In Flight USA December 2018

December 2018

www.inflightusa.com

3

Calendar of Events

To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.

DECEMBER

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2, 9 & 16 3 3—6 4 7

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11 — 12 13 15

16 20 22

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Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

Q San Carlos, CA: Santa Arrives by Helicopter, 9:30 a.m. to noon, Hiller Aviation Museum, San Carlos Airport, (650) 654-0200.

Q Palm Springs, CA: Commemorative Series/Pearl Harbor-Leadership & Communication, 1 to 2 p.m., Palm Springs Air Museum, (760) 778-6262.

Q Mukilteo, WA: Holiday Scenic Flights in HFF’s DC-3, 2 & 3:15 p.m., Historic Flight Foundation, (425) 348-3200, historicflight.org.

Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576.

Q Las Vegas, NV: ICAS Convention, Paris Las Vegas, airshows.aero.

Q Chino, CA: Kilroy Coffee Klatch, 9 a.m. to 10 a.m., Planes of Fame Air Museum, (909) 597-7576.

Q Nampa, ID: Pearl Harbor Day Commemoration, 10 a.m. to 5 p.m., War Hawk Air Museum, (208) 465-6446, warhawkairmuseum.org.

Q Honolulu, HI: National Pearl Harbor Remembrance Day Commenmoration, @7:50 to 9:15 a.m., Pearl Harbor Visitor Center, pearlharborevents.com.

Q Palm Springs, CA: Santa Fly-In & Winter Fun Land, 11 a.m. to 4 p.m., Palm Springs Air Museum, (760) 778-6262.

Q West Chester, PA: SantaFest, 10 a.m. to 1 p.m., American Helicopter Museum, (610) 436-9600, americanhelicopter.museum.

Q Virginia Beach, VA: Holiday Hangar Concert, 7 to 9 p.m., Military Aviation Museum, (757) 721-7767, militaryaviationmuseum.org.

Q Shafter, CA: Christmas Open House with Santa, 10 a.m. to 2 p.m., Minter Field Air Museum, (661) 393-0291, minterfieldairmuseum.com.

Q Santa Rosa, CA: Santa Fly-In, 10 a.m. to 2 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

Q Redding, CA: Historic Display Day/FAA Safety Seminar, 10 a.m. to noon, Benton Air Center, (530) 241-4204.

Q Glenville, NY: Christmas in the Air/Santa Flys in from the North Pole, 11:30 a.m., Schenectady County Airport, (518) 377-2191.

Q Dubai, UAE: World Aviation Safety Summit, 10 a.m. to 6 p.m., Roda Al Bustan Dubai Airport, worldaviationsafety.com.

Q Troy, OH: Aviation Lecture Series — “Life & Christmas Traditions in Britain during WWII, 6:30 p.m., WACO Air Museum, (937) 335-9226, www.wacoairmuseum.org.

Q Palm Springs, CA: Commemorative Series/The Marines’ Lost Squadron, 1 to 2 p.m., Palm Springs Air Museum, (760) 778-6262.

Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641.

Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org.

Q Dayton, OH: Holiday Concert, 7:30 p.m., Wright-Patterson AFB, (937) 904-9881, nationalmuseum.af.mil.

Q Chino, CA: Santa Photo Op, 10 a.m. to 3 p.m., Yanks Air Museum, (909) 597-1735, yanksair.org.

Q San Diego, CA: Historic Aircraft Display, noon to 2 p.m., Montgomery Field, (619) 301-2530.

Q San Diego, CA: “Apollo 8” 50th Anniversary Celebration, 5:30 p.m., San Diego Air & Space Museum, (619) 234-8291, sandiegoairandspace.org.

Q Palm Springs, CA: Commemorative Series/Korea-History of the Forgotten War, 1 to 2 p.m., Palm Springs Air Museum, (760) 778-6262.

Q Belleville, MI: Santa Visit, 11 a.m. to 2 p.m., Yankee Air Museum, (734) 483-4030, yankeeairmuseum.org.

Q Palm Springs, CA: Commemorative Series/For Love of Life & Country, 1 to 2 p.m., Palm Springs Air Museum, (760) 778-6262.

JANUARY

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Q Palm Springs, CA: Commemorative Series/Shoot Down of Korean Air Lines Flight 007, 1 to 2 p.m., Palm Springs Air Museum, (760) 778-6262.

Q Chino, CA: Living History Flying Day, 10 a.m., Planes of Fame Air Museum, (909) 597-3722, www.planesoffame.org.

Q Palm Springs, CA: Commemorative Series/Combat Search & Rescue in Southeast Asia, 1 to 2 p.m., Palm Springs Air Museum, (760) 778-6262.

Q Redding, CA: Historic Display Day/FAA Safety Seminar, 10 a.m. to noon, Benton Air Center , (530) 241-4204.

Q San Luis Obispo, CA: Vintage Aircraft Associate’s Airport Day, San Luis Obispo Airport, (805) 801-7641.

Q Riverside, CA: Aircraft Display Day Fly-In, 8 a.m., Flabob Airport, (951) 683-2309, www.flabob.org.

Q San Diego, CA: Historic Aircraft Display, noon to 2 p.m., Montgomery Field, (619) 301-2530.

Q Sebring, FL: Sport Aviation Expo, (863) 314-1313, www.sportaviationexpo.com.

Q Mukilteo, WA: Annual Safety Training, 8 a.m., Historic Flight Foundation, (425) 348-3200, historicflight.org.

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COVER STORY 4

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In Flight USA Celebrating 35 Years

December 2018

THE DAY MIRANDA STRONG BECOME AIRMAN STRONG… NALLS STYLE!

n Friday, Nov. 16, Miranda Strong took the official Oath of Office and became “Airman Strong.” She, along with 793 of her classmates, had just completed Basic Military Training “Boot Camp” at Lackland AFB, San Antonio, Texas.

For years, In Flight USA has been following the story of Nalls Aviation, owning and operating the World’s First and only Civilian Harrier jump jet, but this is still another chapter of the story.

Miranda Strong is Art and his wife, Pat’s, granddaughter.

Miranda grew up in a small town in Florida. If it were not for her maternal grandmother, Debbie, and her aunt Mary, Miranda could have easily been one stuck in small town obscurity. But her grandmother and aunt encouraged and supported her to be engaged and do well in school. She was a top student and participated in school activities such as the band. She knew there was a world out

Above: Miranda Strong marching with her class.

Right: Newly graduated “Airman Strong.” there waiting, but how could she get there?

She graduated from high school well ahead of the normal graduation in January of this year. She decided the U.S.

(Courtesy Art Nalls)

(Courtesy Art Nalls)

Air Force might provide exactly what she was seeking. She wants to travel and take on new challenges. So she enlisted.

Summer was spent waiting for her Continued on Page 49

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TABLE Volume 35, Number 4

OF

CONTENTS

650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com

December 2018

ON THE COVER COVER STORY

FEATURE STORY

THE DAY MIRANDA STRONG BECAME “AIRMAN STRONG”

AIRMAN FOR A DAY, WARRIOR FOR A LIFETIME

It’s a Nalls (Aviation) Family Affair

By Tech. Sgt. Jonathan Lovelady Story Begins on Page 14

Story begins on Page 4 Cover Photo Courtesy of Art Nalls Aviation

NEWS New Drone Speed World Record Set ....................................................9 FAA Warns: Fly Safe, Prevent Loss of Control Accidents ..............10 Regard Non-FAA Aircraft Registration Renewal Notices with Suspicion ..13 Girls In Aviation Day Proves Successful Worldwide........................25 Putting Hybrid-Electric Aircraft Performance to the Test ................26 WACO Classic Aircraft Announces New Owner ..............................28 NBAA Warns: Remain Vigilant Against Illegal Charters ..................28 AOPA Celebrates 80th Anniversary with New Book ........................30 Free Glidebooks for EAA Young Eagles ............................................32 AirVenture Arrival Procedure Changes Recommended to FAA ....32 In Memory: Veteran Aviation Journalist Jack Elliott Schapiro........34 Scottsdale Airport Opens New Aviation Business Center..............36 NATA Names Sonoma Jet Center ‘Above and Beyond’ ..................36 GAMA Reports Shipments: All Segments Up ..................................37 NASA’s Quest for Supersonic Technology Meets Milestone..........38 F-35 Combat Power Exercise Conducted at Hill AFB ......................39 Sonka is Red Bull World Champion....................................................41 Central Washington University Selects One-G Simulation ............45

COLUMNS FEATURES Editorial: Let’s Remember Christmas

By Ed Downs ..................................................................6 A Precious Payload: Team Proves Drones Viable for Organ Transport

By Jim Moore, AOPA ........................................................8 Airman for a Day, Warrior for A Lifetime

By Tech. Sgt. Jonathan Lovelady ......................................14 Air Force’s Focus on Readiness Yields Results

By Charles Pope, Secretary of Air Force Public Affairs........16 Fly-In At Little Known CA66

By Thomas Dobrovolny ..................................................24

Flying into Writing: A Long Journey

By Eric McCarthy ............................................................17 Flying with Faber: Fun Recipes

By Stuart J. Faber ............................................................29 Homebuilder’s Workshop: Fed Up

By Ed Wischmeyer ..........................................................38 Callback: Too Close for Comfort ....................................................................................42

DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50

6

In Flight USA Celebrating 35 Years

December 2018

LET’S REMEMBER CHRISTMAS

Editorial By Ed Downs

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ure, there are lots of regulatory, safety and political subjects that warrant comment, but this writer has had just about enough of politics and regulations for 2018. Maybe give it a restand just talk about Christmas and some of the traditions that many of us remember. Having stumbled across an article I wrote several years ago, this writer’s memories and passion for aviation, astronomy and astrophysics seemed to come together. Read on and see if some of your “good old days” come to mind.

My twin brother and I were born in Van Nuys, Calif., just before the U.S. entered WWII. It sounds funny now, but Van Nuys was a small, independent town that was somewhat isolated in the middle of the San Fernando Valley. An excellent street car system allowed residents to get into “the city” when circumstances required. Surrounded by citrus fields, Van Nuys was primarily a bedroom community, serving wartime manufacturing at the Lockheed/Burbank and Van Nuys airports. The town’s secondary purpose was to support the movie industry, with many surrounding locations and sets (like a full western town) used in hundreds of “B” western movies and early TV productions. My parents were part the movie industry, Mom as a dancer (and former Olympian) and Dad as a stunt man and bit actor. We kids also did some bit parts in movies and early TV, enjoying the privileges of grammar school run by the studios. Dad eventually entered the photography side of the business, opening a camera shop on Van Nuys Boulevard.

Some readers may even know about Van Nuys Blvd., where Wednesday night “cruising” was perfected to the point of becoming a main theme of the movie American Graffiti.

My brother and I grew up in the company of family friends that included guys like William Boyd (Hopalong Cassidy), Roy Rogers, Leo Carrillo, Andy Devine and others, along with dancers, such as Marge and Gower Champion. Thrown in with that mix were Lockheed test pilots (Dad did photographic work for Lockheed) and trips to Van Nuys Airport to watch P-38s taking off and landing. Both my brother and I were hooked on aviation before the age of five. As avid model airplane builders, our father invited us to open a “hobby department” in his camera store at the age of 13, and $500 dollars later, we were in business, able to pay for flying lessons

($11 per hour, dual) at Van Nuys Airport, flying Aeronca Champions with wind driven generators and a two-crystal lowfrequency Lear radio… advanced technology! Yep, fun childhood with cowboys, six shooters and airplanes setting a pace that continues to this day. You see, being an aviation professional meant that I never had to grow up!

It was the hobby shop that implanted the most vivid Christmas memories. You see, the Christmas season in Van Nuys always began the day after Thanksgiving with the Bethlehem Star Parade down Van Nuys Blvd. Thanksgiving evening would be spent decorating the store windows for Christmas, complete with a running HO train set and the latest gift offerings, both in model airplanes and camera equipment.

Everything had to be in place for the big Christmas parade Friday evening.

The small town would run lighted decorations across the boulevard, and we would all take bets as to whether they would survive the Santa Ana winds that blew them down every year. The parade was hopelessly amateurish when compared to the multimillion-dollar commercial events we see today, but it was great fun. The following Saturday was always busy, as the store would start staying open until 9 p.m. six days a week for the remainder of the season.

The Sunday after Thanksgiving was spent at the Griffith Park Observatory, where the traditional planetarium lecture was about the namesake of the parade, the “Star of Bethlehem.” It now seems almost fitting that my memories of the Christmas season should go back to those planetarium lectures. It amazes me that we amateur astronomers of today know more about the heavens than the experts did back in those days. The science of space has been rewritten many times since the mid 1950s. Allow this writer to share the planetarium experience that is so related to Christmas traditions, perhaps updated just a bit. Let’s see if a few of your memories kick in.

The “Star of Bethlehem” is a cherished part of the Christmas tradition, as are the Three Wise Men. The “Christmas Star” plays a major role in virtually every aspect of holiday decorations, lore and tradition. The biblical reference in Mathew 2:2 begins our tradition of “The Star in the East” and the holy journey of the three Magi, referred to as “The Three Kings” in late Medieval times. It would be hard to imagine the Christmas tradiContinued on Page 7

December 2018

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Editorial: Christmas

Continued from Page 6 tion without this celestial miracle. A quick search in this writer’s biblical concordance comes up with no less than 10 references to the stars. Many biblical historians believe the Magi were astrologers, skilled in many arts and sciences, having familiarity with the prophecies of Daniel. While today astrology is considered as a completely different subject than astronomy, they were once one and the same, and perhaps the oldest of all scientific understandings by ancient civilizations. Indeed, the stars are an integral part of the holiday season.

As an amateur astronomer, this writer notes continuing work being done to try and verify, scientifically, that the Star of Bethlehem existed in a physical sense that can be verified through the science of astronomy and astrophysics. I am intrigued by such research and a great fan of biblical archeology but my research disclosed that I was treading on disputed ground. To millions, the reality that the “Star” is a miracle contained in the Word, is absolute proof of its existence.

Elements of the Christian faith even disagree as to meaning of the “Star.” One must stop and consider if it is possible to have two “truths,” one based upon scientific evidence and one based on faith.

This writer is inclined to believe that two truths can exist, just as they do when one deals in gravitation theories, as defined and implemented in Albert Einstein’s work, and quantum mechanics as professed by physicist, Max Planck. Too much information? These are the issues that give the character “Sheldon” so much trouble in the TV comedy “Big Bang Theory,” portrayed with remarkable technical accuracy. The bottom line is that two “truths” can coexist.

Those who search for the Star of Bethlehem run into a variety of challenges. The calendar, as we know it, did not exist, and competing calendars flourished. The precise historical birthday of Jesus is not known. Our current celebration was established centuries after the crucifixion. Astronomers (astrologers?) of the time did not have harddrives into which data could be stored, and scientific records that might have existed were destroyed when the remarkable documents contained in the Library of Alexandria were lost through a series of devastating wars covering a period of nearly 600 years.

But today’s computers can roll back time. We can see that the time of Christ’s birth contained some unusual conjunctions of planets, especially between Jupiter and Venus, meaning they were so close together that they might well have

appeared as a single, new, bright “Star.”

This conjunction would have appeared in the constellation Leo, known as the “Lion of Judah,” long associated with the coming of a King. A passing comet could certainly have been viewed as the “Star” and might have seemed to have stayed in one position, but comets were traditionally viewed during ancient times as “the coming of bad things” and not likely to be associated with such a holy event. It is interesting to note that Chinese records (avid and skilled astronomers) of the time do speak of a sudden bright light in the sky that lasted for months. This could well have been a supernova, the sudden and explosive death of a star with an explosion that is billions of times brighter than our own sun. Star knowledge was a fact of life in ancient times, serving as guide post for practical navigation and supporting a variety of theologies.

Today, that connection to the stars is being lost. Many who are born and raised in metropolitan areas never truly see the night sky. Obliterated by light pollution, the sky is dulled, stars faint and the Milky Way, our own galaxy, never seen. Sadly, in many parts of our country, the Bethlehem Star could not be seen even if it did appear.

But Christmas is a great time to correct that sad truth. I don’t know if the Griffith Park Observatory still conducts the Star of Bethlehem lecture that I enjoyed as a kid.

It is possible that political correctness has eliminated this program. Take a trip to www.astroleague.org and find a local astronomy club. All of these clubs offer public “star parties” with members encouraging guests to enjoy a variety of celestial images and pointing out the sky that might have been seen in biblical times.

Consider a telescope as a holiday gift but not from a discount house, box store or national retailer that stocks such items only for the holiday season. Use your search engine to contact companies like Explore Scientific, Orion Telescopes, Mead Instruments or Celestron, all major manufacturers of quality telescopes.

These, and other manufacturers, offer educational videos and excellent values in beginner telescopes at remarkably low prices. Even advanced “Go-To” (automatic finding and tracking) telescopes can be purchased for under $300 from these reputable sources. Our children today think of themselves as computer literate and technologically savvy but abandoned in the wilderness on a dark night with a dead battery, they are lost, even while gazing at a universe filled with directional guidance. Christmas is a time to celebrate a simple happening that took place more than 2000 years ago.

Continued on Page 9

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By Mark Baker

AOPA, President & CEO We remember major events that affect our lives not as continuous narratives, but rather through a series of specific memories that come together to tell a bigger story. These remembered moments of inflection, which can be good or bad, carry a broader meaning that embodies hard work, emotional connection, and accomplishment or loss. And we often tend to look nostalgically on the past but

A

By Jim Moore, AOPA

AVIATION’S NEXT TIPPING POINT In Flight USA Celebrating 35 Years

view the future with some trepidation.

General aviation is no different.

Like all great stories, general aviation has had its ups and downs – from the early barnstorming days to stagnancy following the Great Recession and the September 11 terrorist attacks. Sure, days past are fondly remembered as an era of cheap avgas and explosive growth in the pilot population, but I believe we are on the cusp of the next golden age of aviation.

And no matter what you consider your favorite aviation era, AOPA has been

there through it all. 2019 marks the 80th anniversary of our great organization – an important milestone as we’ve worked for decades to protect and advance the freedom to fly.

Obstacles – from regulations to an aging pilot population – have defined our industry for some time. But despite those hurdles, we’ve hit a tipping point. Today we are flying more hours more safely; more people are learning to fly; and we are making progress on ensuring the places we want to fly are more accessible.

actually be implanted in a recipient. For the first test, the team was provided with a human kidney that was not healthy enough to be given to a recipient; the donor’s family agreed to allow its use in medical research.

The team selected a DJI M600 hexacopter for the organ transport flight test, and developed an electronic remote monitoring system, the Human Organ Monitoring and Quality Assurance Apparatus for Long-Distance Travel, or Homal, which monitored temperature, vibration, and GPS location of the organ during flight. Telemetry data from the Homal, along with preflight and postflight biopsies of the kidney, confirmed that the organ had not suffered damage during its trip through the southern Maryland sky, a round trip flight that began and ended among the hangars of St. Mary’s County Regional Airport.

(This happens to be the same location where, a few weeks later, the test center staff would host an AOPA video production team to film the first AOPA Drone Minute safety videos.)

UAS pilot Ryan Henderson said that cooperative weather, with clear skies and calm winds, helped make the flights relatively routine. The longest of these lasted about 12 minutes and extended just beyond the airport property, relatively simple from an aeronautical standpoint.

The team had prepared for the organ’s arrival by test flying the aircraft fitted with an empty insulated cooler and monitoring system, and confirmed that the sensor package that Scalea developed (which transmits data through a cellphone network) would not interfere with the aircraft controls.

“We did our due diligence with understanding not only the payload, but the flight characteristics of the aircraft,”

Henderson said in a telephone interview.

“It was important that we got it right on the first flight.”

