In on the south shore of Lake Parker: “I’ll never forget we had one guy roll down his window and hold out a grapefruit. When he let it go, he missed the whole lake.” Between competitions, Kermit Weeks, the owner of Fantasy of Flight, flew three fly-bys in his aircraft. He flew a Sikorsky that had a giraffe paint scheme, a Grumman Duck named Candy Clipper, and a Wildcat. Fantasy of Flight closed to the public at the end of this year’s SUN ’n FUN. Weeks has announced plans to develop his property into something more than an aviation museum. On a side note, I would like to nominate Tom Dunn of Lake Placid, Florida, for Most Heroic Volunteer for wading into waist-high, snake-infested reeds to handtow aircraft on straight floats to shore in the early morning hours. Sun-n-Fun.org, Seaplanes.org, BrownsSeaplane.com,

The Seabirds were presented with the SUN ’n FUN Presidents Award during this year’s show. Bob and Sharon Stebbins and Bill Schmalz accept the award from SUN ’n FUN President John “Lites” Leenhouts.

Photo by Matt Genuardi

By JONI M. FISHER

Photo by Joni M. Fisher

Splash-In: The wet SUN ’n FUN


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Photo by Harvey Renshaw

Photo by Steve Rowland

Photo by Tommy Tompkins

Photo by Harvey Renshaw

Photo by James Hancock | RAF Air Cadets

Photo by Ryan Cleaveland

Photo by Harvey Renshaw

Photo by John Szalay

Photo by Matt Genuardi | www.wildblueyonderphoto.com

Photo by Matt Genuardi | www.wildblueyonderphoto.com

Photo by Matt Genuardi | www.wildblueyonderphoto.com


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Photo by Steve Rowland

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Photo by Russell Kasselman

Photo by Ben Sclair

Photo by John Szalay

Photo by Russell Kasselman

Photo by James Hancock | RAF Air Cadets

Photo by Ryan Cleaveland

Photo by James Hancock | RAF Air Cadets


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landed successfully with the gear up. The crew immediately went out the exit door on the port side but I stayed in because I wanted to fill out all the paperwork since it was my first training flight. When I got up, instead of going out the port side, I went out the radio room exit. Halfway out I got foamed by the fire team.” Ray said he wanted the students to understand that you don’t ever do everything perfectly the first time. He also noted he was so intent on doing the paperwork right for that first training flight that he forgot what his crew knew: Get out of the plane immediately. Ray also told the students, “Flying gives you discipline and maturity.” Later, he told a smaller group, “Always remember the day you solo. Because once you take that key you have to show maturity and responsibility.” Ray addressed the students in front of the Texas Raiders B-17G on the SUN ’n FUN flightline. Afterwards he chatted with other air show guests who had listened to his talk, telling them he still has aviation dreams he would like to achieve through his philanthropic work. “I’ve already given the money to extend the grass runway in the Paradise City area of SUN ’n FUN and to build a mini air academy like we did in Oshkosh,” Ray said. “I am working to do these things with the

By BILL WALKER Aviation philanthropist James C. Ray offered timeless life lessons from his personal experiences to more than 250 students at SUN ’n FUN. Ray, a World War II B-17 combat pilot, told the students that he was once lost in the fog while returning to his base in England from a bombing mission. “We had a code phrase, ‘Hello darkie,’ which we were supposed to use if we were lost,” Ray said. “I was about to tell my crew to bail out, but I used the code. Suddenly I saw a spotlight that went straight up and then it tilted in one direction. Then I saw another spotlight and it tilted again and led me further in the same direction. The lights enabled me to land safely.” Ray, whose many aviation contributions include funding for the Central Florida Aerospace Academy on the grounds at SUN ’n FUN, said the students could learn from his experiences. “If you have the right mentoring to point you in the right direction, you’ll be able to land successfully,” he said, adding, “but you’ve still got to land it yourself.” Ray, the recipient of the prestigious Lindbergh Spirit Award in 2012, also told the students about his first training flight. “I had to land and one gear wouldn’t come down. I got the tail pretty low and

Photo by Bill Walker

SUN ’n FUN benefactor shares life lessons

James C. Ray addresses a crowd gathered on the ramp at SUN ’n FUN. fellow I call my wingman, Chuck Ahearn.” Ahearn is director of the Ray Foundation. Ray noted that each time he drives past the Central Florida Aerospace Academy he is aware good things are happening in the building. “I know from talking to the kids that they are taking it seriously and they are getting a good program with good mentoring to point their way,” he said.

He recalled that his vision for the school went far beyond the first small building for the academy. “The teachers had a plan for a new building that would accommodate 500 students and they were looking for fundraising ideas,” Ray said. “I told them, let’s build this new school and with a friend of mine we got it built in six months. In seven months it was outfitted and occupied.”

Students showcase RV-12 project Veteran aviation mechanic Scott Malcomb had an idea about students building an airplane at the school his two sons attended. But he wasn’t sure if he could get the okay from the leadership at Circle Christian School in Orlando and the needed support from parents. Happily for Malcomb the response was overwhelmingly positive in both areas and in August he and 17 students began work on an RV-12 kit provided through Eagle’s Nest Projects. They were supported by a team of mentors. “Jim and Linda Warner, who founded Circle Christian School, said yes to the project,” Malcomb said. “When we had a meeting to assess support, 250 people turned out, including about 50 aviation professionals who said they would be mentors. I was blown away by the response.” Many of the people were friends Malcomb had made during 15 years at Delta Airlines and the last nine at JetBlue, where he is an aircraft maintenance instructor. The RV-12 kit was delivered to the school in August thanks to full funding from Eagle’s Nest Projects, a publicly funded, aviation-based education program of Friends of the RV-1, a 501(c)(3) public charity. “This is an $85,000 airplane kit,” Malcomb said. “But it’s worth far more when completed. I should add that Lowe’s donat-