The team had about 48 hours’ notice ahead of the actual kidney’s arrival, an unusually long lead time compared to some organ transportation missions where a living recipient is waiting, but still a rather tight timetable. In the coming months, they hope to be entrusted with a kidney that a surgeon will ultimately implant, the next major step toward Scalea’s vision of making this kind of mission routine.

“We plan to move forward, we plan to learn more about the barriers of entry to organ drone transportation with the goal of improving the quality of life for organ transplant recipients,” Scalea said in a telephone interview. He believes thousands of organs that might otherwise be lost could wind up matched with recipients once this reality is realized, saving thousands of lives and improving the qualify of life for those who receive donated organs by reducing the transport time, and the damage that is done during the interval between the organ’s harvest and implantation.

There are regulatory hurdles to be cleared, both in the air and in the medical community. Future organ transportation flights will almost certainly involve operations in controlled airspace and beyond visual line of sight; current regulations also require that human organs intended for transplantation be accompanied by medical staff at all times.

Scalea said the research is proceeding with care, “making sure we don’t break down any of the trust that exists at present between organ donors and their families and the system of transplantation. We don’t at any point want to implement a technology that detracts from that

December 2018

These metrics come together to tell a story of an industry regaining strength.

Regardless of whether you think we are entering the next golden age of aviation, I think we can all agree that things are looking up, and opportunities for young people are growing by the day. And through it all, AOPA has and will continue to work every day to make flying more accessible and safer for today’s, and tomorrow’s, pilots.

A PRECIOUS PAYLOAD: TEAM PROVES DRONES VIABLE FOR ORGAN TRANSPORT

University of Maryland team composed of unmanned aircraft experts and a transplant surgeon demonstrated how drones may soon become vital links in a transportation chain that connects human organs with patients whose survival depends on their timely arrival.

Every second counts in this mission.

Transplant teams have only a few hours to work with when an organ is taken from a living donor, and each passing minute reduces the organ’s health and viability.

Delay has a measurable negative impact on the recipient’s quality of life.

Dr. Joseph Scalea of the University of Maryland Medical Center believes that unmanned aircraft can become key links in a logistics chain that has seen little innovation over the 60-year history of human organ transplantation. A series of research flights in April 2018, including one that covered about three miles with a human kidney in the payload package, all within visual line of sight, demonstrated that a human organ can be transported by drone and arrive at its destination every bit as viable as it started.

The results of this first test of human organ transportation by unmanned aircraft were published this month, and the engineers and pilots of the University of Maryland UAS Test Site are working with Scalea to take the next steps toward making human organ delivery by drone routine.

Matt Scassero, director of the unmanned aircraft test center, said his staff developed a phased testing approach that will build on the initial test flights in the coming year, possibly culminating in the transport of a human organ that will

University of Maryland UAS Test Site pilot Ryan Henderson, left, and project engineer Jacob Moschler prepare the payload for an April 2018 test flight.

(Courtesy of Dr. Joseph Scalea/AOPA)

trust. We don’t want people thinking that we are mishandling their organs.”

Scassero said that the aircraft side of the equation is also being approached with care. Among the challenges ahead is determining which aircraft system is best suited to the mission, and that is as much about reliability as capability. The test center’s Director of Operations Tony Pucciarella has developed an unmanned aircraft maintenance and data logging application that will help with that.

AlarisPro, an online fleet management and predictive maintenance service for UAS, has been gathering data on active systems for several years.

Scassero said safety mitigations such as automated ballistic recovery systems (parachutes) will likely be added as the team seeks FAA approval for flight beyond visual line of sight, or over people, likely in a densely populated urban environment.

“In each phase we’ll present a safety case that supports what we want to do,” Scassero said. “Whatever that safety case is, we’ll create that as we go through our crawl, walk, run” process. “At any point, Continued on Page 9

NEW DRONE SPEED WORLD RECORD SET AT THE FAI WORLD DRONE RACING CHAMPIONSHIPS!

December 2018

Congratulations to Switzerland’s Timothy Trowbridge: holder of the new (potentially) FAI world record for speed over 100m with a racing drone. The FAI is waiting for the record claim documentation to ratify this performance.

The drone racing pilot hit an average speed of 114.2382 km/h across two separate runs of the 100m track, which was specially constructed for the FAI World Drone Racing Championships here at the Shenzhen Universiade Center-Stadium.

It feels brilliant,” he said. “The race was a lot of fun. When you get a good start you can just go full throttle all the way to the end.”

A total of 62 pilots signed up to get the chance to become a world record holder and claim a $3,000 cash prize.

The top four then took part in a final in which they raced in one direction before stopping, resetting and then racing back in the other direction, allowing judges to calculate their average time over two runs.

FAI Aeromodelling Commission President Antonis Papadopoulos said: “We ran the final in this way because FAI

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rules state that pilots must fly in both directions when they are participating in a world record attempt.”

Competitors agreed that mastering the start was the key to getting a fast time.

Finalist Michael Isler of Switzerland said: “It’s a completely different form of drone racing that is really all about the start.”

“Getting the start right is definitely the hardest thing,” added Korean pilot YoungRok Son, also in the final. “I like this format and would love to try it on a longer track of say 200m or 300m in the future.”

About the FAI World Drone Racing Championships

A total of 128 pilots, including 44 juniors and 13 women, from 34 countries Continued on Page 10

Manager Jim Alexander said the April 2018 flight left him with a lasting memory: During the final operational readiness review, Alexander recalled, Scalea noted that the mission was made possible by the generous donation that a grieving family had authorized, and that Scalea’s recognition of that generous act, with all the implications it carries for future patients and families, stuck with him.

“That was the one thing I’ll always remember,” Alexander said.

Editorial: Christmas

Continued from Page 7 Perhaps that look back in time should include the reacquisition of celestial knowledge that can take us into the future.

As I complete this editorial view, I realize that Christmas used to be much more than “Black Friday” and a flurry of shopping on the web. I recall setting out in my little Grumman TR-2 over the long Christmas/New Year holiday given to employees by my employer, Lockheed.

Trips would include places like the

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Continued from Page 8 of course, we could hit a brick wall. We just have to take that as it comes.”

Someday, Scassero and Scalea believe, this will be a routine mission.

“The crew at the UAS test site in southern Maryland is the best of the best,” Scalea said. “They are professional, they are knowledgeable, they are helpful and they are interested in moving the needle … I can’t make enough positive remarks about them.”

UMD UAS Test Site Project

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FLY SAFE: PREVENT LOSS CONTROL ACCIDENTS

In Flight USA Celebrating 35 Years

The Federal Aviation Administration (FAA) and the general aviation (GA) community’s national #FlySafe campaign helps educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.

In an updated report from the FAA on Nov. 20, a Loss of Control (LOC) accident is defined as involving an unintended departure of an aircraft from controlled flight. LOC can happen when the aircraft enters a flight regime that is outside its normal flight envelope and quickly develops into a stall or spin. It can introduce an element of surprise for the pilot.

A Continuing Problem

The NTSB calls it “the problem that never went away.” CFIT or Controlled Flight Into Terrain continues to claim up to 17 percent of all general aviation fatalities, even though many pilots have technologies on their side.

CFIT occurs when an airworthy aircraft, under pilot control, flies into the ground, a mountain, a body of water, or an obstacle. Most often, the pilot or crew is unaware of the looming disaster until it is too late. CFIT most commonly occurs in the approach or landing phase of flight.

Accidents where the aircraft is out of control at the point of impact are not known as CFIT. Rather, they are considered uncontrolled flight into terrain.

Similarly, incidents resulting from deliberate acts, such as terrorism or suicide by the pilot, are not considered to be CFIT.

Why Does CFIT Happen?

There are many reasons why a plane might crash into terrain, but pilot error is the most common, particularly a loss of situational awareness. A pilot may not know what his or her actual position is, and how that position relates to the surrounding terrain. Fatigue can cause very

OF

December 2018

experienced pilots to make mistakes.

CFIT accidents often involve a collision with terrain which usually occurs during low visibility conditions and when the aircraft is on approach to a destination airport. Other contributing factors include weather, approach design and documentation, failure to use standard phraseology, and malfunctioning navigational aids.

GA Challenges

One of the problems in reviewing GA CFIT accidents is the lack of human factors data. This is due to the high fatality rate of CFIT accidents, and the fact that most GA aircraft are not equipped with data recording systems.

GA pilots have a unique challenge in that there is often only one pilot to conduct all of the flight and decision making duties.

Unlike with a crewed cockpit, GA operations don’t usually have a second pilot to help with avoiding a CFIT accident.

Therefore, it is vital that you as a single pilot, to ensure you are qualified for the intended flight, meet all regulatory requirements, and have the self-discipline to follow industry recommended safety procedures to minimize CFIT. There are technologies that can help, including onboard alerting equipment.

Air traffic control can act as an external warning too. However, external factors like fatigue, distraction, time pressure, procedural non-compliance, and more, can punch holes in your defense.

Realize that errors can happen, and layer redundancy into your operation.

Verify your checklists, prepare for the unexpected. Fly rested, remain alert, undistracted, and focused on the operation. Don’t become complacent about safety. Your loved ones will thank you.

More about Loss of Control:

Contributing factors may include: Continued on Page 12

Drone Speed World Record Continued from Page 9 were in China this week for the first edition of the FAI World Drone Racing Championships, which ran from Nov. 1 4, 2018.

The Championships culminated with a Final on Sunday, Nov. 4, followed by a Medal Ceremony at which the overall winner was crowned the first ever FAI World Drone Racing Champion.

FAI Gold, silver and bronze medals were awarded in four categories: Overall; Women; Junior; and National Teams (consisting of up to five pilots). FAI Global Technical Partner Noosphere ran the event management system and registered participants, as well as managing the website and online results. For more information, visit faidroneworld2018.aero/

AOPA INTERESTED IN URBAN AIR MOBILITY GRAND CHALLENGE

December 2018

W

By Jim Moore, AOPA

ith aircraft capable of door-todoor service just over the horizon, AOPA expressed interested in participating in a NASA-led collaboration of stakeholders that promises to do much to shape the future of urban aviation.

NASA created the Urban Air Mobility Grand Challenge to invite everyone with a stake in the future of the National Airspace System to participate in the testing and evaluation of flying taxis, and the system that will be created to manage the airspace when cities start to buzz with a new kind of traffic.

Early prototypes of electric aircraft capable of vertical takeoff and landing

(Courtesy NASA/AOPA)

www.inflightusa.com

NASA Leading Effort

have mixed in with the crowd at the world’s largest airshow, and AOPA has kept a close eye on the progress of ideas and technologies that promise to dramatically expand aviation’s role in daily life.

AOPA Senior Director of Airspace, Air Traffic, and Aviation Security Rune Duke wrote on Nov. 16 to NASA to affirm the association’s interest in participating in the collaboration, starting with the vehicle design phase.

By late 2020, the first phase (GC-1) will demonstrate safe operation of a piloted or remotely piloted aircraft able to carry at least one adult passenger in a simulated (and challenging) urban environment. Duke noted that current airspace users include private aircraft flown without broadcasting electronic position information known in unmanned aircraft airspace management circles as “noncooperative” aircraft. (For illustration purposes, any single-engine piston aircraft flown without an electrical system or transponder of any type is a good example of what “non-cooperative” refers to.)

“We believe a successful demonstra-

tion must account for cooperative and non-cooperative general aviation aircraft flying in the same airspace,” Duke wrote.

“Collaboration with other airspace stakeholders will be key to success.”

AOPA has long supported the safe integration of unmanned aircraft, safety

A

11

being every bit as essential as integration.

That view is shared by NASA, the FAA, and others who participated in a recent two-day gathering NASA hosted to kick off the UAM Grand Challenge. While many of the first rooftop-launched flying Continued on Page 12 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254

Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors .................................... Paul T. Glessner, Nicholas A. Veronico, Sagar Pathak Staff Contributors..................................................................................................S. Mark Rhodes, ....................................................................Denise Rae Donegan, Larry Nazimek, Joe Gonzalez, Columnists ..................Stuart Faber, Larry Shapiro, Ed Wischmeyer, Marilyn Dash, Ed Downs Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280

In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing.

In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher.

In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

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December 2018

Loss of Control Accidents

Continued from Page 10 • Poor judgment or poor aeronautical decision making • Failure to recognize an aerodynamic stall or spin and execute corrective action • Intentional failure to comply with regulations • Failure to maintain airspeed • Failure to follow procedure • Pilot inexperience and proficiency • Use of prohibited or over-the-counter drugs, illegal drugs, or alcohol Did you know?

• From October 2016 through September 2017, 247 people died in 209 general aviation accidents.

• Loss of Control was the number one cause of these accidents.

• Loss of Control happens in all phases of flight. It can happen anywhere and at any time.

• There is one fatal accident involving Loss of Control every four days.

Learn more:

• The FAA Safety Team (FAASTeam) eFact Sheet (www.faa.gov/news /safety_briefing/2015/media/SE_Topic_1509.pdf) has more information about CFIT. • The FAA Advisory Circular discusses ways in which GA pilots can avoid CFIT. • The NTSB PowerPoint (www.ntsb .gov/news/speeches/RSumwalt/Docume nts/Sumwalt_140811.pdf) shows how you can overcome “The Problem that Never Went Away.”

• The FAA Training Module (www.faa.gov/training_testing/training/ media/cfit/volume1/1Sec.pdf) can help you learn more about the causes of CFIT, and the ways to avoid it.

Time is getting short!

• The FAA’s Equip ADS-B website

(www.faa.gov/nextgen/equipadsb/) gives you the information you need to equip now.

• Curious about FAA regulations (Title 14 Code of Federal Regulations)?

It’s a good idea to stay on top of them.

You can find current FAA regulations on the Electronic Code of Federal Regulations website (www.ecfr.gov).

• The FAASafety.gov (www.faasafety .gov) website has Notices, FAAST Blasts, online courses, webinars, and more on key general aviation safety topics.

• The WINGS Pilot Proficiency Program (www.faasafety.gov/WINGS/ pub/learn_ more.aspx) helps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.

The General Aviation Joint Steering Committee (GAJSC) is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups.

Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The National Transportation Safety Board and the European Aviation Safety Agency participate as observers.

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Continued from Page 11 taxis will have pilots, the industry envisions increasing degrees of automation and, ultimately, fully autonomous aircraft that will fly in numbers over major population centers.

Duke volunteered AOPA’s considerable subject matter expertise to the NASA-led effort.

“We plan on supporting any and all

entrants as a subject matter expert on general aviation equipage, aircraft and airman certification, procedures, regulations, and perspective,” Duke wrote. “As general aviation will frequently operate in the same airspace as a UAM operator, it is important we collaborate early in the process to identify challenges and solutions.”

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REGARD NON-FAA AIRCRAFT REGISTRATION RENEWAL NOTICES WITH SUSPICION

December 2018

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EAA issued a warning on Nov. 21 regarding any solicitation aircraft owners may receive regarding aircraft registration renewal that does not come directly from the FAA with a healthy dose of suspicion.

EAA is aware of several businesses – with names, web URLs, and logos that may appear reminiscent of a government agency – that notify aircraft owners of impending registration expiration and direct them to a website or mail-in form where they can renew in exchange for a hefty fee.

Adding little or no actual value to the transaction, these businesses essen-

tially duplicate the same process that the FAA directly administers for a mere $5.

Unless a business is known to be reputable and offers a tangible service above and beyond a simple registration renewal, such as expedited processing or automatic renewal, EAA members and all aircraft owners should use the FAA’s online registration portal. If any members want EAA’s help with registration renewal or any other issue, contact them at 800-564-6322. Also check the EAA on their website for additional information at eaa.org.

The Federal Aviation Administration’s (FAA) nationwide deployment of the Low Altitude Authorization and Notification Capability (LAANC) has exceeded all of the program’s original objectives.

Since the program began with a prototype system in November 2017, LAANC has processed more than 50,000 applications from drone operators for authorization to fly in controlled airspace.

The system now covers almost 300 air traffic facilities serving approximately 500 airports, providing near-instantaneous approvals and allowing operators to quickly plan their flights. View a list of the participating facilities at www.faa .gov/uas/programs_partnerships/uas_dat a_exchange/airports_participating_in_la anc/.

LAANC helps support the safe integration of drones into the nation’s airspace. The system uses airspace data provided through temporary flight restrictions, Notices to Airmen (NOTAMs) and unmanned aircraft system (UAS) facility maps that show the maximum altitude

ceiling around airports where the FAA may authorize operations under Part 107, the small drone rule for commercial and public agency operators.

The FAA has approved 14 LAANC service suppliers. Instructions on how to apply are provided by each supplier: • Aeronyde • Airbus • AirMap • AiRXOS • Altitude Angel • Converge • DJI • Harris Corporation • Kittyhawk • Project Wing • Skyward • Thales Group • UASidekick • Unifly Drone operators also may file for airspace authorizations using the FAA DroneZone, including for areas not covered by LAANC or when the operator holds a Part 107 waiver. For more information, visit the FAA website at faa.gov.

MORE THAN 50,000 LAANC APPLICATIONS PROCESSED

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O

By Tech. Sgt. Jonathan Lovelady Joint Base Charleston Public Affairs

n Dec. 4, 2013, Melanie Emery Dallis lived every parent’s worst nightmare – learning that she might outlive one of her children.

A CT scan revealed that Melanie’s nine year-old daughter, Fallon, had a mass on her brain. She was rushed to the Medical University of South Carolina for emergency surgery, during which doctors discovered that Fallon had a glioblastoma multiforme – one of the deadliest forms of brain tumor. She was given 6 to 14 weeks to live.

“It was truly the worst day of my life,” Melanie recalled. “I’m waiting and waiting while she’s in surgery. They said it was going to be eight hours, now it’s been nine hours, then 10 hours. Then the surgeon comes in and he’s got this serious look on his face and he says, ‘you should come with me and talk with two other doctors. It’s not what we thought it was, it’s something far worse.’ I’m at MUSC alone waiting; my dad’s flying in from New York. I’m sitting on a couch with five doctors in front of me saying ‘your daughter is going to die.’”

Fallon Emery says she didn’t fully understand the gravity of her situation when she was initially diagnosed because she was so young and everything was moving too fast for her to process.

“All I knew was as soon as they said it, it was rush, rush, rush, because I had to go straight into surgery or else I was going to die,” she said. “I went straight from getting an MRI, thinking I had epilepsy, to them rushing me on a gurney to get anesthesia and prepped for surgery.”

It wasn’t until after her initial surgery that Fallon was able to absorb her surroundings. She remembers feeling a sense of calm, as if time was slowing down around her.

“By the time I was out, the shock finally wore off and I was just confused about everything that was happening,” she said. “My mom was trying to be strong, but she was crying and I could see it even though she tried to hide it. I could see her going through so many emotions.

“They told me that I had 6 to 14 weeks to live,” she continued. “I wasn’t scared or freaked out, but it’s weird when you know your exact death date compared to just knowing you’re going to die someday. It was a process; I just wanted to spend as much time with my family as I could. I could see that they were hurting, but I was just in this calm.”

Defying the Odds

Nearly five years later, 14-year-old Fallon seems like any other teenage girl.

She enjoys swimming in the summer, listening to music, reading and spending time with her friends. She says her hobbies make her “sound like such a nerd.”

She writes fiction, fairy tale and romance stories, but is “not as into the realistic stuff.”

Fallon beat the odds and lived well beyond her original prognosis.

“My mom says it’s because of my hair, that being a ginger affects [the tumor] more,” she said. “Kind of like how it takes more anesthesia to affect me.”

Melanie laughed before clarifying Continued on Page 18

December 2018

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F

AIR FORCE’S FOCUS ON READINESS YIELDS RESULTS, HIGHLIGHTS INNOVATION, PROBLEM SOLVING In Flight USA Celebrating 35 Years

By Charles Pope

Secretary of the Air Force Public Affairs

rom a distance, the idea – and operational meaning – of “readiness” for the U.S. Air Force seems straightforward.

Be prepared. Have all the equipment, training and personnel necessary to accomplish any mission quickly, efficiently and decisively. It means being primed, prepared and available for fullspectrum combat on a moment’s notice.

In reality, however, achieving and sustaining readiness across the Air Force’s vast operation is a far more complex and nuanced proposition. It also is a highly visible, high volume priority.

“The Air Force is more ready for major combat operations today than we were two years ago,” said Secretary of the Air Force Heather Wilson in a Sept.

17 address to the Air Force Association.

“More than 75 percent of our force is combat ready and we’re moving the whole force to higher levels of readiness with actions that will play out over the next several years.”

Like the other services, the Air Force

Secretary of the Air Force Heather Wilson rides in an F-15D Eagle piloted by Col. Jeff Smith, 173rd Fighter Wing commander, during a familiarization flight Nov. 4, 2018, at Kingsley Field, Ore. Wilson’s visit provided her a first-hand look at the wing’s mission as the sole provider of F-15C air superiority pilots to the U.S. Air Force.

(U.S. Air National Guard photo by Staff Sgt. Riley Johnson) has long understood how critical readiness is. Recognizing the importance and achieving it, however, are not the same, especially since the Air Force has been operating at highly demanding tempo for more than a decade.

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The need for readiness and its importance is also spelled out in the National Defense Strategy.

“The National Defense Strategy recognizes that we are in a more competitive and dangerous international security

December 2018

environment than we have experienced in decades,” Wilson told the Senate Armed Services Readiness and Management Support Subcommittee on Oct. 10. “So, the restoration of the force – the restoration of the readiness of the force to win any fight, any time – has to be job one for all of us.”

In her Senate testimony Wilson illustrated in detail how the rhetoric on readiness moves to reality.

“Our plan accelerates readiness recovery in these units by aligning resources and manpower. Our goal is for 80 percent of these units to have the right number of properly trained and equipped Airmen by the end of 2020 — six years faster than we projected before we developed our recovery plan,” said Wilson at the Senate hearing.

“While we will drive the readiness recovery of these operational squadrons first, the remainder of our 312 operational squadrons will be close behind so that by 2023 we will meet the 80 percent mark for all of our operational squadrons,” she said.

Continued on Page 20

December 2018

www.inflightusa.com

17

A LONG JOURNEY

Flying into Writing By Eric McCarthy

T

he day began, as many summer days in southern California do, with a thick marine layer along the coast – only, it was no longer summer. In fact, it was late October. I had been watching the weather for several days and we were definitely in a rut – each day for the past week had featured marine layers both in the morning and late in the afternoon. The marine layer faithfully burns off by 10 a.m. most of the time and usually doesn’t rematerialize until evening, but even that would lead to a late start for an all day flight, and could well result in a return not only into an advancing marine layer, but also at night.

With the days getting shorter and shorter, I had planned to do my night-currency takeoffs and landings during the week prior to my planned flight north, but the aforementioned marine layer had thwarted that effort. I was neither instrument nor night current and there are way too many rocks in the clouds in SoCal to be flying around in the dark with clouds if you’re not current and proficient. Time to move to ‘plan B’…

I’d be flying this mission with my friend Jerry; Jerry and his lovely wife Eileen live in Murrieta, not far from French Valley Airport (F70). Located in the Temescal Valley on the other side of a mountain range from the coast, French Valley is usually a safe weather alternative to the airports located along the coastal plain. If I could coerce, or convince, them that I’d be a good houseguest, I could depart Palomar (KCRQ) late afternoon on Saturday and reposition the plane to French Valley for our flight Sunday and spend the night at their home. This would provide several benefits including better weather, an earlier start, and saving Jerry from driving to Palomar. I could also do my night currency there under the forecast clear night skies of French Valley.

I suggested my plan to Jerry and was immediately welcomed to their home – I love it when a plan comes together! Not to mention, Jerry’s a great cook!

Then the fun began – Rich, owner of the plane and local Carlsbad resident, contacted me around 1p.m. Saturday afternoon concerned that the marine layer was already beginning its assault. Now!?

I was planning to head to the airport at 4 p.m., expecting to beat the evening’s marine layer for the short hop to French Valley… the weather had other plans!

I dropped what I was doing, hurriedly stuffed a backpack with a few essen-

Vineyards everywhere in Paso Robles.

(Eric McCarthy)

Beautiful sunset afterglow.

tials and ran out the door. My race to the airport was brought to an almost-immediate grinding halt when I joined the bumper-to-bumper traffic southbound on the 5 – where the heck is everybody going on Saturday afternoon? As each minute passed I imagined the marine layer advancing inland more and more. I contemplated departing on Runway 6 under a Special VFR clearance – the marine layer often encroaches on the departure end of 24, leaving the approach corridor to the east in the clear. Stewing in frustration, my normal 35-40 minute drive to Palomar took over an hour this time.

But my aggravation was all for naught – the marine layer had stalled off the end of 24 (barely) enabling a normal departure with a quick turn downwind to the clear skies east of the field – whew!

The short flight to French Valley was pleasant and uneventful; Jerry met me at the airport and off we went to his house for a restful afternoon and a delicious dinner he had prepared. As soon as the sun set we headed back to the airport so I could take care of my night-currency flying. By the time we had finished the preflight, civil twilight had yielded to full-on night and I was ready to go. One or two other aircraft finished up their days as I joined the closed pattern for my three full-stop landings with a touch and go thrown in for good measure. It was a beautiful, calm evening with just a sliver of moon rising in the east. Night currency completed and the aircraft secured, it was time to head back to Jerry’s house to watch my Red Sox beat the Dodgers in game four of the World Series.

With best intentions we headed to

(Eric McCarthy)

the airport a little later than planned Sunday morning. We departed the airport and headed north up the Temescal Valley, staying east of the 15 as is the protocol in case there are jumpers at Lake Elsinore.

As we approached the Paradise VOR (PDZ), still climbing for our planned cruising altitude of 8,500-feet, SoCal requested that we maintain 6,000 for crossing traffic, an Airbus at 6,500-feet.

The picture doesn’t do it justice, but it’s pretty cool to see an airliner cruise just 500 feet over you.

The controller had vectored us east and now cleared us to pass midfield over Ontario International (KONT) as we continued our climb, then ‘resume own nav’ to Pomona (POM) and beyond. Our route took us past Mount Wilson and its historic namesake observatory on our way to Gorman VOR (GMN). Passing Gorman we could see that the Central Valley was very hazy – I’m not sure if this was ‘Tule Fog,’ a condition where a thick ground fog fills the Central Valley, or just haze, but slant-range visibility was significantly reduced, particularly along the eastern side of the valley. We skirted up the western side of the Central Valley to Avenal VOR (AVE), then Panoche VOR (PXN) where we began the approach to Los Banos (KLSN).

Refueled and fed we departed Los Banos for Panoche Valley and the large solar array being built there. It’s an impressive development with about a half million photovoltaic panels covering 1,300 acres generating 130 MW of power while preserving more than 25,000 acres in perpetuity as conservation land. Clean power and conservation land – a win-

Panoche Valley Solar

(Eric McCarthy)

San Andreas Faultline (Eric McCarthy)

Marine layer on departure from CRQ. (Eric McCarthy) win, don’t you think?

We refueled again at Paso Robles (KPRB) for our flight back to French Valley (F70). Our flight would take us over some of the many grape vineyards in Paso Robles, then past the San Andreas Fault in the Carrizo Plain National Continued on Page 22

18

In Flight USA Celebrating 35 Years

December 2018

Airman for a Day, Warrior for a Lifetime Continued from Page 14 that she wasn’t joking.

“Her oncologist truly believes, medically, that the reason Fallon is still here is the red-head gene slows the growth of her tumor,” she explained.

Regardless of what caused Fallon’s unlikely recovery, Melanie said she is grateful for the time she has with her daughter and for the support their family received throughout their fight against cancer.

“It truly is a miracle that she’s still

here … She has defied the odds since day one,” Melanie said. “When Fallon got sick, I was a single mom. I’ve since remarried and [Fallon and her sister Mae] have three other siblings and a step-father who are amazingly supportive. We have had tremendous support from the community in Myrtle Beach itself, Charleston, Coastal Carolina University and MUSC. It was pretty amazing and still is.”

Airman for a Day

Word of Fallon’s fight against cancer eventually reached the 437th Airlift Wing Commander’s Action Group, who reached out to units across Joint Base Charleston, South Carolina, for ideas on how to recognize her.

437th AW senior leaders decided that Fallon was a great candidate to visit JB Charleston as part of the Airman for a Day program, which provides opportunities for children battling various illnesses

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to visit the base and experience life in the Air Force. Since November is recognized as “Month of the Military Family,” it was a fitting time to make Fallon an honorary Airman.

“Fallon is an inspiration to everyone at Joint Base Charleston,” said Col. Clint ZumBrunnen, 437th AW commander.

“Her fighting spirit exemplifies what it means to be a warrior. She has demonstrated all the characteristics we look for when recruiting Airmen, so selecting her to be an Airman for a Day was the right choice. We are incredibly proud of her and her family for their relentless fight against cancer.”

First Lt. Thad Sollick, a 437th Operations Support Squadron C-17 Globemaster III pilot, just happened to be near a phone when the CAG called his office.

“They called down to me and said, ‘Hey, we’ve got this visit,’” he recalled.

“I immediately spoke up and replied, ‘I got this.’ I didn’t even mention it to anyone else.”

Sollick began coordinating with Deborah “Flash” Stephenson, founder and CEO of Courageous Kidz, Inc., to learn more about Fallon’s story and plan a day she would never forget.

“We gave them a list of all the different things they could do on the base,” he said. “I don’t know how many they’re allowed to pick, but Fallon only picked two; she picked explosive ordnance disposal and the C-17 simulator. I tried to find things that would interest a young girl and something she couldn’t see anywhere else. [Being from Myrtle Beach], she’s not going to go sit on a C-17 in the county airport.”

Like most of the experiences to honor Fallon’s bravery, the Airman for a Day visit to JB Charleston was a closelyguarded secret from her until she arrived.

“She really didn’t have a clue, we had been planning this for three months,” said Flash, who has been working with Fallon and her family for nearly five years.

“I was told to get in the car and go to sleep and when I woke up, we’d be at the surprise,” said Fallon. “I knew it was something activity-wise, but I didn’t know what. When we got here, I saw that they had on Courageous Kidz shirts so I knew Flash was involved somehow – and I knew it was along the lines of something crazy.”

Fallon arrived at the 437th OSS facility to a standing ovation, received a flight suit with unit patches, took her official photo and started her day as an honContinued on Page 19

December 2018

www.inflightusa.com

Airman for a Day, Warrior for a Lifetime Continued from Page 20 orary mobility Airman.

Sollick escorted Fallon, Melanie, Mae and Flash around JB Charleston to experience airpower and the air mobility mission. They learned about night vision at the Aircrew Flight Equipment facility and used a flight simulator before touring a C-17 on the base flight line.

But the highlight of the visit, according to Fallon, was controlling an EOD robot. She also tried on a bomb protection suit during that portion of the visit.

“I liked everything, but the robot was one of my favorite things because I love things like that,” she said.

At the conclusion of the tour, the family met with ZumBrunnen and Chief Master Sgt. Ronnie Phillips, 437th AW command chief master sergeant, both of whom presented Fallon with their official challenge coins.

Sollick described his experience hosting Fallon as Airman for a Day as “one of the best days at work that I’ve had in a long time.”

“I think it’s a great program” he said.

“I’m glad they reached out to OSS and I’m glad I was the one who answered the call. I’m really grateful that I got to do it.”

The Fight Continues

Today, Fallon still has a tumor in her head. Doctors performed a second brain surgery but could not remove the entire mass because it was too close to the parts of the brain that control memory and physical control.

“Even now, after the effects of [the surgeries], I have problems with shortterm memory,” said Fallon. “I forget things and I repeat things.”

In addition to multiple surgeries, Fallon has endured a total of 33 radiation

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treatments and 84 chemotherapy treatments, which caused extensive weight loss – she weighed about 50 pounds at one point. She also had to re-learn to walk after being bound to a wheelchair due to neuropathy caused by the treatments.

But Fallon wasn’t the only one affected by her condition. Her sister Mae had to miss pre-school because doctors feared she could pick up germs that could

put Fallon’s health at additional risk.

Even at her young age, Mae was keenly aware of her older sister’s condition.

“She’d play with her dolls when she was younger and pretend that one of the dolls had cancer,” Melanie said while imitating Mae playing. “She’d say, ‘It’s ok that you have cancer. Let me go get your chemo.’ I mean, she’s four years old.”

Fallon, who turns 15 this monthr,

19

says that her experience has given her a unique perspective on life. While other children her age focus on good grades in school and getting into college, her main focus is making sure she keeps connections with friends and spending time with her family.

“I can’t go to bed without saying ‘I love you’ to everyone in the house,” she said. “Because if something happened to me, I’d want them to know.”

20

In Flight USA Celebrating 35 Years

December 2018

Air Force’s Readiness

Continued from Page 16

A Focus on Innovation and Details

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That mandate is one reason Wilson and other senior leaders are looking to innovate and update the policies and practices that govern readiness.

Ideas for getting there include utilizing what Wilson calls “conditions based maintenance” that uses predictive analytics and “sensing on aircraft” to replace parts before they fail so that planes are kept in service longer and without unexpected interruptions which directly affect training programs, certification efforts and other activities that have a direct impact on readiness.

Wilson told senators during the hearing that the new approach is being tested on the B-1 and C-5 aircrafts, yielding promising results and a 30 percent reduction in unscheduled maintenance.

More broadly, the Air Force is looking for ways to expand the use of advanced manufacturing technologies such as 3-D printing to address shortages of some hard-to-get parts and the use of cold spray technology that can be used in some cases to repair parts instead of replacing them.

Getting there and sustaining gains, Air Force planners say, demands innovation, persistence and a degree of good fortune. Budgets and factors outside the Air Force’s direct control, for example, will influence the outcome.

It also depends on how “readiness” is defined and measured – another exercise that appears straightforward but which, in truth, is anything but. “(Department of Denfense’s) readiness rebuilding efforts are occurring in a challenging context that requires the department to make difficult decisions regarding how best to address continuing operational demands while preparing for future challenges,” said John H. Pendleton, a senior analyst for the General Accountability Office who has studied Air Force readiness, to the Senate subcommittee.

“Determining an appropriate balance between maintaining and upgrading legacy weapon system platforms currently in operational use and procuring platforms able to overcome rapidly advancing future threats. Air Force leaders have stated that striking such a balance is exceptionally difficult,” Pendleton said.

Air Force leaders are also searching more widely for suggestions on how to change and improve readiness across the service. Last spring 50 Airmen from around the world spent six months examining all facets of readiness and providing specific proposals. Among the questions they con-

fronted were: How should readiness be measured? How can the Air Force ensure the effort has enough resources, both financially, procedurally and in personnel? What is the best way to recover readiness when it slips?

No matter how the reforms play out, the complexity surrounding readiness means there will be challenges. They include accommodating the years-long timeline necessary to train pilots and maintenance personnel who must learn the intricacies of flying and caring for aircraft that are a complex blend of vastly different ages, high-tech materials and inter-connected systems all controlled by millions of lines of software.

Accommodating Hard Numbers and Unknowns

The numbers – and implications – add up fast. Each F-35, for example, demands 20 maintainers. That’s why Air Force leaders have paid special attention to closing the shortage of active-duty maintainers. To date a gap that once numbered 4,000 Airmen in 2016 has been reduced to 400 and is expected to be erased entirely by December.

Similar effort and attention is being directed at boosting the number of pilots.

By the end of fiscal year 2019, the Air Force expects to train 1,300 pilots, compared to 1,160 in 2017. By fiscal year 2022 the number will grow to 1,500 where it is expected to remain into the future.

Beyond specific benchmarks, bringing the Air Force to readiness requires adapting to fluctuating funding and shifting operational imperatives that are a result of the world’s changing geo-politics and threats.

It must take into account more pedestrian but equally important concerns that include providing health care and housing to 318,000 active-duty Airmen as well as incorporating Guard and Reserve of differing ages, genders and needs spread across all corners of the world. Fuel, food, administrative support and logistics must be reliably delivered. Opportunities for continuing education and professional growth are necessary along with ensuring quality of life at a time when the Air Force has been engaged in active combat operations for 25 continuous years.

The effort to achieve readiness must take into account that any solution by itself triggers a host of issues that must be addressed.

In 2016, the number of students being trained as aircraft maintainers at Sheppard Air Force Base, Texas, surged from 3,400 to 4,900 within a single year – much faster than the staffing and resourcing Continued on Page 21

NATIONAL AVIATION HALL

December 2018

OF

FAME REVEALS “CLASS

www.inflightusa.com

OF

2019”

21

Announcement Made at National Aeronautic Association Fall Awards Dinner in Washington, D.C.

The National Aviation Hall of Fame (NAHF) on Nov. 27 announced the individuals who have been elected for its 2019 Enshrinement. Trustee and Executive Board Member Dr. Kathryn Hughes and Executive Director Amy Spowart revealed the Class of 2019 before an audience of nearly 300 atten-

dees at the Fall Awards Dinner of the National Aeronautic Association in Washington, D.C. Each year, the NAHF Board of Nominations, a voting body comprised of over 120 aviation professionals nationwide, selects from a prestigious group of previously-nominated air and space pio-

neers to be recognized for their achievements with induction into the NAHF. Since its founding in 1962, 241 men and women have been honored with enshrinement into the Congressionallychartered, non-profit National Aviation Hall of Fame.

The NAHF Class of 2019, who will

Air Force

Continued from Page 20

processes are designed to accommodate.

That meant a 40 percent increase in workload had to be absorbed without additional staff, equipment or other training resources.

In practical terms, where there were once perhaps 30 students learning to change a C-130 tire, there were now 55, with no additional instructors, classroom space or training aircraft. In some cases, the answer was moving to shift work; during the heart of the surge, the 82nd Training Wing at Sheppard AFB was training across three shifts for many of its 900 courses.

Beyond training itself, it also meant increased workload for support forces – a 40 percent increase in students meant a 40 percent increase in reassignment orders, medical and dental exams, security clearance processing and a host of other functions, all without immediate increases in staffing.

Adding 40 percent more maintainers now means 40 percent more Airmen who will need upgrade training as they reach higher rank.

The 982nd Training Group based at Sheppard AFB operates 48 field training detachments embedded with maintenance groups at Air Force bases on three continents. The units deliver Air Education and Training Commandmanaged, curriculum-driven courses primarily in support of aircraft maintainers. Importantly, the courses include 5and 7- level upgrade courses, specialty courses and transition courses such as those required to move from an F-16 wing to an F-15 wing.

The group is already working through AETC and individual functional communities to prepare for that coming, second surge – ensuring there are enough qualified instructors at the right locations, teaching the right courses with the best possible equipment and resources to continue to grow these new maintainers.

Despite the complexity, countless “moving parts” and a collection of “known unknowns” such as budgets and evolving threats, the focus on readiness is – and will remain – a high priority.

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In Flight USA Celebrating 35 Years

December 2018

Flying Into Writing

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Continued from Page 17 Monument before we again entered the Central Valley en route to Gorman (GMN). We planned to climb to 9,500feet to clear Gorman, then retrace our steps back over Pomona (POM) and Paradise (PDZ) and on to F70. As we passed Gorman the sun began to set treating us to a beautiful sunset as low clouds filled in the nooks and crannies of the mountainous terrain beneath us. As we passed about 15 miles northeast of Los Angeles we could see the glow of Chavez Ravine where, we had learned via text message from my wife, the Red Sox had taken a two run lead on the first six pitches of the fifth game of the World Series – does it get any better than this?

As I had expected, SoCal requested a deviation to the east for arriving traffic into LAX – the route from Pomona to Paradise passes just outside of the LAX Class Bravo airspace, but still apparently uncomfortably close to the line of airliners on final approach. I offered to descend if that would help. “If you can descend to 7,500-feet you can go direct to French Valley‌â€?