Photo by Bill Walker

By BILL WALKER

ed a compressor and a lot of the tools.” A list of 50 student applicants was narrowed to a team of 17 using interviews and observation of student skills at building projects during SUN ’n FUN 2013. The building workshop was the approximately 25- by 30-foot enclosed loading dock area and a classroom at the rear of the church school building. “The kids unpacked the boxes,” Malcomb said. “There were more than 11,000 separate items. The first part we made was

a small rudder stop. The first big thing was the vertical stabilizer, then the horizontal stabilizer and the tail cone. From there we went on to the wings, then the fuselage.” Students worked Monday afternoon from 5 until 7:30 and Thursdays from 3:45 until 6:15. “They received academic credit for the work and study,” he said. “This included one high school honors credit for experimental science. And they received three college credits for studying the principles of aeronautical science through

Embry-Riddle Aeronautical University. Aviation mentors worked with the students so there was usually one mentor for every four or five students working on a part of the project.” A little less than seven months after starting the project the team began the firewall forward building process, mounting the 100-hp 912 Rotax engine. That took only a couple of weeks. The advanced avionics panel includes ADS-B, a two-axis autopilot and Dynon Sky View synthetic vision. All work was completed March 20 and the plane was moved to the Sanford, Fla., airport (KSFB). The RV-12 passed inspection and was granted an airworthiness certificate March 24. Malcomb flew it that day for the first time. “It flew great. We had no squawks.” “The students built this airplane,” Malcomb said, “and I would like to name them all: Jenna Finlay, Kaylee Goldbarth, Lorianne Shultz, Janna Wozniak, Ashley Lang, Johanna Brown, Carrie Green, Heather London, Brehnden Daly, Andrew McCrary, Matthew Malcomb, Parker Quinlan, Jeff Henry, Tyler Ferree, Ezra Williams, Tyler Felsted and Austin Spidell.” “And I have to name our mentors: Bob Kosar, Stan Weincek, Jeff Wilde, Craig Finlay, Jason Spidell and Rich Pace.” Several of the students are now learning to fly, he added. EaglesNestProjects.org


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By JANICE WOOD Mid-week at SUN ’n FUN, Think Global Flight began its epic world flight to promote education around the world. It’s been an endeavor five years in the making, according to Capt. Judy Rice, who is making the journey with navigator Fred Nauer, CFI-I and a retired airline pilot. The two will stop at schools around the world, discussing the importance of Science, Technology, Engineering, and Mathematics (STEM) education. Rice’s goal was to reach 10,000 kids around the world. She doubled the goal. “Now it’s up to 20,000,” she reports. “That’s cool, but that’s a handful.” Think Global Flight has set up Student Command Centers around the world, allowing teachers and their students to follow the flight through the Think Global Flight app for iPhone, Androids, and iPads, as well as online at ThinkGlobalFlight. org. Students will be able to interact with the flight crew, as well as other students around the world. A teacher who took up flying when she

was 40, Rice said there’s also been special curricula developed to inspire students to “see the promises that aviation and aerospace hold for them.” When the crew left SUN ’n FUN in a Cirrus SR22 donated by Ascension Air, it will travel around the United States through the spring and summer, reaching about 12,000 kids. They’ll then continue the flight in the fall in a light jet. That’s because of problems getting avgas in other parts of the world. Helping negotiate that part of the journey, especially across Russia, is Thierry Pouille of Air Journey. Having to change plans so late in the process is part of the lessons Think Global Flight will impart to students, according to Rice. “When you are a pilot, you must have a Plan A, a Plan B and a Plan C,” she said. “You must be flexible to be successful in flight and in life.” Using different aircraft is actually a bonus for the effort, she notes. “It opens up all of GA,” she said. Joining Rice and Nauer on the first leg of

Photo by Matt Genuardi

Think Global Flight begins epic journey

Judy Rice and Fred Nauer prepare to depart from SUN ’n FUN. the flight departing from SUN ’n FUN was astronaut Buzz Aldrin. “Back when I was privileged to be a part of the Apollo program, the USA was #1 in science and technology fields. No one had

ever heard of STEM because we were at the top. Unfortunately today America is falling behind other countries. STEM is exactly the focus of Think Global Flight.” ThinkGlobalFlight.org

Wright brothers award winners honored At SUN ’n FUN, the FAA broke a record, presenting the Wright Brothers Master Pilot Award to the largest number of award winners in one place to date. The Wright Brothers Master Pilot Award recognizes pilots who have demonstrated professionalism, skill and aviation expertise by maintaining safe operations for 50 or more years. Only about 2,700 pilots have received this honor since the awards were introduced in 2003, according to FAA officials. “You are all descendants of the Wright brothers,” said Bob Lock, master of ceremonies for the event, held in the FAA Building. “This is the Academy Awards for pilots.” For each pilot receiving the award, there was a short presentation, highlighting their ratings and career in aviation. Many were airline pilots, while others were flight instructors or recreational pilots. One, Gene Pratt, also received the Charles Taylor

Master Mechanic Award, which honors mechanics who have a 50-year history. And then there was the oldest pilot: Bernice “Bee” Haydu, who served in the Womens Airforce Service Pi- William McKee lots (WASP) during World War II. After accepting her award from FAA Deputy Administrator Michael Whitaker, she proudly told him she was 93 years old. All the pilots received a plaque, a lapel pin and a binder that included all paperwork held by the FAA on their careers. Each of the recipients also will have their names added to a plaque at FAA headquarters in Washington, D.C., as well as on the Wright Brothers Master Pilot Roll of Honor online at FAASafety.gov.

Bee Haydu

Billy Henderson

Gene Pratt

Craig Harnden

David Nielsen

Randy Babbitt

Jerry Farquhar

John Murphy

Twin Bee donated to flight school By JONI M. FISHER While at SUN ’n FUN, Roger and Jeanette Glazer of Newport Beach, Calif., donated a Twin Bee seaplane (N123BR) to the Vermont Flight Academy. On hand to present the keys were the Glazers, Steven McCaughey, executive director of the Seaplane Pilots Association, Douglas W. Smith, president of the Vermont Flight Academy, and pilot Eric Weaver.

Before donating the plane the Glazers had it renovated by Harry and Christopher Shannon of Amphibians Plus in Bartow, Florida. Weaver was hired by Roger Glazer to fly the plane from Chino, California, to Florida for the restoration. He connected the Glazers to Smith at the Vermont Flight Academy, the state’s only FAR 141 approved school. “I am thrilled to have this plane because students can get three separate ratings with

one plane and have a lot of fun doing it,” he said. “We’ll be the only college aviation program with a seaplane rating.” The airplane bears logos for both Vermont Flight Academy and Vermont Tech College. “We’ve added the names of Mr. and Mrs. Roger Glazer to always remember who made this incredible gift possible for so many students,” he added. FlyVFA.org


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April 20, 2014

ASRS Reports These are excerpts from reports made to the Aviation Safety Reporting System (ASRS.arc.nasa.gov). The narratives are written by pilots, rather than FAA or NTSB officials. Aircraft 1: Agricultural Aircraft Aircraft 2: Cessna 152 Primary Problem: Ambiguous I was in the middle of a day of working an agricultural aircraft with no radio. I took a load at Brawley (BWC) and taxied to Runway 08. I stopped at the hold-short line, checked the approach to both ends of the runway. I pulled out onto the runway, lined up on centerline, set flaps and engine condition lever for takeoff, and locked the tailwheel. I then began the takeoff roll. A few hundred feet into the roll, I observed a cloud of dust from the north side of the east end of the runway. I saw a light tan Cessna 150 or 152 had been on Runway 26 and was now in the dirt across from the taxiway. As I was already near rotation speed when I saw the Cessna more than 1,000 feet away, I became airborne, sidestepped to the right and continued departure, passing well clear of the other aircraft. The Cessna must have pulled onto the runway while I was setting takeoff configuration, or perhaps I failed to see him on the base to final turn. The dirty white and tan color blended in with the desert terrain around Brawley. The sun was near the horizon at my back, which would have affected the other pilot’s view. In any case, we both failed to see the other until we were both on the runway in opposite directions. Aircraft 1: Skyhawk 172 Aircraft 2: Twin Otter DHC-6 Primary Problem: Human Factors I was flying with a student on a local training sortie in the east practice area squawking VFR at approximately 3,000 feet in Class E airspace while monitoring Tower frequency and performing required maneuvers. While clearing for a power-on stall we looked out and observed a parachutist approximately 700 feet away coaltitude. I immediately took the aircraft and turned away from the parachutist with a 180° turn. Upon rolling out and flying for approximately two minutes to clear the area, we began a clearing turn for a power-on stall and saw the jump aircraft rapidly peeling away from our 6 o’clock at approximately 300 feet. I took the aircraft again and did an evasive maneuver from this close-in threat. After that maneuver and clearing the area again we finished our profile and landed. Upon landing I understand that the jump plane had flown close enough to get my tail number (well within 500 feet) without communicating to me, so that he could call and voice a complaint over my presence during his jump. There were no NOTAMs

regarding the jump activity that day and there was no mention of it on the Tower frequency I was monitoring. Aircraft: M-20 F Executive 21 Primary Problem: Improperly Assembled Part Cylinders were removed and sent out for inspection. Upon return, cylinders were preassembled, rocker arms had been installed. Cylinders were installed onto crankcase and rocker arms were removed one at a time to install push rods, tappet plunger assemblies, pushrod tubes and seals. Dry Tappet Clearance Check was performed and found within limits. Engine run-up, Leak Check and Break-in all appeared normal. After 25 hours, the oil was drained and the filter and suction screen were inspected. No contamination was noted, therefore, the rocker covers were not removed. I was at 6,500 feet, night time VFR when the #3 cylinder exhaust pushrod tip end broke and closed the exhaust valve. The effect was immediate. I thought someone had slammed on the brakes in flight. Even though air and fuel was going into the cylinder and ignition was occurring, the #3 cylinder was dead, but the vibration was quite strong. I decided to cut the turbocharger to see if the vibration could be reduced and power went down, requiring moving the throttles up, while trying to balance the engine vibration. I found upon inspection after the emergency landing the rocker arms on the #2 and #3 cylinders to be improperly assembled. The #2 cylinder had two exhaust rocker arms installed and the #3 cylinder had two intake rocker arms. The Part Numbers were hard to read on some of the rocker arms. Because the rocker arms were improperly assembled, there was contact between the pushrod and the rocker arm during operation that wore away pushrod material to the point of failure on the #3 cylinder. The #3 cylinder was removed and inspected. All rocker arms were replaced and damaged rods were also replaced. Aircraft: Cessna 152 Primary Problem: Aircraft I observed on engine startup that the oil pressure gauge took more than 30 seconds to rise into green at 1,000 rpm. Run-up mag check revealed right mag plugs fouled with 100 rpm drop from 1,700 rpm. Increased throttle to 2,100 rpm and leaned out mixture to clear plugs. I reverified each mag operation normal with less than 75 rpm drop from 1,700 rpm. Other run-up items normal and according to aircraft specific checklist fully re-enriched mixture prior to departure. When at cruise at 6,500 feet MSL, throttle set to 2,300 rpm and fuel mixture leaned accordingly. After approximately 20 minutes of cruise flight, engine

rpm fluctuated severely between 2,300 rpm and 2,000 rpm. Engine noise fluctuated as well and ruled out tachometer failure. Mixture fully enriched and carb heat fully applied. Verified oil pressure in green, verified oil temperature in green, verified fuel selector set to fully on, verified left and right tank gauges showed equal and high quantity, verified both sides of master switched, verified mags on both. Engine rpm stabilized at 2,300 rpm, carb heat deactivated after approximately a full minute of application. One to two minutes later, engine rpm fluctuated again. Reapplied carb heat, reduced throttle to 2,000 rpm and diverted to nearest airport. Declared emergency. Reduced engine rpm to approximately 1,500 when well within gliding distance of airport, then began descent. Carb heat remained fully applied and mixture remained fully enriched during descent until landing. Changed to Tower frequency when advised and reiterated declaration of emergency on initial call. I completed descending 360 turns over runway threshold in case of complete engine failure. Applied full flaps, idled engine and completed forward slip on short final for normal landing. I taxied to parking on engine power at 1,000 to 1,500 rpm with no issue. Aircraft: PA-46 Malibu Primary Problem: Human Factors I was departing on an IFR flight. I was assigned a heading of 360° and an altitude of 1,600. After rollout on runway I began a normal climb maintaining runway heading of 320. Autopilot was set to maintain an altitude of 1,600 and heading of 320, but was not yet engaged. My plan was to engage autopilot and turn to assigned heading of 360. Aircraft entered cloud base at 400 AGL and I engaged the autopilot. Autopilot did not respond and during the process, aircraft drifted left of course to an approximate heading of 240 in IMC. While attempting to determine the reason that the autopilot did not engage, the aircraft entered a steep bank to the left at around 600 AGL and I was finally able to get the aircraft level and under control. Then I was able to resume climb and turn to my assigned heading of 360. By that time the Tower had cancelled the takeoff clearance of an air carrier jet that had just begun its takeoff roll. The cancellation was due to the fact that my aircraft had deviated into the jet’s departure airspace. After approximately five minutes of hand flying the aircraft and getting everything stabilized and under control, I realized that during reviewing takeoff checklist procedures, I failed to press the “test” button on the KFC-150 autopilot, which prevented it from engaging. Once I realized that error, I pressed the “test” button, reset the autopilot settings to the correct altitude, heading and rate of climb, and I was now able to continue the flight without incident.