Down we went! Meanwhile, the afterglow of the sunset just kept getting better and better, “crescendoing� (is that a word?) in beautiful hues of red, orange, yellow and purple, while twisty strings of traffic on the highways below glowed white and red – a spectacular scene!

SoCal cleared us to descend at pilot’s discretion and handed us off to March GCI, who, in turn, advised us of traffic northbound, 10 miles, at our one o’clock position. As we closed on the target, we spotted the traffic following the 15 and turned away to intercept the extended centerline of French Valley’s runway 18 as we searched for the airport’s beacon. The day had transformed into a beautiful, calm night. With no traf-

fic observed or heard, we made a straight in approach that culminated in a comfortably smooth landing.

I had been monitoring Palomar’s weather in ForeFlight as we came across the LA Basin and confirmed with the ATIS as soon as we could receive it, concerned that the conditions that had had me scrambling the day before had again reared their ugly head. The fear was not unfounded‌ The hope was that I would be able to drop Jerry off at F70 then head back to Palomar and home for the evening. It was now dark and, although Palomar was still reporting VFR conditions, the temperature/dewpoint spread was steadily trending toward zero. With a line of low mountains and lots of dark, rural areas between F70 and CRQ, now was not the time to try to ‘slip’ into Palomar ahead of the impending fog. Daytime, might have warranted a look; nighttime, no way! Just not worth it.

Jerry and Eileen graciously allowed me another night at their lovely home and we enjoyed the rest of the fifth and final game of the World Series from the comfort of their family room. The Red Sox won 5-1 and took the Series 4-1 to claim the World Championship! Ya baby!

It took most of the next morning for the clouds to clear from Palomar, but then it was an easy half-hour flight back to CRQ, wrapping up an adventure that logged over nine hours of flight and covered parts of three days. Along the way I was able to renew my night currency, view the spectacular beauty of several diverse regions of California as well as an incredible sunset, and experience the camaraderie and generous hospitality of a good friend. I am truly blessed!

That’s all for now – until next time: Fly Safe!

NAHF Hall of FameMrs. and Mr. Martha & John King-

Continued from Page 21 USAF (Ret)- Ph.D. aerospace engineer, fighter pilot, decorated Vietnam veteran, instructor pilot, NASA Group 8, mission specialist on four Space Shuttle missions.

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24

In Flight USA Celebrating 35 Years

AT LITTLE

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December 2018

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“We have not done anything like this in almost a year. It has been a great turnout,” said Terry Schmunk, of Ocean Shore Aviation, Inc., a sponsor of the CA66 Fly-in held at the Monterey Bay Academy turf airstrip in La Selva Beach Oct. 28, 2018. Originally a military installation, the airfield has been in existence for more than 50 years.

The event attracted more than 14 manned aircraft and an assortment of drones. For this small grass airstrip four miles west of Watsonville, with stunning views of Monterey Bay, that is a lot of aircraft. (The airfield has 15 tie downs.)

Ocean Shore Aviation, Inc. (oceanshoreaviation.com) is an all-volunteer group that maintains the airfield. The event was co-sponsored by Airspace Integration that also provided some unmanned aerial vehicle (drone) demonstrations.

The turf runway, 10-28, is 2,200 feet by 50 feet, approximately 70 feet in altitude, and bisected by a service road.

Monterey Bay Academy is a high school with 150 students owned by the Seventhday Adventist Church. (The church requests that pilots avoid landing between sunset Friday and sunset Saturday in observance of their Sabbath) First-time visiting pilots are automatically granted permission to land. During a first visit, pilots can be granted permission for future landings by signing a liability waiver available at the airfield or online at oceanshoreaviation.com/landing-at-mba/.

The agreement gives pilots permission to land at Monterey Bay Academy Airfield for one year.

Due to its proximity to the Monterey Bay National Marine Sanctuary, flights below 1,000 feet are prohibited, except in the pattern. The airfield is also supported by the CA66ers, a club that provides student scholarships and supports training students of the Monterey Bay Academy interested in aviation. They provide six or seven scholarships of $1,000 to $3,000 annually.

The airfield is a short walk from a pristine beach that has limited access oth-

Terry Schmunk of Ocean Shore Aviation, Inc. welcoming guests and participants to the CA66 Fly-in.

(Thomas Debrovolny)

Author inspecting one of the display aircraft.

(Courtesy Thomas Debrovolny)

Some of the aircraft displayed at the CA66 Fly-in, viewed from across the turf airstrip.

(Thomas Debrovolny)

erwise. A few picnic tables and chairs are available on the bluff above the beach for use by pilots and their guests.

The static aircraft displays at the fly-in included new and old Cessnas, a homebuilt Kitfox, and many Carbon Cubs. Guests were offered airplane rides in exchange for a donation to support the airfield.

AirSpace Integration was launched

by Chris Bley and Anna Lieby in May of this year as the Bay Area’s first drone and manned aircraft aviation hub. The hub includes a co-working space where members can book flight-mission airspace and conference rooms. There is 400 acres available for drone testing, in addition to shop work space and offices.

Despite the restrictions, all of these organizations are encouraging pilots to use the airfield.

December 2018

THE RESULTS ARE IN: GIRLS IN AVIATION DAY 2018 A HUGE SUCCESS www.inflightusa.com

Women in Aviation International’s chapters have been surveyed, and the results show that Girls in Aviation Day 2018 accomplished its goal of introducing a record number of girls ages 8 to 17 to the career and lifestyle possibilities in the aviation world. As in past years, Girls in Aviation Day was hosted by WAI chapters (including several located on college/university campuses) with additional participation by WAI corporate members including airlines, FBOs, aviation museums, and flight schools.

On Oct. 13, 2018, 105 chapters and corporate members held 99 separate Girls in Aviation Day events including nine international chapters, 25 corporate member events, and 23 collegiate chapters.

International events were held in 15 countries including Australia, Botswana, Canada, England, France, Germany, Ghana, India, Ireland, Kenya, Netherlands, Nigeria, Spain, United States, and Zambia.

Drawing from the local communities including Girl Scouts, church groups,

25

Fourth Successful International Outreach Completed and outreach to schools, WAI estimates that more than 15,000 girls participated in Girls in Aviation Day 2018.

Pilots of all categories, including military, general aviation, and airline pilots, served as role models for the girls. Girls in Aviation Day is not just about becoming a pilot, however. Girls were introduced to many aspects of aviation including engineering, air traffic control, rotary flight, medevac operations, flight operations, airport safety, avionics, and aircraft maintenance.

One A&P taught the girls how to inspect an airplane part. At another event, the girls were shown an airplane engine on a stand, the magneto was pulled, and then the girls were shown the engine in a real airplane. “The girls had an ‘aha moment’,” it was reported.

One volunteer said that the highlight of her day was when a nine-year old girl explained perfectly how a glider could stay up in the air after she visited the four forces of flight activity station. Asked to describe the day in one word, volunteers

said: amazing, fantastic, wonderful, impactful, diverse, exciting, and spectacular among other superlatives.

“The girls were full of curiosity with one participant asking the speaker why, not how, airplanes fly,” said WAI Outreach Director Molly Martin. “Her answer was, ‘If you had wings, wouldn’t you fly, too?’”

The survey of the WAI chapters that participated in the Girls in Aviation Day indicated that the majority of Girls in Aviation Day events took place at an airport with the remainder taking place at museum.

“Sometimes I wonder whether our volunteers or our girls enjoy the day more,” said WAI President Dr. Peggy Chabrian. “We know our girls leave the day having learned much and having had fun as well. As one girl said, ‘This was the best day of my life,’ and you can’t do better than that.”

The next Girls in Aviation Day is Saturday, Oct. 5, 2019. For further information, visit wai.org/giad.

Girls in Aviation Day 2018, WAI Capital Region Chapter.

(Chris Miller, /courtesy Women in Aviation)

WAI India Chapter (Courtesy Women in Aviation)

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PUTTING HYBRID-ELECTRIC AIRCRAFT PERFORMANCE TO THE TEST

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In Flight USA Celebrating 35 Years

December 2018

This figure shows the a) parallel and b) series drivetrain models.(Courtesy U of Illinois)

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Although hybrid-electric cars are becoming commonplace, similar technology applied to airplanes comes with significantly different challenges.

University of Illinois aerospace engineers are addressing some of them toward the development of a more sustainable alternative to fossil fuels to power airplanes.

“Jet fuel and aviation gasoline are easy to store on an airplane. They are compact and lightweight when compared to the amount of energy they provide.

Unfortunately, the actual combustion process is very inefficient. We’re harnessing only a small fraction of that energy but we currently don’t have electrical storage systems that can compete with that,” said Phillip Ansell, assistant professor in the Department of Aerospace Engineering in the College of Engineering at the University of Illinois.

Ansell said adding more batteries to fly farther may seem logical, but it works against the goal to make an aircraft as lightweight as possible. “That’s one of the big barriers we run into when designing battery-powered electrified aircraft.

The current technology has very significant range disadvantages, but strong fuelburn advantages.”

He, along with former aerospace undergraduate student, Tyler Dean, and current doctoral student Gabrielle Wroblewski, utilized a series of simulations to model the performance of hybridelectric aircraft.

“We started with an existing twinengine aircraft and looked at how we might create a hybrid-electric drivetrain for it using existing off-the-shelf hardware,” Ansell said. “We wanted to know how well it would perform. If I used a certain set of drivetrain components, I want to know how far the aircraft could fly, how much fuel does it burn, how fast can if climb—all of the overall flight performance changes.”

A flight-performance simulator was created to accurately represent the true flight performance of a Tecnam P2006T on a general mission to include takeoff, climb, cruise, descent, and landing, along

Gabrielle Wroblewski and Phillip Ansell

with sufficient reserves to meet FAA regulations. Transition segments were incorporated into the simulation during climb and descent where the throttle setting, flap deployment, propeller rotation rate, and all other flight control variables were either set to mimic input from a typical pilot or prescribed in accordance with the aircraft flight manual.

After configuring the simulator to collect baseline performance data, a parallel hybrid drivetrain was integrated into the simulation. The researchers compared the sensitivity of range and fuel economy to the level of electrification, battery specific energy density, and electric motor power density. The same sensitivities were studied with a series hybrid-electric drivetrain.

Ansell said that, overall, a hybridelectric drivetrain can lead to substantial improvements in fuel efficiency of a given aircraft configuration, though these gains depend strongly on the coupled variations in the degree of drivetrain electrification and the required mission range.

Both of these factors influence the weight allocation of battery and fuel systems, as well as the weight scaling imposed by internal combustion engine and electrical motor components. In general, to obtain the greatest fuel efficiency a hybrid architecture should be used with as much electrification in the drivetrain as is permissible within a given range requirement.

The fuel efficiency improvements were shown to particularly shine for short-range missions, which is a good thing since range limitations serve as one of the key bottlenecks in hybrid aircraft feasibility. Though, through this study the changes in the range capabilities of the airContinued on Page 28

December 2018

www.inflightusa.com

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28

WACO CLASSIC AIRCRAFT CORPORATION ANNOUNCES NEW OWNER In Flight USA Celebrating 35 Years

Dimor Group Inc. located in Fort Lauderdale, Fla., has acquired WACO Aircraft Corporation, established in 1983 and located Battle Creek, Mich., on Nov. 9, 2018. The acquisition includes Centennial Aircraft Services, Inc., an FBO and FAA Part 145 maintenance facility also located in Battle Creek, Mich.

WACO Aircraft Corporation earned international recognition for manufactur-

December 2018

Peter Bowers (Courtesy WACO Aircraft)

ing and producing classic biplanes of the highest quality based on the design from the 1920s and 30s. In addition to the basic model of the three-seater WACO YMF-5 D, which is available as a land aircraft, and YMF-5 F as an amphibious aircraft, the Great Lakes 2T-1A-2 (by WACO) is also produced. Customers particularly appreciate the modern equipment and paintwork customization. The appeal of flying in a newly built open cockpit biplane in a classic design while being able to rely on the latest technology is considered to be unique worldwide.

Dimor Group Inc. will continue to support the success story of WACO Aircraft Corporation and further develop the market for such classic aircraft. In addition to aircraft maintenance, planned projects also include reproducing other

landmarks in aviation history.

Customers and friends of WACO will be pleased to note that maintenance, restoration, and spare parts supply will continue to be provided by Centennial Aircraft Services.

The distribution of the product range in Europe will be handled through a Dimor Group branch at Dübendorf airport near Zurich in Switzerland.

Peter Bowers, President of WACO Aircraft Corporation, will continue in his position with the company and is available as a contact person. In a statement, he said, “We are very pleased with the acquisition of WACO by Dimor Group Inc., and we firmly believe they will be a good steward of the WACO tradition and brand. We are looking forward to working together to build a great future for the

A recent case before the U.S. District Court highlights the risks of engaging in illegal charter operations and the need for NBAA members to remain vigilant against those offering chartered flights not in compliance with federal regulations.

In early November, the U.S. Department of Transportation (DOT) brought charges against an Oklahomabased helicopter operator that, over a two-year period, arranged chartered flights onboard fixed-wing aircraft through purported dry-lease agreements.

Unlike a “wet” lease covering the aircraft, required crew members, maintenance and insurance, a dry lease places operational

control over the aircraft and all associated liabilities with the customer. However, the DOT determined the operator would then direct clients to hire pilots and other operational services from his company. The operator pleaded guilty to the DOT’s charges and was fined more than $50,000.

To avoid such situations, NBAA Senior Manager, Flight Operations and Regulation Brian Koester noted several options to assist passengers with performing their due diligence when arranging a charter flight. These include NBAA’s Aircraft Charter Consumer Guide, developed by the NBAA Part 135 Subcommittee, which offers tips for iden-

tifying credible charter operators and a list of suggested pre-screening questions for vetting a potential charter operator or legal dry lease.

“Aircraft charter is a highly competitive business,” Koester said. “Passengers want the most expeditious option that fits their schedule, and operators are eager to assist them. That said, it’s everyone’s shared responsibility to ensure that such flights are carried out lawfully.”

Those working in business aviation who suspect unlawful charter activity may also contact NBAA’s Operations Service Group or call 888-SKY-FLT1 (888-759-3581) to reach the Illegal

Charter Reporting Hotline maintained by Air Charter Safety Foundation.

“These reports are ultimately sent to the FAA, and the agency employs a special emphasis investigation team to determine if a violation has occurred,” Koester added. “The FAA then works with the industry to identify remedies and push that information to stakeholders.”

Congress also highlighted the issue of illegal charter flights in the FAA Reauthorization Act of 2018. Section 540 requests the DOT submit a report on illegal charter flights and the ACSF hotline outlining reports and issues tracking down the illegal operators.

tribution of propulsors.”

The team chose to model the Tecnam P2006T using a series of performance variables found in published articles by the aircraft manufacturer.

They selected that particular aircraft, in part, because NASA has been working on their X-57 aircraft, which has leadingedge propellers for high lift. “This study was being conducted for NASA, and use of this aircraft also allowed our results to be better applicable to the X-57 concept vehicle,” Ansell said. “Using our data, they will be able to have at least a ballpark idea about how the hybrid system will perform without the other distributed propulsion modifications.”

Ansell said propulsion electrification is still very much an unknown in terms of how a vehicle should be built, engineered,

flown. “Our study helps inform those discussions. We looked only at battery storage systems though there are many more that can be implemented, each with their own advantages and disadvantages. This study allowed us to look at what types of advancements need to be made in motor technology, in battery technology, etc.”

The study, “Mission Analysis and Component-Level Sensitivity Study of Hybrid-Electric General Aviation Propulsion Systems,” was conducted by Tyler Dean, Gabrielle Wroblewski, and Phillip Ansell. It appears in the Journal of Aircraft.

This project was supported by NASA Neil A. Armstrong Flight Research Center under Small Business Technology Transfer in collaboration with Rolling Hills Research Corporation.

Peter Bowers (Courtesy WACO Aircraft)

company.”

Dimor Group Inc. was established in 2018 to buy, sell, and rent aircraft of all types, as well as to provide maintenance, and repair services for aircrafts. For more information about WACO, visit wacoaircraft.com.

NBAA WARNS: PASSENGERS, INDUSTRY MUST REMAIN VIGILANT AGAINST ILLEGAL CHARTER OPERATIONS

Hybrid-Electric Aircraft

Continued from Page 26 craft were also able to be forecast with advancements in hybrid component technologies. “For example,” Ansell said, “the propulsion system today could be configured to have 25 percent of its propulsive power come from an electric motor.

However, it would only be able to fly about 80 nautical miles. Fast forward to projections for lighter battery technologies for roughly the year 2030 and the same aircraft could fly two and a half to three times as far. The range increase is nonlinear, so the largest improvements can be seen for the most immediate improvements with battery specific energy density, with gradually diminishing returns for that same proportional increase in specific energy.”

“One interesting and unexpected result we observed, however, came about

when comparing the parallel and series hybrid architectures. Since the parallel architecture mechanically couples the shaft power of the engine and motor together, only one electrical machine is needed. For the series architecture, a generator is also needed to convert the engine power to electrical power, along with a larger motor than the parallel hybrid configuration to drive the propulsor. Unexpectedly, this aspect made the parallel architecture more beneficial for improved range and fuel burn almost across the board due to its lighter weight. However, we did observe that if significant improvements are made in maturing electrical motor components in the very long term, we might actually someday see better efficiency out of serieshybrid architectures, as they permit a greater flexibility in the placement and dis-

December 2018

www.inflightusa.com

29

Flying With Faber

O

GREAT RECIPES

ne of my greatest culinary pleasures is to teach a friend how to cook. Many folks seem more intimidated by cooking than they do by riding in a small airplane-let alone learning how to fly. On more than one occasion, I’ve transformed a friend who, theretofore, could barely boil an egg into a reasonably accomplished cook.

I also derive tremendous pleasure when folks taste one of my dishes and follow the first bite with “Wow-how did you do this?” “Love and magic,” is my customary reply.

I’m not a magician, but I have learned a few rudimentary magic tricks.

One trick I played on Thanksgiving as the folks sat around the dinner table was to present a deck of playing cards to one guest with a request that he pick a card. I told him that The Great Swami of the Himalayas was a close friend and that I could contact him by phone and he would guess the card. My guest selected the Four of Spades. I placed the card face down on the table to remove any suspicion that The Great Swami was visualizing the card via the camera in my phone.

I dialed The Great Swami and greeted him with profound respect. I then asked him to guess the card that my guest had selected. After about a minute, The Great Swami said he had guessed the card. I handed the phone to my guest. “Four of Spades,” announced The Great Swami.

The look on the face of my guest was priceless. The laughter around the table was joyful and boisterous.

“How did you do that,” everyone inquired? “What is the trick?”

“There is no trick,” I lied. The Great Swami has great powers.

Of course there is a trick. It’s surprisingly simple. The same is true of great cooking. Culinary achievement is surprisingly simple. I’ll reveal neither the secret nor the identity of The Great Swami. But I will reveal and share the secret of some of my greatest and tasty recopies.

Asian Salmon Burgers

This dish makes a great appetizer.

Guests who are watching the carbohydrate intake love to wrap these patties in lettuce.

1 pound fresh salmon 2 tablespoons chopped parsley

THAT ARE

FUN

TO

PREPARE Stuart J. Faber and Aunt Bea

Salmon patties.