The root cause of the problem was my failure to perform the checklist functions in EXACT ORDER. By jumping ahead to the next item, I failed to go back to the missed item. I will not do that again. Aircraft 1: Skyhawk 172 Aircraft 2: Unknown Cessna Primary Problem: Human Factors Inbound to HHR airport from the north through the Los Angeles Special Flight Rules area, we checked ATIS and transitioned the SFRA at 3,500 feet MSL over LAX. Exiting south of the SFRA, we contacted Hawthorne Tower and requested landing. Hawthorne Tower directed us to descend and report left downwind for Runway 25. We began a left turn and descended into Hawthorne Class D airspace. At approximately 2,200 feet and about two miles from the runway, in HHR Class D airspace, another Cessna passed right in front of us at the same altitude. We had not seen the other traffic and Hawthorne Tower had not given us any traffic advisories. We notified Tower of our close call, and Tower confirmed that they had just handed off that traffic to LAX Tower. Tower said that he had not thought there was any conflict, even though he was providing our aircraft and the other aircraft with ATC services at the time. He advised us to “maintain VFR” and then invited us into the Tower to discuss what happened. We accepted the invitation and visited with him in the Tower. He was the only person in the Tower at the time and we learned later that it was a Contract Tower, which could have explained the low staff level and which may or may not have directly affected HHR Tower’s ability to give good traffic advisories in this very busy airspace transition area. Tower ATC reminded us that it was our responsibility to “see and avoid” traffic in VFR, which we of course knew, but we were surprised that there was only one person in the Tower and that it was not a priority for HHR Tower to separate traffic inside its airspace, with particular respect to the many transition routes in the area (that transition LAX Class B). The lesson for me was that some Towers appear to be understaffed and that I have had a false sense of security operating in Class D airspace. I recognized that I normally relax slightly when entering Class D airspace with respect to VFR see and avoid, because I have had the impression that Tower is providing me with traffic advisories. This experience demonstrated that it is almost more important to look for traffic when in Class D airspace, since it is more congested than Class E airspace, and that a reasonable expectation of traffic advisories may be misplaced when operating near a Class D Control Tower and inside ASRS | See Page 39


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New Products iFlightPlanner for iPad v2.0 released

iFlightPlanner has released iFlightPlanner for iPad v2.0, an upgrade to its iPadbased flight planning solution presented by Sennheiser. In addition to enhancements throughout the app, iFlightPlanner for iPad now parallels the flight planning functionality found on iFlightPlanner.com, according to company officials. New features include: Intuitive route planning with FAA auto-routing, SIDs and STARs; detailed navigation logs with fuel, time and distance en route; FAA certified weather briefs via CSC DUATS; integrated weight and balance calculator for nearly 1,000 aircraft; animated weather from Velocity Weather by Baron; and more. iFlightPlanner.com

The Method Seven technology for the sunglasses blends color balancing for each of the standard lighting spectrums (HPS, Metal Halide, LED, Sun …) with high quality lenses that provide the best in optical clarity, according to company officials. Additionally, Method Seven protection removes all harmful UV A/B rays, as well as harmful UV C rays, company officials noted. HydrodynamicsIntl.com

Scheme Designers debuts limited edition designs

Scheme Designers has introduced Cirrus Applied Art — 12 limited edition vinyl design sets available just for Cirrus owners. Only 15 of each set will be sold and each set is numbered and signed by the artist. SchemeDesigners.com

Paddle lamps debut

GRT introduces Mini EFIS

GRT Avionics showcased its new Mini EFIS at SUN ’n FUN. Designed as a backup flight instrument and independent autopilot control in one, the Mini provides independent attitude indication, as well as pitot-static flight instrumentation. The Mini comes in three models, ranging in price from $995 to $2,100. The Mini-B is the most basic model, intended as a simple backup flight instrument for IFR operations, and is being offered at an introductory price of $995 through the end of April. The Mini-X adds 10-mile synthetic vision, basic autopilot controls, and the option for a remote compass and moving map/HSI. In addition to the features of the Mini-X, the Mini-AP offers ARINC-429 capability for vertical autopilot guidance coupled to IFR approach-certified GPS navigation systems. GRTAvionics.com

Hydrodynamics introduces Method Seven Glasses

Hydrodynamics has introduced its new Method Seven Glasses.

New from PSA Enterprises are paddle lamps, LED Replacement Navigational/ Position Lamps that are available in red or green, 14 or 28 volts, weighing in at less than .0285 pounds. The lights draw .12 amps and pack 100+ Foot Candles of light. The paddle lamps are “plug & play” with no modification or alterations required and no flashing, just the continuous output required day or night, according to company officials. PSAEnterprises.com