(Stuart J. Faber)

1 bunch scallions, chopped 4 tablespoons chopped red & green bell pepper 1 tablespoon chopped red onion 2 garlic cloves, chopped 2 tablespoons celery, chopped 4-5 tablespoons panko 4 tablespoons mayonnaise 1 tablespoon soy sauce 1 ½ tablespoons hoisin sauce 1 teaspoon smoked sesame oil 1 teaspoon chopped ginger 3/4 teaspoon kosher salt ¼ teaspoon freshly ground black pepper 1 pinch cayenne pepper 1-2 teaspoons lemon juice 1/2 cup or more of panko or other bread crumbs Remove skin from salmon. With a sharp chef’s knife, chop salmon into quarter-inch chunks. Alternatively, chop in food processor by pulsing until the fish reaches the consistency of hamburger. Do not over-chop or you will end up with salmon paste. Chop parsley, scallions, bell peppers, scallions, red onion, garlic and celery into small pieces.

Mix all ingredients (except ½ cup panko), with your hands until thoroughly combined. Then, add just enough panko so that everything sticks together. Mix until you can form a patty. Tear off a piece and make a patty the size of a silver dollar. In a large skillet, place a tablespoon of canola oil or safflower oil.

When oil is hot (it will simmer), add the patty. Cook on both sides until golden brown, about 2-3 minutes per side. Taste the patty and adjust seasons as desired.

With the remaining salmon mixture, form thin patties – approximately six to eight. Place remaining panko in a flat dish.

Coat each side with remaining panko.

Carefully place patties into the skillet. Cook on both sides until golden on each side, about 2 minutes per side. Remove from skillet and place on paper towel. Serve by wrapping each patty in a lettuce leaf.

Note: Thin patties cook faster, they don’t burn and they taste better.

Chicken patty in lettuce wraps.

(Stuart J. Faber)

Fabe’s Asian Chicken Burgers

This recipe is similar to the salmon burger recipe. I often prepare these for appetizers. Other times, I whip up a batch for a light summer dinner. They taste as good as hamburgers without the extra fat.

1 1/2 pounds ground chicken – half white, half dark 2 tablespoons hoisin sauce 1 tablespoon soy sauce 1 tablespoon toasted sesame oil 4 scallions, finely chopped 4 cloves garlic, finely chopped 4 tablespoons red and green bell pepper, finely chopped 2 tablespoons chopped Italian parsley or cilantro 3 tablespoons panko kosher salt and freshly ground black pepper pinch cayenne safflower oil Note: I prefer to use chicken parts and grind them myself. Cut chicken pieces into 1-inch chunks and place in food processor. Process in 2 batches.

Pulse until the chicken resembles ground beef-about 4 pulses.

Gently mix chicken, sauces, sesame oil, scallions, garlic, bell pepper and parsley. Do not press mixture together too firmly. Add panko. If mixture appears too moist, add another teaspoon or so of panko. Add salt, pepper and cayenne.

Make a small patty about the size of a quarter and fry in oil. Taste it and adjust seasonings.

Gently form patties about 4-inch in diameter and about 1/2-inch thick. You should get about 6 patties. Sprinkle each patty on both sides with about 1 teaspoon panko each. Gently pat the panko into the patties.

Over medium heat, heat the oil in a large nonstick skillet. Let the oil heat for about 1 minute. The secret to golden patties that won’t burn is to keep the heat

medium to medium low. Cook until the patties are no longer pink inside, about 5 minutes per side. Each patty should be golden brown and register 170 degrees on an instant thermometer. Watch carefully – they can burn easily.

Place the patties on a plate covered with a paper towel. You can serve these on hard buns or wrapped in lettuce.

Chipotle Ribs

Ribs in the oven.

(Stuart J. Faber)

There are some culinary treats that just can’t be duplicated at home. To make fall-off-the-bone ribs generally requires cooking them for many hours in a smoker. This recipe comes as close as possible to the BBQ restaurant classics.

1/2 cup ketchup 1/3 cup brown sugar 1 small can chipotle peppers in adobo sauce 1-3 chipotle chilies from the can (be careful, these are hot) 5 garlic cloves, chopped 1 tablespoon olive oil 1/8 cup Dijon mustard 1/8 cup apple cider vinegar 1 tablespoon Worcestershire sauce 2 tablespoons soy sauce 1 teaspoon freshly ground black pepper 1 tablespoon dried oregano 3 pounds baby back or spare ribs-St. Louis ribs are the best for this recipe Chop and crush the chipotle peppers.

In a medium bowl, combine the ketchup, brown sugar, sauce from the chipotles, chipotle chilies and 1 tablespoon of the liquid, garlic, olive oil, Dijon mustard, apple cider vinegar, Worcestershire, soy sauce, black pepper and oregano. Mix well. Taste, Continued on Page 30

AOPA CELEBRATES 80 YEARS WITH NEW BOOK: FREEDOM TO FLY: WITNESS TO HISTORY

30

In Flight USA Celebrating 35 Years

E

By Thomas A. Horne

ighty years is a long time for any company to be in business, but for a member-service special-interest organization like AOPA, it’s not just rare, it’s unprecedented. So, when I first began assembling the background material for AOPA’s 80th anniversary history book, I was rather surprised to learn that in 1939 and 1940, AOPA’s tiny group of founders (and two employees) were not at all certain of success. There were competing general aviation organizations.

But none of them were motivated or equipped to mount an offense against the many political challenges aimed at restricting or discriminating against “miscellaneous aviation,” as general aviation was known back then. But AOPA prevailed because it established a full-time, experienced staff – based primarily in the Washington, D.C., area – dedicated to being GA’s principal advocate.

Thirty short years ago, I was “Doc” Hartranft’s guest on his ocean-going tugboat in Annapolis, Ma. Our talk was wide-ranging. He spoke of AOPA’s formative months and his days as AOPA’s first employee, when attracting members was job one. If we didn’t sign up 2,000 members by the end of 1939, we’d lose our newsletter insert in what was to become Flying magazine – a critical element in broadcasting our goals, and adding more members. He spoke of sometimes tense relations with the Ziff-Davis group, thenpublishers of Flying, political battles large and small, of AOPA’s wartime advocacy, the foibles of those he dealt with, and the crises of the 1950s, ‘60s, and ‘70s. “We never thought it [AOPA] would become this big and powerful,” he admitted. “We were too focused on dayto-day business to think about the future.”

At one point, he reached into his pocket and gave me a silver badge. It was a badge given to members who signed up

Flying With Faber

Continued from Page 29 then add additional brown sugar if desired.

Line a large metal roasting pan with aluminum foil. Pour some sauce on the bottom of the pan, place in the ribs and pour most of the remaining sauce on top.

With your hands, mix the sauce until the entire slab is covered with sauce. Cover with foil, sealing the entire top and edges of the pan, place in refrigerator and marinate for 30 minutes up to 24 hours.

Preheat the oven to 350°F. Place the pan in the oven and bake for 1 1/2 hours.

Baste every 20 minutes. Use the reserved sauce until the ribs make their own sauce.

After 1 ½ hours, remove the foil from the top of the baking pan. Increase oven to 375°F. Brush the thickened sauce generously over the top of the ribs. Place the pan back in the oven, uncovered. Bake for another 30 minutes to 1 hour, or until they are a deep mahogany brown.

Cut ribs and pour sauce over ribs and serve.

Santa Maria Beans

These beans are an excellent accompaniment to almost every dish. They go especially well with ribs. If you can’t find Santa Maria beans, you can use pinto beans.

1 medium onion, chopped 1 pound dry pink beans (pinquito) 4 slices bacon, diced

Santa Maria Beans

(Stuart J. Faber)

1/2 cup diced smoked ham 2 cloves garlic, minced 1 (14.5 ounce) can diced tomatoes 1/2 teaspoon oregano 1/2 teaspoon liquid smoke 1/2 cup water 1/4 cup ketchup 1- 6-oz. can tomato paste 2 teaspoon brown sugar 1 teaspoon dry mustard 1 teaspoon paprika 1 teaspoon chili powder 1 teaspoon salt 1/2 teaspoon chipotle chili powder 1/2 teaspoon black pepper pinch cumin

Place pink beans into a large pot and cover with several inches of cool water; soak 8 hours or overnight. Drain. Place drained beans in a large stockpot with enough cold water to cover. Bring to a simmer and cook until almost completely tender, about 1 hour 45 minutes.

Meanwhile, in heavy saucepan, sauté diced bacon until cooked but not crispy. Remove with slotted spoon and

for AOPA’s Emergency Pilots Registry during World War II. As far as he knew, it was the only one left.

In the months and years that followed, I began a hunt for historical documents that would provide background material for writing AOPA’s history. It was frustrating because of the lack of material. I can only surmise that every time AOPA moved its headquarters, or remodeled its offices, many documents, records, and artifacts simply went into the trash bin. I’ve seen it happen. One time we threw away an entire library. All in the name of reducing what was thought of as clutter.

The biggest and best trove of remaining letters, documents, photos, newsletters, and magazines were tossed in a large vertical filing cabinet in a downstairs office. Its shelves had collapsed under the weight, and all those papers and photos were in a two-foothigh pile at the bottom. In that collection

set aside. Sauté onion until translucent.

Sauté ham for 2 minutes. Add garlic and sauté for 30 seconds. Do not brown.

Add tomatoes, 1/2 cup water, ketchup, tomato paste, sugar, dry mustard, paprika, chili powders, salt, oregano and liquid smoke. Bring to a simmer, cover and cook for about 30 minutes.

Reserve 1/2 cup of bean’s cooking liquid, then drain beans. Return beans and reserved cooking liquid to stockpot and add tomato mixture. Bring to a simmer, cover and cook until beans are tender, about 30 minutes more. Re-season.

Fabulous Moist Sauteéd Chicken Breasts

Chicken in Mustard Sauce (Stuart J. Faber) I love chicken in almost all varieties.

I’m not a huge fan of the white meat.

Fortunately, my spouse is not a big fan of dark meat – one of the reasons we’ve been together for so many years.

These chicken breasts are absolutely fabulous – moist, tender and flavorful.

1/2 cup flour

December 2018

you could see how the way we’ve communicated has changed. First, carboncopies on onion-skin paper, and telegrams for urgent messages. Grease pencil for making crop marks on blackand-white photos. As the staff grew, the 1960s and ‘70s brought reams of internal memos, bearing the “write it, don’t speak it” slogan across the top. That, and more, formed the bulk of the source material for writing about AOPA’s first 25 to 30 years.

Then, by the 1980s, no more memos Continued on Page 34 4 boneless chicken breasts 2 tablespoons vegetable oil or butter 1 shallot, minced 3/4 cup chicken stock 1/2 cup dry white wine 3 tablespoons butter 2 tablespoons chopped dill 1 tablespoon whole grain mustard 1 tablespoon capers 1 tablespoon chopped green olives Flatten breasts with a kitchen hammer so that they are the same thickness throughout. Better yet, butterfly each breast by cutting in half through the middle of each breast lengthwise. Spread flour in shallow baking dish. Pat chicken dry, then season with salt and pepper. Dredge chicken in flour and shake off excess.

Heat 1 tablespoon of oil in a large skillet over medium-high heat. Cook chicken until golden brown on both sides, about 5 minutes per side. Transfer to a plate and set aside.

Heat remaining 1 tablespoon oil. Add shallot and cook for about 1 minute or until soft. Stir in broth and wine and scrape up browned bits from bottom of pan. Leave brown bits in pan. Simmer wine and broth until slightly thickened, about 8 minutes.

Remove pan from heat and whisk in butter, dill, mustard and accumulated chicken juices. Stir in capers and olives.

Season with salt and pepper. Place chicken on plate and pour juices over chicken.

The Great Swami would reveal his secret powers for a dish of this chicken.

December 2018

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31

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AIRTRONICS INC. IS THE ADSB EXPERTS. DON’T TAKE OUR WORD FOR IT. YOU CAN READ CUSTOMER REVIEWS ABOUT US ON “PILOT AMERICA”, “BEECHTALK”, AND ASK THE MAJOR MANUFACTURERS. CUSTOMERS AROUND THE U.S. HAVE SHOWN AIRTRONICS WHAT OTHER SHOPS HAVE BEEN CHARGING. WE HAVE SEEN SOME RIDICULOUS QUOTES. IT’S NOT ROCKET SCIENCE! HERE IS AIRTRONICS PRICING ON THE MOST POPULAR SYSTEMS THAT TAKE ONE DAY OR LESS TO COMPLETE.

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GTX335 WITH GPS AND GARMIN ENCODER $3,995.00 GTX345 WITH GPS AND GARMIN ENCODER $6,695.00

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GPS, THEN THE STRATUS ESG MAY BE ALL YOU NEED IF YOU DONT HAVE AN APPROVED WAAS GPS, AND DON’T WANT ONE, YOU CAN FOR YOUR MISSION. YOU FLY WITH YOUR IPAD AND HAVE A TRADE OUT YOUR TRANSPONDER FOR A GTX ADSB COMPLIANT TRANSPONDER STRATUS RECEIVER THEN THE STRATUS ESG IS FOR YOU. WITH INTERNAL WAAS GPS, AND NEW ENCODER MODULE. THE GTX335 IS OUT ONLY IF YOU WANT YOUR STRATUS RECEIVER TO SHARE POWER THE GTX345 GETS YOU IN AND OUT WITH AHRS AND BLUETOOTH FOR IPAD DISPLAY AND ANTENNA WITH THE ESG ADD $500 FOR PARTS AND LABOR. OF FISB WEATHER AND TISB TRAFFIC. SHOULD YOU GET A PANEL MOUNT DISPLAY IF YOU NEED A RECEIVER ADD $800 FOR STRATUS 2S RECEIVER. YOU WILL BE IN CAPABLE WITH THE GTX345. G1000 AIRCRAFT ADD $2,300.00

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IF YOU HAVE AN APPROVED WAAS GPS, AND DON’T NEED ANOTHER, YOU CAN TRADE OUT YOUR TRANSPONDER FOR A GTX345 ADSB COMPLIANT TRANSPONDER PRICING INCLUDES INTERFACE TO ONE GPS OR PANEL MOUNT DISPLAY ADD $300 FOR EACH ADDITIONAL DISPLAY OR GPS, AND EXISITNG TAS OR TCAS INTERFACE. G1000 ADD $2,300.00

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FREE GLIDERBOOKS COURSES AVAILABLE

32

In Flight USA Celebrating 35 Years

Young Eagles now have an additional resource to discover more about the world of flight, as GLIDERBOOKS Academy online soaring school is offering free glider courses for all young people who have flown in the Young Eagles program.

The GLIDERBOOKS Academy online courses cover four basic areas of glider and soaring flight: Introduction to Soaring, Glider Familiarization, Flight Instruments, and Aerodynamics. It is a $95 value, offered at no charge as part of the EAA student membership that is available for free to all Young Eagles fol-

lowing their flights.

“Glider flying is learning the fundamentals of flight in their purest form,” said Rick Larsen, EAA’s vice president of communities and member programs.

“The GLIDERBOOKS Academy online series is a terrific way to discover more about basic soaring and also introduce one more pathway to engage in flying.

GLIDERBOOKS Academy has made these resources more easily available than ever.”

Glider flying, or soaring, is a way for young aspiring pilots to get into the cock-

FOR

EAA YOUNG EAGLES

pit sooner, as solo flights can take place as early as age 14 and a full FAA glider pilot rating can be obtained at age 16. The minimum age to solo in powered aircraft is 16 with a minimum age of 17 to obtain a pilot certificate.

“We have been in discussions with EAA on ways to increase youth interest in aviation,” said Rhonda Clerkin, owner of GLIDERBOOKS Academy. “Beginning flight training in gliders allows young people to fulfill their dreams of flying at a younger age and at a lower cost. Using these courses, Young Eagles can be soar-

December 2018

ing as a pilot while their friends are just getting their driver’s licenses.”

For more information, visit the EAA website at eaa.org and link to Young Eagles student enrollment.

RUSTY PILOT TAKES UP GA FLYING AGAIN

Tom Piscatello, who recently turned 78, has returned to GA flying in a Grumman Tiger. He never got away from flying completely as he traded his first Grumman for an LSA. Attracted to Sport Flying by the absence of a medical requirement and the economy of flying with a fuel burn below five GPH, lower maintenance costs, and reduced insurance rates, Tom embraced LSA flight for 10 years, and served on the LSA’s ASTM Committee.

Like a number of people before him, however, the trade-off in economy caught up with his desires to fly cross country. Over his decade of involvement, Tom lost a number of his like-minded friends to “aging out” and passing. He also grew a little tired of what he called the “go nowhere in particular type of fly-

Tom Piscitello, age 78, took a rusty pilot course, bought another Grumman Tiger and is loving every minute of his return to extended cross country flying.

(Courtesy Power Flow Systems) ing”. So, after landing on a sod strip and losing his LSA to a soft patch of sand that won an argument with his nose-wheel, he decided to return to the world of Part 23

General Aviation. The decision was made easier by the fact that he had been maintaining currency as both a CFI and an IFR rated pilot all along.

built aircraft safety, air traffic control, and mass arrival processes. The group contained many members of EAA’s Safety Committee and various councils. It met weekly over the past several months to review current operations and opportunities for improvement.

The draft recommendations, which were briefed to EAA’s board of directors last week, encompass three areas to be addressed: procedure changes recommended to FAA, process improvements and education by EAA to pilots, and EAA and FAA working together to find innovative air traffic control methods for AirVenture.

“In 2018, weather systems during the three days prior to AirVenture’s opening day kept many pilots from making their final inbound flights to Oshkosh until the weather cleared on Sunday afternoon, July 22,” Elliott noted. “That brought a huge wave of inbound flights to

Oshkosh in a short six-hour period that afternoon. While the controllers and ground personnel did yeomen’s work to park 3,000 aircraft within a six-hour period, there are ways to do it better.

“Added to that, water-saturated ground areas at Oshkosh after landing made arrivals more complex, as did mass arrival groups and a large number of aircraft that had extended holds. All of those factors were considered in the draft recommendations to FAA.” Among the recommendations are: Arrival Procedures (FAA Operations) • Creating a new arrival gate (VFR waypoint, GPS and visually identified) that is further out than Fisk in order to facilitate consistent spacing prior to arrival at Fisk.

• A new depicted (GPS defined waypoints) VFR Fisk arrival overlay that is for marginal VFR weather (1,000- to

Desiring to preserve the economical aspect of flying, he bought another AA5B, and, as was the case when he got his original Tiger, he immediately installed a Power Flow Tuned Exhaust System, in order to reduce the fuel flow and enhance his climb performance. “Now I’ll have one of the best birds in the sky again,” said Tom. “It’s nice to be home flying faster and going further. I don’t regret my LSA experience, and consider myself extremely fortunate to have made a safe transition back to a Part 23 aircraft.” Tom takes a safety pilot along, when he can, for flying IFR and enjoys taking three kids up for Young Eagle flights instead of one, in VFR conditions.

To learn more about the benefits of installing Power Flow Systems, visit PowerFlowSystems.com.

AIRVENTURE ARRIVAL PROCEDURE CHANGES RECOMMENDED

A number of significant changes to the EAA AirVenture Oshkosh arrival procedures are being recommended by EAA to the FAA to create better staging and safety margins for incoming aircraft to Oshkosh.

These recommendations, announced on Nov. 15, are based on the annual review of air traffic operations and from feedback by pilots using the 2018 procedures.

“The weather situation on the weekend prior to AirVenture’s opening day last year revealed several areas where air traffic procedures could be improved,” said Sean Elliott, EAA’s vice president of advocacy and safety. “We included pilot feedback in the working group review we created this fall, with the group’s recommendations going to the FAA this month as the agency has final determination on air traffic procedures for AirVenture.”

The review working group included those with expertise in GA safety, home-

TO

FAA

A number of significant changes to the EAA AirVenture Oshkosh arrival procedures are being recommended by EAA to the FAA and will likely be in place for the 2019 AirVenture event.

(Courtesy EAA AirVenture) 1,500-foot ceilings) operations. Aircraft that will be allowed to use this procedure must be ADS-B Out equipped.

• A raised minimum ceiling for all other aircraft operations on the Fisk arrival to 1,500 feet AGL. Continued on Page 34

December 2018

www.inflightusa.com

33

VETERAN AVIATION JOURNALIST JACK ELLIOTT SCHAPIRO PASSES AWAY

34

By NBAA Staff

Longtime aviation journalist Jack Elliott Schapiro, a past recipient of NBAA’s prestigious Gold Wing Award for Journalism Excellence, passed away on Nov. 20 at age 94.

Elliott is best known for writing Wings Over Jersey, a column in The Star-Ledger newspaper. Wings Over Jersey appeared each Sunday for more than 38 years, from June 9, 1963 through Dec. 30, 2001. In 2008, he published a book entitled “Adventures in Flying,” which is a compilation of his most compelling columns.

Born in Bayonne, NJ on Jan. 23, 1924, he lived in Brooklyn, NY before his family moved to New Jersey when he

In Flight USA Celebrating 35 Years

was young.

Elliott was a World War II veteran, having served in the United States Army 83rd Chemical Mortar Battalion in Africa, Italy and France. He was part of the liberation of Rome in June 1944, and then flew into Southern France in the back of a Waco CG-4 glider.

After returning from the war, he went to New York University, and began his journalism career at the Long Island Press before joining The Star-Ledger, working his way up to Sunday editor.

After leaving The Star-Ledger, Elliott embarked on a career in aviation public relations while continuing to write Wings Over Jersey, as well as freelance articles.

He received the Gold Wing Award for

AirVenture Arrival Procedure Continued from Page 32 • A procedure to address temporary airport closures and provide a “bail out” track that enables an orderly transition from the final inbound leg to KOSH to KFLD. Aircraft arriving KFLD along the defined route will either land at KFLD or be directed back to the initial for KOSH depending on airport closure status.

• The FAA should create a revised policy for mass arrivals that restricts the arrival day/time to the planned time only with limited ability to shift due to weather.

If the arrival slot is unsuitable due to weather at the designated time (mass arrival group is airborne) of the slot, then the mass arrival group should split up and arrive via the normal NOTAM procedure.

EAA Process Improvements • Expand aircraft parking to the south and improve parking management strategies to maximize use of the space.

By 2020, EAA will achieve a “no aircraft turned away” condition for general aviation camping parking, weather and ground water saturation concurring, and explore means (e.g., a potential reservation system or other incentives) to shift arrivals to days with lower volume.

• An extensive educational campaign to highlight arrival informational tools, weather planning and preparedness, and best practices during arrival operations. Distribution will include a potential online training course (with incentives), Chapter Video Magazine, online webinars, EAA magazines, EFBs

New Book: Freedom To Fly

Continued from Page 30 or telegrams. Was this a result of telephone calls and email – no longer an expensive luxury – becoming the norm?

There are seldom any records of these kinds of communications. So, the sources then became newspaper and magazine accounts of events – and then, database searches as computers went mainstream in the 1990s. The bulk of AOPA’s archives was given over to the Hagley Museum of Wilmington, Del., for safekeeping, and it’s there that we copied and

collected the materials from 1939 through the early 1970s. On one trip to Hagley, I opened an unnamed envelope.

In it was the same silver Emergency Pilot’s Registry badge that Doc gave me in 1988.

We also drew on AOPA’s and AOPA Pilot magazine’s own remaining photos and other archival material (used in support of current magazine production)–which is stored in a warehouse near headquarters.

It’s remarkable what we’ve been

December 2018

Journalism Excellence in 1996.

“The general aviation community has lost a dedicated, authoritative aviation journalist,” said NBAA President and CEO Ed Bolen. “Jack’s decades of work documenting the industry highlighted the benefits of aviation, including its ability to connect people and communities. His contributions will be missed.”

In lieu of flowers, the family has requested donations be made to either the Adler Aphasia Center or the Commemorative Air Force B-29/B-24 Squadron.

Longtime aviation journalist Jack Elliott Schapiro.

(Courtesy NBAA)

like ForeFlight, and other web resources.

Member incentives for participation in training/education will be developed.

• A text messaging arrival update tool for ATC that will be available to attendees.

• Work with the FAA to create an overhead break protocol that enables ATC to determine if overhead operations can be authorized at any given time.

• Encourage military aircraft to favor arrivals during air show waivered airspace times.

Joint FAA/EAA Actions • Progressively integrate new technologies (GPS, ADS-B, TIS-B, etc.) into the AirVenture arrival procedures and aircraft identification as a multi-year, phased initiative to enhance safety and

increase capacity.

• Education and incentive opportunities that may earn portions of WINGS credits.

“The input of pilots who flew the Oshkosh arrival in 2018 played a major role in these recommendations,” Elliott said. “We personally contacted nearly all of the pilots who sent input directly to us to better understand what they experienced and where the procedure could be improved.”

The recommendations have been forwarded to FAA officials for review.

Approved recommendations will be included in the AirVenture 2019 NOTAM. For more information, visit www.eaa.org.

able to amass for Freedom to Fly, despite all the challenges. It’s all together in this one book, which is not just a history of AOPA. It’s a history of GA in the United States, and I believe it may be the only such work of its kind.

This hardbound 288-page labor of love came together over the past eight months and involved virtually the entire publications staff of AOPA Pilot and AOPA Flight Training magazines. We put together the best of the source material available – and then some – along with

sidebars on GA’s cultural, manufacturing, military, and political contributions over the years. If anything, it’s proof that GA wouldn’t be what it is today without AOPA’s efforts.

Preorder your copy of Freedom to Fly, selling for $39.95, at www.aopa.org

by Dec. 5 for free shipping by the holidays.

Have an event coming up?

Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com

December 2018

www.inflightusa.com

CONTACT INFORMATION Doug Crowther Business Development Director Cell: (714) 469-0515 Office: (909) 606-6319

Threshold Aviation Group

35

AVIATION BUSINESS CENTER

36

AT

SCOTTSDALE AIRPORT WORTH

In Flight USA Celebrating 35 Years

By Sarah Ferrara Scottsdale Airport

Scottsdale Airport last month unveiled a new Aviation Business Center, veteran’s memorial, hangars and restaurant marking the completion of a $27 million redevelopment project.

This modernized facility replaces the outdated and underutilized airport terminal built in 1968. The new center makes better use of the existing footprint and welcomes the public to experience the airport via the new restaurant, public viewing deck and park-like plaza area.

It’s worth a visit for:

The Memorial

The Thunderbird Field II Veterans Memorial is a tribute to the airport’s roots as a training field for pilots and aircrew during World War II. The Scottsdale City Council approved an agreement to build a veterans’ memorial shade plaza as part of the project. It features a WWII-era PT17 Stearman aircraft, similar to those flown in the airport’s early days, an interactive kiosk and donor plaques.

A

VISIT

December 2018

(Courtesy Scottsdale Airport)

The Aviation Business Center

The Public Art

Glass art by Martin Donlin adorns a section of the building adding character and bringing some of the Arizona desert landscape indoors.

The New Restaurant

Volanti Restaurant and Lounge, located on the second floor, will fully open Nov. 26. Volanti will serve a classic menu with influences from around the world and

(Courtesy Scottsdale Airport) an unbeatable location with views of the airport and McDowell Mountains.

“We are in an ideal place for residents, visitors and businesses to experience the airport while enjoying our food and drink,” said Volanti Restaurant and Lounge owner Dee Dee Maza. “Our food will be fresh and delicious, our prices reasonable, and the ambiance unique.”

Additionally, two new meeting rooms and a patio area located upstairs are available for rent.

Scottsdale Airport is one of the

(Courtesy Scottsdale Airport) nation’s top general aviation airports and welcomed 168,126 operations in 2017, with 1,108 of those processed by U.S. customs inspections.

On Nov. 7, the National Air Transportation Association (NATA) honored Sonoma Jet Center as the inaugural recipient of its Above and Beyond FBO Award. NATA’s Above and Beyond FBO Award is presented in recognition of FBOs that demonstrate extraordinary community outreach, excellence in customer service and a commitment to safety.

Other factors in selecting an FBO to receive this award are a devotion to employee development and giving back to the general aviation industry.

FBOs provide essential services to keep general aviation healthy, sustainable and successful – many going above the call. NATA launched its FBOs Above and Beyond initiative in March to highlight these exceptional businesses and the dedication of their leadership in serving as partners within the industry and their communities. The Above and Beyond FBO Award takes this recognition a step further.

Sonoma Jet Center is located at the Charles M. Schulz – Sonoma County

Airport in the heart of Northern California’s Sonoma and Napa wine country. Josh and Julia Hochberg, owners of Sonoma Jet Center, are devoted to advancing the next generation of aviators and giving back to the aviation community. Josh is the Chairman of the NATA Aviation Business Committee, Coordinator of the Young Eagles program and Board Member for EAA Chapter 124, a founding member of the North Bay Disaster Area Response Team, and a ground school teacher at a local high school. Sonoma Jet Center has also helped their employees start a flying club so they can continue to grow their careers in aviation.

Last year, Josh and Julia created the Sonoma Jet Center Fire Relief Fund, bringing in almost $20,000 to aid airport colleagues who lost their homes and belongings in the 2017 wildfires. Further, the Hochbergs also donated the use of their resources to host a large Sonoma County fire relief event that helped raise Continued on Page 39

NATA RECOGNIZES SONOMA JET CENTER AS AN ABOVE AND BEYOND FBO

December 2018

GAMA PUBLISHES 2018 THIRD QUARTER SHIPMENTS AND BILLINGS REPORT

The General Aviation Manufacturers Association (GAMA) on Nov. 14 published its 2018 third quarter aircraft shipments and billings report. The overall delivery of airplanes and rotorcraft increased in the first nine months compared to the same time period in 2017, but with some mixed performance within the types. Total billings compared to the same period in 2017 decreased.

“This is one of those few times since the great recession that we have seen all segments up in shipment numbers,” said GAMA President and CEO Pete Bunce.

“While there remain some soft spots in a few segments, including business jet

www.inflightusa.com

Shipment of Aircraft First Nine Months

Airplanes 2017 Piston Airplanes 724 Turboprop Airplanes 374 Business Jets 433 Total Airplane Shipments 1,531 Total Airplane Billings $13.1B

2018 784 395 446 1,625 $12.7B

Change +8.3% +5.6% +3.0% +6.1% -3.1%

Rotorcraft 2017 Piston Rotorcraft 190 Turbine Rotorcraft 471 Total Rotorcraft Shipments 661 Total Rotorcraft Billings $2.7B

2018 220 510 730 $2.6B

Change +15.8% +8.3% +10.4% -2.2%

deliveries and impacts being felt from global trade disputes, I’m optimistic about our industry’s performance in 2019 given continuing healthy demand for tax expensing, stabilization of the used market, and the number of new products being introduced to the market place.”

Piston rotorcraft deliveries increased by 15.8 percent to 220 units. Turbine rotorcraft shipments increased by 8.3 percent to 510 unit deliveries. Piston airplane deliveries increased by 8.3 percent to 784 units. Shipments of turboprops improved by 5.6 percent from 374 to 395 airplanes. Business jet shipments increased from 433 to 446 deliveries.

GAMA ACCELERATES DIALOGUE WITH EUROPEAN REGULATORS ON EVTOL AIRCRAFT

The General Aviation Manufacturers Association (GAMA) in Burssels, Belgium on Nov. 14 announced it has accelerated a dialogue with European regulators on the development of electric vertical take-off and landing (eVTOL) aircraft and technologies. Thirty senior eVTOL company figures from eight countries met with EASA (European Aviation Safety Agency), the European Commission and SESAR JU (Single European Sky ATM Research Joint Undertaking) over two days in Cologne and Brussels to discuss this burgeoning sector of the aviation industry.

The industry and government leaders were also joined by Dorothee Bär, the German Federal State Minister for Digitisation, who is one of the most prominent proponents of Urban Air Mobility in Europe.

“It is great that the industry is getting together proactively to liaise with EASA on common standards,” Bär said. “I think there is tremendous potential for Europe and beyond, once Urban Air Mobility will become part of our daily life.”

This dialogue forms a key part of the association’s efforts towards increasing automation, autonomy and de-carbonisation in aviation. GAMA is focused on pri-

GAMA eVTOL Subcommittee with EASA management and experts, led by EASA Certification Director Trevor Woods, in Cologne on Nov. 13, 2018 (Courtesy GAMA)

oritising the safe introduction of these new systems and technologies whilst making flying more accessible to the general public.

The group addressed the numerous opportunities and challenges posed by these new aircraft and business models, including Urban Air Mobility – commonly referred to as ‘air taxis.’ These new

vehicles offer extremely quiet, green operations for a wide array of uses.

Discussions focused on the regulatory framework needed for the safe and sustainable integration of these vehicles into Europe’s airspace. Topics raised include certification, maintenance, operations, licensing, and the development of USpace (UTM).

37

“Global manufacturers have been working within GAMA over the last 12 months to prepare the ecosystem for eVTOL. We are really pleased that EASA is developing a path forward for this new era of aviation,” said Anna Dietrich, GAMA eVTOL Subcommittee Co-Chair and Terrafugia Co-Founder and Regulatory Affairs. “Leveraging the body of existing rules and standards wherever possible while appropriately addressing the new aspects of this industry will help us efficiently achieve our shared goals for safe, innovative vehicles that provide significant value to society.”

“We are very encouraged that Europe is moving ahead without delay and with a focus on performance-based rules,” said Dr. Tassilo Wanner, GAMA eVTOL Subcommittee Co-Chair and Lilium Vice President of Global Public and Regulatory Affairs. “Our work this week has been to ensure we are fully aligned on how to facilitate further growth of and timely operations by this evolving industry.”

For more information visit the GAMA website at www.gama.aero.

38

NASA’S QUIET SUPERSONIC TECHNOLOGY PROJECT PASSES MAJOR MILESTONE In Flight USA Celebrating 35 Years

NASA announced on Nov. 19, that it has officially committed to a development timeline that will lead to the first flight of its X-59 Quiet Supersonic Technology (QueSST) aircraft in just three years.

This critical milestone comes after a rigorous review, Key Decision Point-C (KDP-C), that confirmed NASA’s continued support of the X-59, in terms of funding, and established an achievable development timeline for NASA’s first piloted, full-size X-plane in more than three decades.

“This aircraft has the potential to transform aviation in the United States and around the world by making faster-

than-sound air travel over land possible for everyone,” said NASA Administrator Jim Bridenstine. “We can’t wait to see this bird fly!”

KDP-C commits NASA to the full X-59 development effort through flighttesting in 2021. The cost and schedule commitments outlined in KDP-C align the project with program management best practices that account for potential technical risks and budgetary uncertainty beyond the project’s control.

“This is a monumental milestone for the project,” said Jaiwon Shin, NASA’s associate administrator for aeronautics.

“I’m extremely proud of the team for its hard work getting to this point, and we all

look forward to watching this aircraft take shape and then take flight.”

The X-59 QueSST is shaped to reduce the loudness of a sonic boom to that of a gentle thump, if it’s heard at all. The supersonic aircraft will be flown above select U.S. communities to measure public perception of the noise – data that will help regulators establish new rules for commercial supersonic air travel over land.

Management of X-59 QueSST development falls under the Low Boom Flight Demonstrator project, part of the Integrated Aviation Systems Program in NASA’s Aeronautics Research Mission Directorate.

For more information about NASA’s

December 2018

Illustration of the X-59 QueSST as it flies above NASA's Armstrong Flight Research Center in California.

(Lockheed Martin, courtesy NASA) aeronautics research, visit: www.nasa .gov/aeroresearch

U.S. AEROSPACE AND DEFENSE INDUSTRY APPROACHES JAPAN International Aerospace Exhibition 2018 With Spirit of Partnership

Forty-five American manufacturers and suppliers exhibiting, majority in the USA Partnership Pavilion With sustained lift from advanced aircraft programs that have streamlined supply chains and strengthened alliances – notably the Lockheed Martin F-35 and Boeing 787 Dreamliner – the United States aerospace and defense industry exhibited a strong spirit of partnership at the Japan International Aerospace Exhibition late last month at Tokyo Big Sight.

Some 45 U.S. companies – among the largest international contingents at the show – presented a wide range of innovative solutions for commercial and military aerospace manufacturing, assembly, operations and maintenance. The majority were found at the USA Partnership Pavilion, organized by Kallman Worldwide, Inc., the show’s U.S. representative, in coordination with government agencies, including the departments of Commerce, Defense, State and Transportation.

Kallman has supported U.S. exhibitors around the world since 1963, and at Japan Aerospace since 2004. The 2018 show is the firm’s first under the new USA Partnership Pavilion banner, which President and CEO Tom Kallman said, reflects a global trend.

“National pavilions are a patriotic expression of industry pride, presented in the spirit of global partnership,” said Kallman. “America’s presence at Japan Aerospace 2018, amplified by the USA Partnership Pavilion, is a strong indication of how important Japan is to U.S. aviation and aerospace suppliers, and that buyers and influencers here are also looking to the U.S. for innovative solutions and partners.

“Many of our exhibitors – from publicly traded stalwarts such as Lockheed Martin, Northrop Grumman and Raytheon to small- and medium-sized enterprises [SMEs] with fewer than 500 employees – already have significant partnerships and operations in Japan and elsewhere in the region. In the years to come, I am confident many more will,” Kallman said.

The Pavilion featured 34 exhibitors representing 11 states, including the state of Washington, which was hosting its own state-branded pavilion featuring statebased co-exhibitors within the larger U.S. space. Eight U.S. exhibitors were new to the show, and all were looking to generate new business and create jobs by growing exports, expanding in-region and/or recruiting Japanese partners to establish or participate in home-based operations.

Find Exhibitor News And Spotlights In The Online Visitor Zone

In addition to space on site, USA Partnership Pavilion exhibitors were featured in Kallman’s online Japan Aerospace 2018 Visitor Zone at www.kallman.com/japan-aerospace-2018.

The Visitor Zone featured a centerpiece searchable Pavilion directory, plus interactive tools – including Exhibitor News Spotlights and images – to connect interested industry professionals and media around the world to the USA Partnership Pavilion, even if they couldn’t attend Japan Aerospace 2018 in person.

USA Partnership Pavilion Exhibitor News Highlights:

• Two Independent Studies Rank Washington State Supercluster Number One for Aerospace Competitiveness.

• Gladiator Technologies presented its SX Series of Low Noise, High Performance Inertial System and Sensor.

• RBC Signals & Ecuadorian Space Agency (EXA) Announced Collaboration for Optical Communication System.

• SAE International Launched Aerospace Technology Symposium at Japan Aerospace 2018.

• AGI Expanded its Software Catalog with the Release of Four Space Situational Awareness Products.

Tom Kallman, President and CEO Kallman Worldwide, Inc., U.S. Representative and Organizer of the USA Partnership Pavilion.

About Kallman Worldwide, Inc.

Established in 1963, Kallman Worldwide creates unique opportunities for U.S. companies to strengthen business relationships around the world by maximizing their impact at international trade shows. For more information, visit www.kallman.com.

Sell Your Airplane Fast with an In Flight USA Classified Ad. Turn to Page 48 for details or call (650) 358-9908 to use your Visa/MasterCard

F-35A COMBAT POWER EXERCISE CONDUCTED AT HILL AFB December 2018

39

www.inflightusa.com

Images and visions of Sagar Pathak

Pilots from the 388th and 419th Fighter Wings taxi F-35As on the runway in preparation for a combat power exercise Nov. 19, 2018, at Hill Air Force Base, Utah. During the exercise, the wings confirmed their ability to employ a large force of jets against air and ground targets, demonstrating the readiness and lethality of the F-35 Lightning II. (U.S. Air Force Photo By Cynthia Griggs) The active duty 388th Fighter Wing and Air Force Reserve 419th Fighter Wing conducted a combat power exercise Nov. 19, launching dozens of F-35A Lightning IIs within a condensed period of time.