HARMAN’s AKG enters the aviation market

On opening day of SUN ’n FUN, HARMAN’s AKG introduced the AV100 aviation headset, the Austria-based company’s first product designed for pilots. According to company officials, the AV100 utilizes proprietary hybrid noise-reduction technology to block cockpit noise and offers features specifically designed for aviation use. The AV100 was developed in collaboration with pilot Hannes Arch, a member of the Red Bull Air Race Team and Red Bull Air Race World Series champion. Harman.com

which provides a three-dimensional depiction of terrain, obstacles, water features, the runway environment, and more. G3X Touch displays VFR Sectionals and IFR Enroute Charts. A version of G3X Touch also includes SiriusXM Aviation Weather and Radio capability, which allows pilots to receive NEXRAD, METARs, TAFs, TFRs, winds aloft, and more. SiriusXM Satellite Radio is also accessible via G3X Touch. Both weather and audio capabilities require a subscription from SiriusXM Satellite Radio. A well-equipped, single display G3X Touch system, which includes SVX, video input, a built-in WAAS GPS receiver, ADAHRS, magnetometer, OAT probe, interactive mapping and more, starts at $5,499. Garmin.com

Sensenich introduces prop for RVs and other homebuilts

New assembly for BrightLine

BrightLine Bags has launched a new assembly for every FLEX System flight bag. Every configuration now comes standard with modules that allow multiple configurations to be built from the included pieces. In the past you’ve had to buy additional modules to get the extra versatility, company officials explain. For example, the modules included with the most-popular B7 Flight bag allow the user to build three smaller configurations to adapt to those days when you need less gear, company officials explain. BrightlineBags.com

Garmin unveils G3X Touch

Garmin has introduced the G3X Touch, a touchscreen, glass flight display system for experimental amateur-built and light-sport aircraft (LSA). The non-certified G3X Touch offers pilots high-resolution 10.6-inch flight displays with split-screen functionality, according to Garmin officials. The bezel contains four buttons and two rotary knobs, which increases efficiency in performing common functions like directto navigation, setting altitude, changing heading or radio tuning, officials said. Standard is Synthetic vision (SVX),

Sensenich Propellers reports that its adjustable composite propeller for the Lycoming O-360 has passed all its own tests and also complies with ASTM standards, and is ready to ship to owners of Van’s RV models 3, 4, 6, 7, 8, and 9 that are powered by the four-cylinder engine. The two-blade prop with its aluminum hub and available precut, balanced spinner weigh about 20 pounds, considerably lighter than similar-sized metal props, and rivaling the weight of wood, according to company officials. Blades come in any combination of red, white, grey, yellow, or classic black, and index without special tools, using the same Pitch Gage System accepted on the Sensenich O-320 and 3-blade Rotax props. The new prop has demonstrated speed increases of 5-10 mph, according to company officials. Sensenich.com 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.


28

General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

April 20, 2014

Calendar of Events

POWERED BY

WEEK OF APRIL 1, 2013

Western United States

May 10, 2014, Hood River, OR. Second Saturday at WAAAM Air and Auto Museum, 541-308-1600 May 10, 2014, Tucson, AZ. Ryan Fly-in Breakfast May 10, 2014, Cottonwood, AZ. Verde Valley Flyers Saturday Coffee & Doughnuts, 928-567-5322 May 10, 2014, Yakima, WA. Saturday Morning Coffee and Social, 509-952-2468 May 10, 2014, Greenwater, WA. Ranger Creek Work Party & Chili, 425-228-6330 May 10, 2014, Moriarty, NM. Young Eagle Rally, 505-263 6657 May 10, 2014, Yakima, WA. EAA Young Eagles, 509-952-2468 May 10, 2014, Fullerton, CA. Fullerton Airport Day, 714-525-7590 May 10, 2014, Redding, CA. Electronic Flight Information Systems, 530-410-9525 May 11, 2014, Fullerton, CA. Classic Aircraft And Auto Display Day, 714-420-0616 May 15, 2014, Mountain View, CA. Hangar Flying and Coffee Drinking

South Central United States

May 10, 2014, Carlisle, AR. EAA Fly-In Breakfast May 10, 2014, Smithville, TX. 10th Annual Smithville Fly-In, 512-237 3500 May 13, 2014, Olathe, KS. Civil Air Patrol Meeting, 913-927-1317 May 15, 2014, Galveston, TX. NinetyNines South Central Section Spring Meeting, 281-370-9505

May 15, 2014, San Marcos, TX. Redbird Skyport IMC Club Chapter Meeting May 16-17, 2014, Brady, TX. Fourth Annual Armed Forces Celebration and Fly-In, 325-456-6726

North Central United States

May 10, 2014, Fort Wayne, IN. EAA Chapter 2 Young Eagles Rally, 260-402-6764 May 10, 2014, Middleton, WI. Young Eagles May 10, 2014, Minneapolis, MN. Club Cherokee Flyers, 952-334-7171 May 10, 2014, Milwaukee, WI. May Chapter 18 Young Eagles, 414-732-6782 May 10, 2014, Hartford, WI. Brat Fry-In Spot Landing Contest, 262-305-2903 May 11, 2014, Poplar Grove, IL. EAA 1414 Fly-in/ Drive-in Pancake breakfast, 815-544-0215 May 12, 2014, Caro, MI. EAA 159 Monthly Meeting May 13, 2014, Kimbal, MI. EAA Chapter Monthly Meeting, 616-540-0068 May 13, 2014, South Saint Paul, MN. EAA Chapter 1229 May 15, 2014, Minneapolis, MN. Twin Cities IMC Club Chapter Meeting, 612-710-7141

North Eastern United States

May 10, 2014, Williamsburg, VA. Seaplane Splash-In/Fly-In, 757-229-9256 May 10, 2014, Ronkonkoma, NY. Mid Island Air Service Monthly Safety Seminar, 631-588-5400 May 10, 2014, Stow, MA. Young Eagles Rally, 978-212-9196

May 10, 2014, Marysville, OH. Young Eagles at Union County Airport, 740-644-3119 May 10, 2014, Culpeper, VA. Squadron Monthly Open Hangar Day, 703-409-3063 May 10, 2014, Moneta, VA. Smith Mountain Lake Fly-in, 540-355-2089, May 10, 2014, Great Barringtno, MA. Cub/ Taildragger Fest, 860-318-5112 May 10, 2014, Warrenton, VA. Women Can Fly, 540-522-6115 May 10, 2014, Massey, MD. Chili Fiesta Fly-In, 410-928-5270

South Eastern United States

May 09, 2014, Winston Salem, NC. Winston Salem Fun Fly-In May 10, 2014, Sebring, FL. Pancake Breakfast, 863-273-0522 May 10, 2014, Guntersville, AL. Second Saturday Breakfast, EAA 683, 256-486-5121 May 10, 2014, Guntersville, AL. Lake Guntersville Splash-In & Fly-In, Alabama, 256-572-4897 May 10, 2014, North Wilkesboro, NC. Wilkes Flying Club Fly-In Social, 336-696-2000 May 10, 2014, Plant City, FL. Planes, Trains & Automobiles at Plant City Airport, 813-288-6909 May 10, 2014, Winnsboro, SC. Wings And Wheels, 803-635-4242 May 10, 2014, Kingston, GA. Georgia Sport Flyers Meeting, 770-651-8432 May 10, 2014, Lebanon, TN. Lebanon Rotary Fish Fry and Fly-In, 615-444-0031 May 11, 2014, Naples, FL. EAA Pancake Breakfast Fly-in, 239-263-9121

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.