As the Air Force’s only combatready F-35A units, the 388th and 419th FWs must be prepared to launch any number of aircraft to support the national defense mission at a moment’s notice.

“We are ready to fight tonight, and exercising with multiple squadrons of F35s can demonstrate our ability to defeat potential adversaries wherever they may

arise,” said Maj. Caleb Guthmann, 34th Fighter Squadron assistant director of operations and exercise project officer.

The wings fly between 30-60 sorties per day from Hill’s flight line. During the exercise, they launched roughly the same number of sorties, and aircraft took off in 20- to 40-second intervals.

Launching aircraft from multiple squadrons simultaneously presents various challenges and allows the wings to evaluate the capabilities of maintenance professionals, as well as pilots and command and control teams.

Sonoma Jet Center

Continued from Page 36 over $500,000 to provide emergency and long-term relief to fire victims in the surrounding community. Sonoma Jet Center continues to demonstrate a commitment to safety through its Safety 1st qualification, IS-BAH Stage II registration and early adoption of the Safety 1st Fuel Quality Control Management System.

“NATA is pleased to build on its FBOs Above and Beyond program in highlighting exemplary Fixed Base Operators. Sonoma Jet Center and its leadership are standouts in many areas, including altruism, efforts to inspire future aviation professionals, commitment to promoting industry-standard safety programs and dedication to giving

back to general aviation,” stated NATA President Gary Dempsey. “It is a pleasure to acknowledge the outstanding efforts of Sonoma Jet Center President, Owners Julia and Josh Hochberg, and their team.”

NATA presented the award at its annual Aviation Leadership Conference and also acknowledged Banyan Air Service and Pentastar Aviation for their resolve to go above and beyond.

NATA’s Fixed Base Operator members and their customers can share their stories of extraordinary service experiences and community outreach efforts at www.nata.aero/aboveandbeyond or by emailing helpingGA@nata.aero.

For more about Sonoma Jet Center, visit sonomajetcenter.com.

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40

In Flight USA Celebrating 35 Years

Homebuilder’s Workshop

T

DISHEARTENED

obesity, gratuitous complexity, all that.

But features sell product and generate revenue, usability, reliability and good documentation do not. So you can buy a new bizjet for 500 times what my little flivver is worth and enjoy the same frustrations.

What’s most frustrating is that this vendor is sooo close to having a spectacular system, so very close. But they’re not doing anything about the bird poop.

Follow up: they were able to replicate the runway number problem, and it appears to be a database error. I’ve seen navigation database errors before, even for airline grade equipment. But what’s most amazing, and kudos to the vendor, I sent the email in before I left for church.

When I got back home, they had duplicated the issue. Wow! That kind of responsiveness is world class.

he bloom is off the rose, as the saying goes, the honeymoon is over, all those great clichés. I’m fed up with the avionics in my RV-9A. Fed. Up. But at the risk of being objective, I have tremendous admiration for the huge amount of effort that has gone into the development of this system. It has enormous functionality, it can do a ton of things, and it does most of them well.

But not all of them. Yesterday, I was programming a flight plan into the IFRcertified GPS navigator. There is a very handy feature that lets you choose a waypoint from a list of recently used waypoints. I selected the departure airport, and the system displayed… drum roll, please… some intersection (navigation fix) that I’d never heard of, ZUDGU. Say what? That system error was easy to detect and correct, though.

And on the way back home, I was looking at the moving map, which conveniently displayed the runways and their extended centerlines for my home field.

But things didn’t look right, and I looked at the display, nah, that can’t be right, nah, no way. So I took a screenshot of the display, and when I got home, I checked the screen shot five, six times. Seven. The numbers at the ends of one runway were swapped, end for end, although they were correct for the other runway. No wonder the map didn’t make sense! The runway numbers were swapped!

Those two were really the coup de grâce, the last straw, something. The system has tons of little flaws, easy to fix, that they’ve never gotten around to fixing, sort of like displaying a beautifully restored classic car with bird poop smeared all over the windshield. My frustrations may not be death by a thousand cuts, but we’re over a hundred…

And then there’s the autopilot. I think that many, nee, most of my frustrations are with the autopilot. The saying in

airline circles is that Airbus pilots’ most common question is, what’s it doing now? In the case of my autopilot, the answer is that it’s over-enthusiastic. For instrument flying, the plane should never turn more than standard rate, but this morning, the autopilot cranked it over into a 33 degree bank, way too steep, but also way too much for the intercept. We went blasting through the desired course and the autopilot promptly banked 12 degrees the other way. Today’s altitude overshoot was about a hundred feet, yesterday’s almost double that. And there are very handy features that were removed, replaced by new features that don’t seem to do anything, even though the system indicates that those features are armed.

So it’s getting ready to do… something?

Anything?

About those new features, look ‘em up in the manual, you say? The manual is always behind the software updates, and is often not helpful. For example, there is an APR (approach) button on the autopilot controller. What exactly does it do?

According to the manual, it “activates the approach mode.” Said approach mode is never explained.

It shouldn’t take a hacker’s mentality to figure out how to use $40,000 worth of avionics.

I talked to my dealer, and it seems that I’ll just have to put up with this. He estimates that there are no more than a handful of people like me, people who actually use, or attempt to use, all the features, and who know enough to detect, remember and report the problems. I know that my bug reports and communicated frustrations have worn out my welcome with some of the vendor personnel.

I’ve also heard that as a consequence of one of my lengthy bug reports, some vendor personnel were sent to training.

But it’s not just this avionics vendor, vendors who sell to the airlines have similar issues. Poor documentation, feature

Two weeks ago, I had a chance to again fly an F-18 simulator as part of my ongoing AOA investigations. Yes, it was cool, and no, I didn’t land on the boat.

Did that last time.

The visuals were pretty impressive, and I think the surround screens were a dodecahedron – 12 panels, each a pentagon. The cockpit was full fidelity although there was no canopy, no seat belts, and no ejection seat handles.

There wasn’t a lot of acoustic information, and I found myself grossly overcontrolling the power. I flew the HUD almost exclusively for guidance, as the analog backup gauges were down relatively low on the right. Despite having only numerical readouts – no dials or tapes – I was able to get the information I needed, but then again, I wasn’t trying to do anything else at the same time. The HUD information was projected on the screen ahead, rather than there being an operational HUD. Gear handle was on

Flight Safety Foundation announced on Nov. 12 that Dr. Hassan Shahidi, a long-time senior executive at the influential MITRE Corporation and a leader in aviation safety and air traffic management, will become its new president and CEO in Jan. 2019. Shahidi will succeed Jon L. Beatty, who has led the Foundation for the past four years. The announcement was made during the Foundation’s 71st annual International

Air Safety Summit.

Shahidi is currently director of aviation safety and new entrant integration at MITRE. He played a leading role in the development of the highly regarded Aviation Safety Information Analysis and Sharing (ASIAS) capability, which enables government and industry to proactively identify safety issues. He helped extend the data sharing concept to Asia Pacific, with the launch of the AP-

Share initiative, a collaborative partnership with the Foundation to promote and advance safety data sharing in the fastgrowing region. Shahidi, who has over 35 years of leadership in aviation, holds several advanced degrees in economics and engineering and a private pilot license.

“Dr. Shahidi brings unique and deep experience in evidence-based approaches Continued on Page 43

•••••

FSF NAMES DR. HASSAN SHAHIDI

AS

December 2018

the left, with three flap Ed positions immediately below – auto, half (take- Wischmeyer off) and full.

One characteristic that was annoying was that there was roll inertia in the airplane, meaning that when the plane was rolling (banking) and you centered the stick, the plane would coast a few more degrees. The stick felt like it was in velvet, and there wasn’t much tactile feedback, controls were heavier than my RV-9A. But the F-18 is not a sport plane, it’s a fighter, a working airplane. I’m reminded of the steering on my Audi A3 that was not sensuous, not impressive, but only after you’d driven the car for a while did you realize that the steering did everything it was supposed to, it just never drew attention to itself.

After an hour or so, my spine had had enough of the stiff seat and I let another man fly for a while. Yes, I was able to land the F-18 successfully, but it wasn’t pretty. A proper checkout is definitely recommended.

The one question I had going in was, how wide is the on-speed angle of attack indication, in knots, when landing? I calculated 12 knots, and in the sim, I measured 13. Close enough. By comparison, a one bar AOA deviation in the RV-9A is just slightly wider than the on-speed F-18 AOA indication.

And there was a ton of F-18 lore to pick up. The original Hornet would depart controlled flight relatively easily with any amount of sideslip, but the Super Hornet is much better. However, at high angle of attack, the Super Hornet can depart controlled flight if the radome is not smooth. Radomes get bashed all the time, shipboard, and sloppy repairs are common.

And despite the sim being flown on ships and in coastal environments, there was not a hint of bird poop.

NEW PRESIDENT

AND

CEO

December 2018

SUBLIME SONKA

IS

WORLD CHAMPION

41

www.inflightusa.com

Martin Sonka Wins One of the Tensest Battles in the Sport’s History

Czech pilot Martin Sonka can now call himself a World Champion after winning one of the most dramatic races in the history of the Red Bull Air Race.

Sonka had to work hard from the beginning of Race Day, Nov. 18, knowing that if he won at the Texas Motor Speedway, he would walk away with the World Championship trophy.

He faced the leader, Michael Goulian, in the Round of 8 and had to fly last in the Final 4 to clinch victory.

Kirby Chambliss was first to fly in the Final 4 and set a competitive time of 54.064s.

Ben Murphy was second into the track and was faster at all three split times, right up until the finish gate when he was marginally slower than Chambliss.

Championship hopeful Matt Hall was third and set a blistering time of 53.100s, which was enough to put him top of the timesheet with just Sonka to fly.

Knowing he had nothing to lose, Sonka went all out in the track and flew the perfect run, posting a 52.796s time, which saw him take the win and the 2018 title with it.

It's been an amazing season for Sonka, he started it with two DQs and then went on to win four races – including at the

Fort Worth 2018: Master Class Race Day Reactions The pilots have the final word on a spectacular season

Eight races, seven countries, three continents and one unbelievable World Championship. The 2018 Red Bull Air Race has been one to remember and the pilots speak about how the final Race Day went for them.

Above: Red Bull Team Sonka push the airplane back to the hangar during the finals at the eighth round of the Red Bull Air Race World Championship at Texas Motor Speedway, Fort Worth, Texas, United States on Nov. 18, 2018.

(Red Bull/Joerg Mitter)

Texas Motor Speedway to take the title.

For race results, visit airrace.redbull.com/en_US/event/fortworth-2018

Right:Martin Sonka of the Czech Republic (C) celebrates during the World Championship Award Ceremony at the eighth round of the Red Bull Air Race World Championship.

(Red Bull/Predrag Vuckovic)

1st Martin Sonka “It’s a different story than last season, and it’s my biggest sporting achievement. Unfortunately, the only thing that I missed was having Mikey in the Final 4 as well, but it was a beautiful race. I think everyone, especially the Czech spectators, enjoyed it. For the last flight, I managed to have a clear head. I heard that Matt flew a super time, and I knew I had to push harder and definitely not do a penalty or mistake, and I managed. I cannot be happier.”

Continued on Page 43

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42

In Flight USA Celebrating 35 Years

December 2018

It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing.

In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

The FAAAdvisory Circular 90-48D, “Pilot’s Role in Collision Avoidance,” showed that from January 2009 through December 2013, a total of 42 midair collisions occurred in the United States.1 During this same time period, there were 461 reported Near Midair Collisions (NMACs).1 Statistics indicate that the majority of these midair collisions and NMACs occurred in good weather and during daylight hours.1 ASRS has received many reports of both NMACs and critical ground conflicts. Incidents have occurred in all shapes and sizes, and in good weather or bad. Contributing factors are numerous.

Fatigue and lack of situational awareness have often been observed. Errors in judgment and faulty decisions have been commonly identified, while poor communication and noncompliance with regulations have also been widely reported.

The growing number of conflicts with Unmanned Aerial Systems (UASs), or drones, has been a relatively recent development.

This month, CALLBACK shares NMAC and critical ground conflict reports that reveal the serious nature of the phenomena and the tragic consequences that could result. Our intent is to stimulate pilot awareness and discussion of Near Midair Collisions and critical ground conflicts toward the goal of eliminating collisions and reducing the number of conflicts in the air and on the ground.

Clouded Layers

A CRJ-700 Captain experienced an NMAC while operating in instrument conditions in the Atlanta Class B Airspace. Had the TCAS been inoperative or the pilot not immediately complied with the advisory, the conflict could have been worse.

• We were flying the downwind leg of the HOBTT TWO ARRIVAL, Runway 27L transition, between FOGER and HITTT intersections, descending from 7,000 feet to 3,000 feet. At approximately 3,800 feet, TRACON amended our

TOO CLOSE

FOR

assigned altitude to 3,500 feet. I acknowledged the clearance and warned TRACON that we would likely dip slightly below the new assigned altitude in the process of capturing 3,500 feet. TRACON responded, “That’s fine,” and advised us of VFR traffic to the northeast of us at 3,000 feet. I do not recall the distance to the traffic at the initial call. We briefly descended to 3,300 feet but quickly recovered to 3,500 feet.

A few seconds later, a TCAS target appeared at our 11 o’clock position, five miles distant, 300 feet below us, and climbing. The Pilot Flying (PF) sighted the aircraft a few seconds before I did, and a moment later we received a “CLIMB” 1,500 feet-per-minute TCAS Resolution Advisory (RA). The PF complied with the RA immediately. At this point I got a good look at the target, rolling into a right bank. According to the TCAS, the Beechcraft flew 100 feet below us with no lateral separation.

After receiving, “CLEAR OF CONFLICT” from TCAS, TRACON cleared us to descend to 3,000 feet, and we continued the arrival and approach.

We were between layers at the time of this event. It did not appear that the TRACON Controller working us at the time was communicating with the Beechcraft—we never heard any radio traffic to or from that aircraft. I can’t imagine how the operator of the Beechcraft thought VFR flight through the Atlanta Class B [Airspace] in marginal conditions was a good idea.

What You Can’t See – Can Hurt You

This air taxi Captain was diligent to mitigate situational threats during the approach at this non-towered airport.

Nearing the runway an unexpected hazard emerged, and a potential accident was averted.

• Heavy snow was falling in the area of my intended destination, and runways were closed by NOTAM. I, as Captain, and a…First Officer were scheduled to fly, and the Terminal Area Forecast

COMFORT

(TAF) showed weather to improve. We called the airport,…and they confirmed that about eight inches of snow had fallen and that they were in the process of clearing it. The weather improved, and we were released by…Dispatch. One runway was opened, though one remained closed by NOTAM. We called the airport and verified the airport condition of one inch or less plowed snow and that a runway was open. The initial part of the flight was uneventful, and we requested an RNAV Approach utilizing Localizer Performance with Vertical Guidance (LPV) minimums.

Center verified that one runway was closed, but one runway was open. We began the approach and checked again with UNICOM regarding runway condition (plowed and open).

The Pilot Monitoring (PM) made at least three CTAF calls that I can recall.

Upon reaching minimums, the first approximately 1,000 feet of the runway was clearly visible, and descent for normal landing was initiated. Shortly afterward, a dark vehicle that looked like a snow plow was observed about 500 feet down the runway, halfway on the east side moving toward the runway threshold. Both the First Officer and I observed the vehicle. We executed a missed approach and queried UNICOM about the status of the runway. Shortly afterward, they said that the runway was now clear. A subsequent approach resulted in a missed approach due to deteriorating conditions. Visibility at this time was reported below our applicable minimums, and we went to our alternate. At the time it only seemed like an inconvenience, but we were incredibly fortunate that the vehicle was not further down the runway where it was not yet visible and where our ability to avoid a collision [would have been] minimized.

A Defining Moment

A B737 crew was departing after an Embraer 145 had just landed on, and exited, a parallel runway. A conflict devel-

oped as the two aircraft approached each other during the high workload environment.

From the B737 First Officer’s Report: • Because of the wind gusts and rain, we elected to make a maximum thrust takeoff on Runway 06L,…which gave us a V1 speed of approximately 111 knots.

We were cleared for takeoff, and everything was normal. Aircraft were landing on Runway 06R, and at V1 speed, I noticed an Embraer 145 that had landed clearing onto taxiway D3.… It was supposed to hold short of our runway, but at approximately 130 to 140 knots, we could see that it had missed its hold short area.

If the aircraft continued onto our runway, I think we could have rotated and cleared it, but it would have been close. The Tower called for them to stop, and they did so just on the edge of our runway. I steered our aircraft just to the left of centerline to give us some extra room, and we took off at our normal rotate speed.

After we changed frequency, ATC asked us a couple of questions, and we continued to destination without other incident.

From the Embraer 145 Captain’s Report: • The flight was involved in a runway incursion…on high speed exit taxiway D3 (Hotspot 5) from Runway 06R toward Runway 6L (stopped past a runway hold short marking) while a B737 was rotating from Runway 06L. We taxied to our parking terminal after the runway was cleared.

We were slowing down to a safe taxi speed on Runway 06R from the ILS Runway 06R approach and landing. As I was taking over the aircraft from the FO…at around 80 knots, ATC instructed us to plan to exit on high speed D3 (hotspot 5) and hold short of Runway 06L, which my FO [read] back correctly and I acknowledged. Both windshield wipers were at high speed due to moderate precipitation. As we were exiting on Continued on Page 44

December 2018

43

www.inflightusa.com

Master Class Race Day Reactions Continued from Page 41 2nd Matt Hall “It was an interesting day. We stuck to our gameplan, which was one round at a time. We focused and honed each run and did what we needed to do to get through. I had to beat Martin in the Final 4 and as I had to fly first, I went all out.

That was as far as I was going to push without getting a penalty. To come out with the time I did, it was fast for the day, and to sit in the hold and hear Martin get that time was disappointing, third time second in the world, and once third. So four times on the overall podium is a good stat on its own, but to not have won it yet is pretty frustrating.”

3rd Kirby Chambliss “It feels great. I was hoping for the first spot as always. I went out there and did what I thought I needed to do. I was a little bit disappointed with the time and surprised with the other guys’ times, but hey, I’m happy to be on the podium. It’s a good start for 2019, and we’ll be fast.”

4th Ben Murphy “It’s the fairytale ending of our first season. When I think back to that first race in Abu Dhabi, I don’t think we could’ve thought that we could achieve this much in such a short space of time. I’m ecstatic, not just for me, but for the whole team as well.

It was a really difficult race, we just couldn’t dial it in in Free Practice and Quali.

And when I came to the Race Airport I didn’t expect to be in the Final 4. But what a way to go into 2019.”

5th Yoshihide Muroya “I felt really good today. I was good in the Round of 8 but Kirby made an unbelievably fast time in the heat, so we’re

unlucky not to have got to the Final 4, but I’m very satisfied with the flight. With the weather changing it’s not good for the pilot, but it’s a good test of the pilot’s skill.

I was OK today, so I’m pleased.”

6th Mika Brageot “I felt comfortable in the plane, and in the racetrack the feeling was really great. I went through the Round of 14 to the Round of 8 and unfortunately didn’t do as well as I expected there, but I’m quite happy with the overall results.

Being in the top part of the standings was one of our targets for the season, after having a very nice first year in the Master Class. We did a lot of work as a team, me as a pilot, and on the aircraft and tactics, so the overall state of mind in our team has led us to have high targets. I think of it as a very, very good start towards 2019.”

7th Juan Velarde “Today was a very challenging day due to the different conditions from yesterday. We had a big change in wind and temperature, so everything behaved differently today. It was a new track. I got good lines in the Round of 14, and I tried the same in the Round of 8, but I was on the wrong line so when I went to avoid the pylon I picked up a penalty. Overall, it’s been good, I’ve been competitive and we’ve climbed two steps in the Championship, so we’re happy.”