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General Aviation News —  Buyer’s Guide Marketplace — 800.426.8538

April 20, 2014

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April 20, 2014

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April 20, 2014 Aeronca - 1050 CITABRIA, Aeronca, Scout, Decathlon, salvage, surplus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606. ronp@qosi.net www.rainbowflying.com FREE 400-PG UNIVAIR CATALOG w/hundreds of FAAPMA’d parts. info@univair.com or www.univair.com Order toll-free 888-433-5433. Foreign orders pay postage. Beech Baron - 1602 2000 BARON 58 1606.7TT, 1606.7LE 99.3.7RE, 762.4props. NDH, MFD, Skywatch 497, TAWS, Stormscope, color radar, KFC-225 AP, complete/orig logs. Make offer. Art Berard, 813-287-8000, 813-928-4141. Cessna 150 - 1904 1959 C-150 $18,500. 4050-TTAF, 212-STOH, 20-SMOH, 2001 P&I, KX17B w/GS, AT150/Mode-C, Apollo 820 GPS, Annual 12/14, Jim McKibben 419-235-1580. BUYING OR FLYING A CESSNA 150/152? Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! www.cessna150book.com Cessna 170/175/177 - 1906 IN SPOKANE WA: 1974 C-177B, FG, 4200TT, 12SMOF, spacious, reliable and ready $64,000. More info: Steve 509-455-6981 or stevem1724@gmail.com Cessna 172 - 1907 1972 C-172, 2300-TT, 180hp Lyc-350Since new, 2axis AP, extra wing tip-tanks, full IFR, interior very nice, needs paint, $45,000. 360-273-9306, fresh annnual. Cessna 190/195 - 1910 1948 C-195A. 4000-TT, 80-SMOH, 210-SPOH, Mark 12D navcom, xpdr, 275hp Jacobs, new P&I, fresh annual $50,200/ obo. 208-305-7804. laramie59@yahoo.com Cessna 200 Series - 1912 1972 C-T210L. 3861-TT, 886-SMOH. Ram 310hp, Robertson STOL. Flint tip-tanks. $119,000. Hangared KCOE. Pictures, equip list and logs: www.idahocessna210.com Jerry 208-755-0707, haydenjerry@roadrunner.com 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, $39,000. 641933-4316, 641-777-0494. Cessna 400 Series - 2010 1970 C-421 8380-TT, RE-95SMOH, LE-1600SMOH, 95SPOH, Robertson STOL-kit, Long-Range fuel. This is a Very Nice, Clean C-421B. $99,000. 641-933-4316. 641777-0494. Cessna - 2020 CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650. Cessna Parts - 2030

www.GeneralAviationNews.com —  Classified Pages — facebook.com/ganews Cessna Parts - 2030 SELKIRK AVIATION Inc. has FAA approval on composite cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. www.selkirk-aviation.com or 208-664-9589.

Announcements - 6375 WWII PILOT Training Camp June 6-8. Learn to fly a Stearman PT-17 and T-6/SNJ. Officers Club parties 435640-6806.

Champion Parts - 2055 FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, info@univair.com or www.univair.com 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 ronp@qosi.net www.rainbowflying.com Citabria Parts - 2155 FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, info@univair.com or www.univair.com Foreign orders pay postage. Ercoupe - 2550 FREE 400-PAGE UNIVAIR CATALOG. Thousands of type certified parts direct from our factory. Order toll-free 888-433-5433, info@univair.com or www.univair.com Foreign orders pay postage. Luscombe - 3300 LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. www.luscombe.org 480-6500883. Luscombe Parts - 3310 FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, info@univair.com or www.univair.com Foreign orders pay postage. Mooney - 3500 LASAR PLANE Sales has many Mooneys on consignment. Call for info & free Mooney Buyers Guide, 707263-0452, Fax: 707-263-0472. See us on the internet: www.lasar.com, email: planesales@lasar.com 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, parts@LoneStarAero.com, fax 210979-0226. RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email reliant.aviation@mindspring.com Piper Single - 3800 SPLIT NOSEBOWL mod. For Clipper, Pacer, Tri-Pacer, Colt, eliminates need to remove prop to install. 815-6260910

NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at www.airplanethings.com Piper J Series - 3818

FREE 400-PAGE UNIVAIR CATALOG with hundreds of FAA-PMA’d parts. Order toll-free 888-433-5433, info@univair.com or www.univair.com Foreign orders pay postage. Aircraft for Sale - 5020

PLEASE DONATE your aircraft, engines, avionics, aviation equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487. www.wings-of-hope.org 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, www.bowaviation.com 360-766-7600. Charts & Maps - 6590

1945 J-3 Cub, 518 TT, 501-337-9939. $42,000. aviationjdj@yahoo.com Stinson - 4455 FREE 400-PAGE UNIVAIR CATALOG. Thousands of type certified parts direct from our factory. Order toll-free 888-433-5433, info@univair.com or www.univair.com Foreign orders pay postage. Taylorcraft - 4600 1941 BC-65 65hp, Taylorcraft, new fabric, rebuilt large tach & aluminum prop, 750hrs-engine. Red & black paint scheme. 419-310-0122, 419-294-2677 Taylorcraft Parts - 4605 FREE 400-PAGE UNIVAIR CATALOG. with hundreds of FAA/PMA’d parts. Order toll-free 888-433-5433, info@univair.com or www.univair.com Foreign orders pay postage. Experimentals - 5300 WAGABOND LYCOMING O-235, 490-SMOH, (2)18gal wing tanks, very good condition, always hangared, qualifies for LSA, moving must sell. $9600/obo, 509-4221025. Floatplanes - 5400 EDO 2000 for Super Cub. No salt/corrosion, hatches eight wheel-fly off/storage cart, corrosionX, stored inside. Located WA. $12,750. billlockwood2@hotmail.com, 509429-2217.

CHARTS, WIDEST range of NOS/NIMA, Canada, Worldwide charts. Lowest cost. Next day service available. The Pilot Shoppe. 623-872-2828 Fax 623-935-6568. Cylinder Overhaul - 6605 CYLINDER FLOWMATCHING for more power and efficiency for Continental & Lycoming cylinders! Aircraft Cylinder Repair. www.aircraftcylinderrepair.com 1-800-6227101. Detailing - 6655 Learn Aircraft Detailing, Paint Touch-Up & Repairs, Aluminum Polishing and Corrosion Treatments. Visit www.wingwaxers.com/training.html or call 800-946-4929. Door Seals - 6700

Phone (817) 567-8020 • Fax (817) 567-8021 Employment - 6900 MIDDLEFORK AVIATION seasonal pilot. 1500TT, instrument, commerical required. CFI, C-206, Part135 experience a plus. Resume to mforkair@custertel.net or fax 208-879-5107. Ph:208-879-5728. Engines - 6950

SEAPLANE RATINGS AND SOLO RENTALS in central Florida & Minnesota. PA12 & C172 available. 612-8684243 - 612-749-1337, www.adventureseaplanes.com FLORIDA SEAPLANES-HI Perf / Complex SES & MES Ratings, Pvt, com’l & ATP. Late model Maules, Classic Widgeon. www.flyfloatplanes.com 407-331-5655. Airframe Construction - 6300 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, a1airplanemech@aol.com, 650-5935010.

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

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35

Aircraft for Sale - 5020

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Aviation Abbreviations A/C .....................................Air Conditioning ADs .......................Airworthiness Directives ADF ...................Automatic Direction Finder AH ..................................... Artificial Horizon A&P ......................... Airframe & Powerplant AP............................................. Audio Panel A/P................................................. Autopilot CDI ....................Course Deviation Indicator CHT .................. Cylinder Heat Temperature Com..........................Communication Radio C/R ...................................Counter Rotating CT.......................... Carburetor Temperature DF.......................................Direction Finder DG ..................................... Directional Gyro DME........... Distance Measuring Equipment EFIS.... Electronic Flight Instrument System EGT ................... Exhaust Gas Temperature

ELT ............ Emergency Locator Transmitter FD..........................................Flight Director FWF...................................Firewall Forward GPS ................... Global Positioning System GS ......................................... Groundspeed G/S ........................................... Glide Slope GSP ............................Ground Service Plug HF.......................................High Frequency hp ............................................. horsepower HSI................. Horizontal Situation Indicator IFR.......................... Instrument Flight Rules ILS ................... Instrument Landing System LE ..............................................Left Engine LMB............................Light Marker Beacon LOC ...............................................Localizer Loran.............Long Range Area Navigation LR............................................ Long Range

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

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


36

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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. Tugs & Towbars - 9300 POWER TOW 35EZ for sale. Electric, used on a T-210. $200. conrad.orchards@gmail.com or 509-539-4717. Vacation - 9350 ADVENTUROUS?? 1st flight across the North Atlantic where the longest distance is 675nm?? Need help obtaining mandatory insurance required to pass Iceland Inspection? Critical North Atlantic weather? Want to fly over & check out the volcanos in Iceland? Fly over, land & checkout Glasgow? London? The Normandy Beaches? Paris? The Ferrari, Lamborghini & Maserati factories in Italy? Fly into Haifa, Israel then fly in Israel w/required Israeli military? Places to visit!! People to meet!! So much to learn!! Ed 508-883-3335, Captainedc@aol.com 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. www.quadcitychallenger.com For VISA/MC order call 309-764-3515. Real Estate/Airport Property - 9650 Arizona - 9650 Skis - 8870

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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 w/parents or legal custodian, pregnant women & people securing custody of children under 18. This newspaper will not knowingly accept any advertising for reall 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 800-669-9777.Toll-free number for the hearing impaired: 800-927-9277


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April 20, 2014

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Fatigue: The pilot’s common cold Jeffrey Madison

cal flap condition. Not a plane killer. Even Returning from a short tropical vacation, a screwdriver in the engine compartment I barely napped on the transatlantic red-eye. most likely would not have brought down It was the night before my third airplane the airplane. All in all, the number of things instructional flight. During the ground lesI had failed to see had been embarrassing, son, I thought I was hiding my jetlag pretty yet instructional. well from my instructor. It turns out he saw Persistent fatigue can present in the form through my ruse and blindsided me with of dulled senses, which in turn can create one of his own. unintended hazards to others. My CFI told me to do a preflight inspec“We arrived at the gate and completed tion, which I did and then notified him that the shutdown checklist,” wrote one pilot everything looked in order. We walked in an Aviation Safety Reporting System back out to the aircraft, where he led me report, commonly called a NASA report. to the tail and the exposed cables for the “After the passengers deplaned, the captain tail control surfaces. The inspection panel went into the terminal and I remained on cover was gone. board. I got up to talk to “How the heck did I the purser for a couple miss that?” “We don’t really minutes. Ground crew The CFI pulled the know how big a called and asked when inspection panel cover we were going to shut from his pocket and problem fatigue is down the #1 engine. I told me to do another for GA pilots.” looked over, and to my preflight. In my second amazement, it was still check, I found a screwrunning! I can’t remember the last time I driver lodged in next to the oil dipstick, a did something so moronic. I think fatigue small pin pushed into the pitot tube, and caused me to miss this important item.” a wad of gum stuck onto one of the flap Imagine how tired this pilot had to be to extenders — all placed there on purpose by fail to hear or feel the motor turning. Now my instructor. That made four things I had imagine if a ground crew member wearoverlooked. My fatigue had blinded me. ing hearing protection had walked into the Fatigue is like the common cold. At some “cone of death” in front of the running enpoint, everyone succumbs. gine while servicing that jet. For me, fatigue meant small inconsistenFatigue can also present as optical delucies that I had not trained myself to spot sion. This same pilot went on to describe during the preflight had escaped me. None how both he and the captain thought they was inherently life-threatening. An absent saw the engine master switch and fuel flow panel of that size might only have meant a indicator in the off position. If fatigue is lot of noise in flight. Trying to take off with powerful enough to cause two people — a pin in the pitot tube would have resulted ostensibly backing up each other — to in no airspeed indication, and I would have view the same item mistakenly, imagine aborted. Again, not life-threatening. Gum what it can do to you, the single pilot opon the flap extender? In the worst-case sceerator, without backup. nario, it could have led to an asymmetriForgetfulness is another way fatigue can rear its insidious head. This flight crew certainly discovered that: “After taking the Jeffrey Madison, a pilot since 1995, is an runway for departure, I called for line-up ATP CFI/MEI. He has over 1,000 hours items, which the first officer read off as bedual given. He has flown into more than ing completed. When I advanced the throt250 GA airports throughout most of the tles, we got a red master warning light and Lower 48. He is a former Part 121 and Part a three-beep takeoff trim warning. Not only 135 airline captain. You can reach him at had the first officer forgotten to put the trim HumanFactors@GeneralAviationNews.com

in the green, he had forgotten to turn on the transponder and to preselect the assigned departure clearance frequency. Most importantly, I forgot to back him up.” Part 121 airline rules are designed to help airline pilots avoid fatigue. They have duty day limits, minimum rest periods and maximum daily flight hour limits. Yet airline pilots fall victim to fatigue on a daily basis. To a large extent, we GA pilots are left to fend for ourselves. That’s why the FAA established the IMSAFE checklist. Based upon concepts of the military’s Operational Risk Management matrix, IMSAFE forces us to honestly self-assess. That, in turn, helps us say no to ourselves when we want to fly fatigued. Despite the industry’s best intentions, the IMSAFE checklist is just that — a checklist. It is not ironclad. Nor is it legally enforceable. It is a set of guidelines intended to help us make a conscious choice. If nothing else, the NASA reports I have cited here indicate that fatigue is not always obvious. Moreover, we cannot always decline a flight. Sometimes we have to launch. In those instances, tricks my instructors taught me are useful. Something as simple as touching the knob, switch or panel you are about to move or inspect is helpful. Using tactile cues to back up visual ones adds another layer of safety. This works the same way a checklist backs up a flow. Calling out items during a high workload flight regime is another way to battle fatigue. Research has proven that speaking a task aloud while doing it aids in recall during periods of distraction. I encourage my students to “talk it out,” especially during solo flights. A solo flight is a high stress event fraught with anticipation, anxiety and agitation. Often my students have hardly slept the night before, or wound themselves up into such a state of excitement they are already fatigued well before they yell “Clear prop!” It is an easy thing to spot the performance differences between those who talk it out and those who do not. At the airport, my students are readily identifiable as “the ones who talk to themselves.” Odd as it may sound, talking aloud to yourself can actually be a great gauge of your own fatigue level. If you can’t articulate simple commands, then you are probably in a fatigued state. This first officer discovered that skipping a meal resulted in misreading a Standard Instrument Departure procedure, which

caused an altitude deviation. “This was the second day of a grueling four-day trip with a captain who was new to me. We were on the second leg of a fourleg trip, and I forgot to eat between flights. I set us up for the Pitt 5 departure, then ‘as filed’ back to KIAD. I told the captain our initial altitude would be 5,000 feet, based on the SID’s textual description. He concurred without looking. “We took off and proceeded on up to 5,000 feet. Upon handoff to Departure Control, I reported in: ‘Level 5,000.’ Departure Control then repeated three times, ‘Clearance gave you 5,000?’ Departure then suggested we re-read the Pitt 5 SID. Turns out I’d seen the procedure for turbojets and interpreted it to mean turboprops. I attribute the error to fatigue due to not eating anything for several hours prior to that flight.” We don’t really know how big a problem fatigue is for GA pilots. What we do know is that most of us habitually sleep fewer than the optimal eight hours a night. We do know that most of us work too long and exercise too little. And we do know that most of us don’t eat that well. Based upon what we do know, it is arguable that for most of us, fatigue is the new normal. If the best things we can take away from these fatigued NASA reporters are “see it and touch it,” “eat before flying“ and “talk out the task,” we have inoculated ourselves against the pilot’s common cold — fatigue.

going to start the plane to taxi it to parking as I was done for the day. I turned on the mags and cracked the throttle and propped the plane myself. I then went to get into the plane but it started to roll and I tried to hold it still. It rolled despite my efforts and the right wing tip hit a light pole and the plane turned to the north, running into a cement bunker that protects the tank. The prop

was hitting the cement wall, stopping the plane. I caught up to the plane, turned off the mags, closed the throttle, and turned off the fuel switch to the tanks. Fortunately, no one was injured. The prop was bent at each end; the left wheel strut was bent; and there is a dent in the fabric of the right wing tip. Self propping is very dangerous. This will be a very expensive lesson. It has also

brought up one of my primary safety goals, which is to not be in a hurry. It would have taken me 30 seconds to walk into the FBO and find a pilot friend to either help me push the plane or pilot the plane or prop the plane while I piloted it. In the future, when flying airplanes that require hand propping, I will always have another pilot to ensure the safety of others and property.

Human Factors

ASRS | From Page 26 Class D airspace. Aircraft: Single engine, high wing Primary Problem: Human Factors After flying, I taxied the plane to the fuel tank. After refilling the plane, I was

“IM SAFE” is a personal checklist that ensures the following statement is valid: I’m physically and mentally safe to fly, not being impaired by: Illness: Do I have any symptoms? Medication: Have I been taking prescription or over-the-counter drugs? Stress: Am I under psychological pressure from the job? Do I have money, health, or family problems? Alcohol: Have I been drinking within eight hours? Within 24 hours? Fatigue: Am I tired and not adequately rested? Eating: Have I eaten enough of the proper foods to keep adequately nourished during the entire flight? (Some checklists also use Emotion, with pilots asking themselves “am I angry, depressed or anxious?”


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