8th Michael Goulian “We had an engine problem in the Round of 14, and it put me in the back, so I had to fly against Martin – and he’s been flying fast all week, so we knew we had to go out there and try to win. I would’ve kicked myself if I’d gone out

Dr. Hassan Shahidi

Continued from Page 40 to safety, which is critical to maintain and improve our stellar record in all aspects of aviation,” said John Hamilton, vice president of Engineering at Boeing Commercial Airplanes and chairman of the Foundation Board of Governors.

“We’re extremely grateful for Jon Beatty’s stewardship of the Foundation,” Hamilton added. “He set the leadership bar high and really put the Foundation on sound financial footing while improving

our membership base. We’re confident Hassan will take us to the next level and help us confront the challenges of explosive growth and disruptive technology around the globe.”

Beatty, a former United Technologies and International Aero Engines executive who joined the Foundation in April 2014, will remain with the Foundation until the end of January to assist in the leadership transition.

there, flew safely and lost by half a second. It’s been an amazing year for me and my team and I wouldn’t change it at all.

We’ll be back stronger next year.”

9th Nicolas Ivanoff “It’s really good to race in Fort Worth; I like to race in these kinds of speedways. In the past I’ve done well here, but not this year. It was not a good weekend at all for me. I had to take a lot of risk to try to beat Martin and I was a little bit too fast in the Start Gate and got a penalty. Even without the penalty, Martin would have beaten me. For me, this season was a disaster from the start because we had damage to the plane, and the repairs took longer than expected.

Fortunately, we did have a good result at Indianapolis, but now I’m looking forward to next season and working hard to improve over the winter.”

10th François Le Vot “I made mistakes that could’ve been avoided, but we’re happy with the raw timing we made in this run, but maybe I could’ve followed my feelings a bit more. We decided to go full force because that had been the tactic we applied when we had done well in the past, but it didn’t work this time. We are disappointed because I think we could’ve made the Final 4 this time.”

11th Pete McLeod “I went out there and tried to put down a good time and enjoy the run, but unfortunately, I got a pylon. With the wind being different I just misjudged it, and it is what it is. The net time was OK, and I executed the track as I wanted to except of course for the pylon hit.”

“I’ve enjoyed my tenure at the Foundation enormously and can look back with pride on the many accomplishments we’ve achieved, working together, during one of the safest periods in aviation history,” said Beatty. “I’m confident that the Foundation will be in good hands.”

Shahidi added, “I am extremely grateful for the opportunity to lead the Foundation. I’ll be building on the Foundation’s legacy of advancing avia-

12th Petr Kopfstein “We knew that we had to take a risky line to beat Yoshi. He has a fast raceplane, he’s flying good. So we just did what we could, and it didn’t work out this time. As in some of the other races this season, we take it as a huge learning experience, and we’re looking forward to 2019 with a new engine, new systems coming up, and hopefully we’ll be quicker and more consistent. Of course, looking at the World Championship standings, we’re not happy at all, but on the other side, we learned a lot more than we did last season when we were fifth. So from this perspective, we take it positively, and we will bring a lot of experience into next year. We just stay focused and positive and hope for a better season in 2019.”

13th Matthias Dolderer “I came into this round pretty confident after Qualifying, but the problems started when I was in the hold, and as I prepared for racing, I set up the power and couldn’t get it to full power, which slowed me down. The penalties were silly. But we take that we can be fast into next season and hopefully I can find the consistency and bring the speed into Race Day.” 14th Cristian Bolton “We were looking to beat Mikey, but it was challenging out there weather-wise today. It was colder, so the plane reacts way, way, faster than yesterday. I heard Mikey’s time when I was in the hold and thought I could beat his time, but I got into the track and had the over-G. I saw on the big screen that my net time was faster and thought I was doing well. But that’s part of racing.”

tion safety globally and working in partnership to reach new levels of safety by harnessing technology, people, and data, while embracing change.”

Flight Safety Foundation is an independent, nonprofit, international organization engaged in research, education, advocacy and communications to improve aviation safety. The Foundation’s mission is to connect, influence and lead global aviation safety. For more information, visit www.flightsafety.org.

Have an event coming up? Submit it for publication in the In Flight USA Events Calendar online at inflightusa.com

TOP 5 EUROPEAN RANKING ACADEMY EGNATIA AVIATION INVEST IN SIX BRAND-NEW ALSIM SIMULATORS

44

In Flight USA Celebrating 35 Years

Alsim has announced their client, Egnatia Aviation, based in Greece, renewed their confidence in them with an unprecedented order of six simulators: four AL250s and two cutting-edge Airliners. The first AL250 will be installed in October, followed by 3 AL250s and the first Airliner in 2019. The final Airliner will complete their simulator fleet in 2020.

Internationally-recognized Egnatia Aviation is experiencing a huge growth spurt after signing contracts with airline companies such as Aegean Airlines, Wizzair and Iraqi Airways. They once again turned to Alsim to expand their modern fleet and state-of-the-art facilities. Having operated an Alsim ALX for over 10 years, which had been newly-

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released at the time, buying two Airliners pre-release is a testament to their faith in our products, making them the launch customer of the new model.

The Airliner has been designed to address medium to large ATOs needs for advanced training. Its competitive price and high training capabilities will maximize business opportunities and guarantee the best return of investment in this simulator category. In addition, its nontype specific specification will release the school from the expensive OEM datapackage and license fees required for certifying a specific simulator. The Airliner’s hybrid philosophies offer maximum versatility to adapt Alsim clients’ training.

The AL250 contains the best, stateof-the-art technology and is EASAFNPT II (Flight Navigation Procedures Trainer) certified. It addresses initial phase training needs (PPL, CPL, IR/ME) and is SEP/MEP re-configurable. In addition, it offers both classic and glass cockpit instrumentation for each flight model at the simple flick of a switch.

Dimitris Lymperakis, Egnatia Aviation’s Director, explains the reason for

Safe Landings

Continued from Page 42 D3, I asked my FO to run the After Landing Checklist after we had cleared the runway. I had noticed that the B737 was on the [takeoff] roll on Runway 06L, but my primary concern at that high speed exit…was to be on center line (I do not recall if green taxi lights were on) on taxiway D3 and identifying the hold short line or lights for Runway 06L on D3. ATC called, “Stop,” as I was slowing to taxi speed to keep looking for the hold short line on Taxiway D3.… The FO was finishing up the After Landing Checklist. We immediately stopped the aircraft on D3 before the runway and saw the B737 lifting off from the takeoff roll. It seems [that the] hold short lines for the adjacent parallel runway come up quicker than I was expecting to see them, even though I have reviewed the Jeppesen publications for special pages and the airport diagram.

[I should] pay more attention to reviewing the airport taxi plan and diagram. [I should also] stop the aircraft any time [I am] in doubt on a taxiway.

Enhancing visual references for the hold short line on such a short intersecting taxiway [would be helpful].

December 2018

selecting Alsim’s AL250 & Airliner: “I am delighted to announce the purchase of six new simulators by Alsim. Egnatia Aviation, one of the fastest growing aviation academies, chooses Alsim, since the top quality training we offer requires stateof-the-art equipment, as well as, unique operational support in order to maintain a sustainable and continues demanding schedule. The AL250 is a proven training device for the initial stage of the commercial license, however, the “Airliner” will boost our capacity and capability. We trust Alsim products and we recognize them as the top training devices in the market for this purpose. For this reason we believe that the best should work with the best in Continued on Page 45

They’re Everywhere

This light transport Captain was IFR and had the normal expectation of safe traffic separation while being vectored around densely populated airspace. The ensuing conflict was abrupt, without warning, and completely unexpected.

• We were given multiple level-offs and heading assignments to get us around Kennedy/New York airspace and eventually on course. Cloud bases were scattered at about 7,500 feet. At the time of the encounter, we were VMC, level at 7,000 feet, speed 240 knots. I was comparing aircraft that we could see outside with what was being shown on the TCAS. I then saw what I initially thought was a seagull at our altitude. Closer examination and proximity revealed that it was a drone at our altitude. The closing speed was at least 240 knots, possibly more. It passed off our right wingtip by about 50 feet. It was black, about the size of a baking sheet.

There seemed to be an apparatus hanging from the bottom of the drone that was metallic in color. Possibly, [it was] a rig to drop an object, but I can’t be certain or knowledgeable enough to make a certain claim. I made a report to ATC, giving them as many details as possible.

CENTRAL WASHINGTON UNIVERSITY SELECTS ONE-G SIMULATION FOR NEW AATD FLEET

December 2018

www.inflightusa.com

Central Washington University (CWU) has awarded Seattle based one-G simulation with a contract for five Foundation Advanced Aviation Training Devices (AATD) and a Piper Archer device that is currently in development at one-G headquarters. The contract includes a mix of both G1000 and GTN650 based devices, allowing CWU to train pilots using glass panel and traditional analog instruments. All devices utilize one-G’s web-based administrative Portal and Instructor Operator Station (IOS).

CWU intends to integrate the devices into their growing aviation program such that students will be required to spend dedicated time doing simulator training as they make their way through each of the pilot ratings. One-G simula-

tion has recently expanded its feature offerings in direct support of this approach to training, including the one-G Self Operated Learning Objective (SOLO), a turn-key solution for self guided lessons. This feature enables students to progress in the AATD on their own time while their instructor maintains oversight remotely, either during and/or post lesson.

CWU’s acquisition of the Foundation AATDs was made possible in part by one-G simulation’s recent expansion of their popular pay-per-use Access Program. The expansion means that now universities and STEM programs nationwide can begin using one-G products without large initial out-of-pocket expenses. For CWU this meant that they could secure training devices to meet

New Alsim Simulators Continued from Page 44 order to obtain the ultimate results.”

Jean-Paul Monnin, Alsim’s cofounder and CEO, emphasizes, “It’s a

great pleasure to continue our collaboration with Egnatia, which has lasted 10 years already since their purchase of the then newly released ALX. We congratu-

their immediate needs while a customized device that matches their specific aircraft fleet is being manufactured by one-G’s product development team. “At one-G, we are finding ways to solve the pilot shortage problem by designing and implementing features that help pilots effectively learn, and programs that enable schools to incorporate high fidelity flight training devices into their curricula today,” said Xylon Saltzman, CEO of one-G simulation. “Our goal is to see pilot training begin earlier, and to be more productive along the way, so that more youth are again drawn to careers in the fabulous world of aviation.

Collaborating with CWU is a large step in the right direction in support of this mission.”

One-G simulation is a Seattle based

late Egnatia on this exciting expansion which is equally rewarding for us.”

For more information about Egnatia: to go www.egnatia-aviation.aero.

Central Washington University (CWU) has awarded Seattle based One-G simulation with a contract for five Foundation (Courtesy Central Washington University and One-G Simulation.) flight simulation firm that designs and builds FAA approved model specific AATDs, and a host of other aviation related training products, including its proprietary software for use in pilot training and pilot proficiency. For more information visit www.flyone-g.com.

For more information about Alsim, visit www.alsim.com.

The Valley Airport Homes and Lots for Sale in this Airport Community on the White River.

• • • • • • • • • • •

61AR La tude: 36° 18.50 N Longitude: 92° 31.83W Field Eleva on: 450’ Asphalt Runway: 2800’ Turf Landing Area on each side of runway Traffic Pa ern: 1100 feet Private Boat Ramp Two County Airports within miles.

Located minutes from Mtn. Home, seat of Baxter County.

Recently voted #1 county in Arkansas.

COTTER, ARKANSAS

www.thevalleyairport.com Contact Glennis Sharp 870-430-5088

45

AEROSPACE CENTER FOR EXCELLENCE TO CELEBRATE RECORD NUMBER OF SOLO FLIGHT STUDENTS IN SOLO TO SUCCESS CEREMONY

46

In Flight USA Celebrating 35 Years

Twenty-eight engraved commemorative bricks were placed in the Solo to Success walkway on Nov. 16 in front of the Central Florida Aerospace Academy (CFAA). Located on the Sun ‘n Fun Expo Campus, the annual Solo to Success Ceremony sponsored by the Aerospace Center for Excellence (ACE) recognizes the exceptional accomplishment of students 15 to 18 years of age that have completed the necessary steps

to independently pilot an aircraft or “solo” in the past 12 months. Many of these student pilots are recipients of a flight scholarship from ACE. ACE awards 2 scholarships a month to any qualified high school age resident of Polk County, Florida. ACE has the proud distinction of being the world’s leader in producing teenage private pilots.

The Solo to Success brick laying ceremony caps off a week of

Homecoming to the Sky festivities for students at CFAA. Earlier this week, ACE hosted Freshman First Flights, which provided the opportunity for 30 members of the freshman class to have a one-on-one general aviation experience from the right seat.

The Sun ‘n Fun Fly-In and ACE are addressing the aerospace industry professional shortage head on by engaging, educating and inspiring future aerospace

Imagine A Crowd Of Over 15,000 Aviatiors And Aviation Enthusiasts And YOU..

JaJanuary nuary 224-27, 3-26,2018 2019 RESERVE YOUR EXHIBITOR SPACE TODAY.

December 2018

The Aerospace Center for Excellence (ACE) recognizes the exceptional accomplishment of students 15 to 18 years of age that have completed the necessary steps to independently pilot an aircraft or “solo” in the past 12 months.

(Courtesy Sun ‘n Fun)

professionals. The Sun ‘n Fun Fly-In raises more than $2 million annually enabling ACE the ability to deliver STEM-related and aerospace education programs engaging more than 30,000 youth each year. Additionally, ACE manages and allocates up to $430K/year in aerospace scholarships.

About Aerospace Center for Excellence, Inc.:

Hendricks says, ”Stand out in the crowd at Sebring, Florida’s U.S. Sport Aviation Expo.

It’s the largest event of its kind in the U.S.”

863-314-1313 EXPO@SEBRING-AIRPORT.COM

WWW.SPORTAVIATIONEXPO.COM

The Aerospace Center for Excellence (ACE), a non-profit, has emerged as a nationally recognized leader in STEM-related and aerospace education through its various learning centers, outreach programs, summer camps and scholarships aimed at preparing students for tomorrow’s aerospace challenges. Located on the Sun ‘n Fun Expo Campus in Lakeland, Florida, the organization is known for its annual Sun ‘n Fun International Fly-In and Expo fundraising event as well as the Aerospace Discovery Museum which is Florida’s Official Aviation Museum and Education Center. ACE is the world’s leader in producing licensed teenage private pilots and delivers youth programs that engage more than 30,000 students a year.

For more information, www.ACEedu.aero.

Sun’n Fun’s mission is to preserve and enhance the future of flight through world-class events, inspiring and educating people of all ages. For more information, www.flysnf.org.

Visit In Flight USA’s website for the latest aviation news...

www.inflightusa.com

AOPA 80TH ANNIVERSARY BOOK NOW AVAILABLE

December 2018

www.inflightusa.com

Freedom To Fly: AOPA and the History of General Aviation in America

The Aircraft Owners and Pilots Association (AOPA) is commemorating its 80-year history by releasing Freedom to Fly: AOPA and the History of General Aviation in America, filled with breathtaking photography, little-known artifacts, and discovered historic pieces.

Entertainingly written to offer clever insight and backstories, the book tells the history of general aviation through the lens of its biggest advocate, dating back to 1939, when AOPA was founded.

For the past 80 years, AOPA has fought to keep pilots flying when war, technological advances, economic booms and busts, and politics threatened our access to the skies. Today, as the largest aviation community in the world, AOPA still works hard every day to improve affordability, accessibility, and safety.

Learn about the triumphs and tragedies that defined generations of

pilots from the editors who bring you AOPA Pilot and Flight Training each month. Free shipping is available to U.S. addresses. Cost of the book is $39.95. Preorder by Dec. 5, with delivery in time for the holidays. For more information visit www.aopa.org/freedom toflybook.

Since 1939, AOPA has protected the freedom to fly by creating an environment that gives people of all ages the opportunity to enjoy aviation and all it has to offer. As the world’s largest community of pilots and aviation enthusiasts with representatives based in Frederick, Md., Washington, D.C., and seven regions across the United States, AOPA’s events, initiatives, and services bring current and future pilots together and make aviation more accessible to everyone. To learn more, visit www.aopa.org.

EAA MEMBERS WIN IN FIRST AIR RACE 1 CHINA CUP

47

American Aircraft Sales Co. WE HAVE MOVED! 50 YEARS IN BUSINESS–NEW LOCATION

1955 Beechcraft T-34B Mentor

1977 Cessna 310R

1977 Beechcraft Sport 150

1864 TTSN A&E, NARCO IFR, A/P, Good Original Paint and Interior, NDH ....$99,950

1800 TTSN, 240 Cylinders O/H, Garmin Avionics, Nice Original Paint and Interior, hangar kept. ....................................................................$25,950

LD SO

1978 Cessna 172 Skyhawk

1979 Piper Warrior II 161

2900 TTSN, 400 SMOH, IFR, recent paint, NDH, one owner since 1986 ............................$79,950

1278 SMOH, 15,193 TTSN, Garmin $25,000 Avionics ........................................$19,950

SO

ners that have helped to make this happen and we look forward to working with them again in the future. Air racing in China is here to stay.”

Tim had an early lead in the gold final in his Cassutt What Airplane Honey, which must be a familiar feeling after he won the Air Race 1 World Cup event in Thailand last year. Tim ended with a speed of 230.539 mph, while Steve won out with a speed of 233.637 mph. Philip Goforth placed third in the gold final, and Steve Tumlin took home first-place honors in the silver final.

LD

1982 Cessna 172P 180 HP

1973 Piper Cherokee 180 Challenger

1387 SNEW 180 HP Engine, 5200 TTSN, IFR, Hangar Kept, Looks like new, NDH. ..........CALL!

15 SMOH, 3950 TTSN, King IFR NDH .....$39,950

1942 Grumman Bearcat F8F-2

1944 North American P-51 D Mustang

820 hours since new...Considering Offers

588 hours since new.....Considering Offers

Steve Senegal in his Arnold AR-6 Endeavor took the trophy at the First Air Race 1 China Cup. (Courtesy EAA) Steve Senegal, held off Tim Cone, in a dramatic finish in the gold final at the Air Race 1 China Cup in Wuhan City, China, on Nov. 21. Steve, flying his Arnold AR-6 Endeavor, clocked speeds of more than 230 mph during the final.

The Air Race 1 China Cup, which took place Nov. 16-18, was the first air race to be held in China. Air Race 1 CEO Jeff Zaltman said it would be far from the last one.

“Bringing air racing to China has been a major triumph and the public have fallen in love with Air Race 1,” Jeff said.

“I would like to thank our Chinese part-

1982 Piper Archer II 181

60 HRS Since Restoration............$225,000 597 SFRMAN, 2700 TTSN, Garmin 430W IFR, Auto Pilot, super nice airplane .......................................................$84,950

LD SO 1947 Navion A

1980 Piper Warrior 161

100 SNEW IO-520-BB engine, complete restoration records for aircraft .........$79,950

1800 SFRMAN, 11,000 TTSN, Recent Paint and Interior, IFR..................................$25,950

Office Space & Tie Downs Available for Rent Robert Coutches

Cell - (510) 783-2711 • (925) 449-5151 550 Airway Blvd. • Livermore, CA 94551• Livermore Airport (KLVK)

www.americanaircraft.net

48

In Flight USA Celebrating 35 Years

AIRCRAFT FOR SALE American Aircraft Sales, Livermore Airport, CA, www.americanaircraft.net, cell (510) 783-2711, (925) 449-5151.

3/13

From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, www.tjair.com.

3/13

J.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also recovery & storage for singles & light twins. (800) 421-1729, Orlando, FL.11/14

AirplanesUSA Aircraft Sales, new office at San Carlos, CA, Airport, www. airplanesusa.com, (650) 394-7610.1/16

Small Manned Aerial Radar Target, Model 1. Tiny jet aircraft, long-range tank. SMART-1, Tucson, AZ, (520) 6821281, www.smart-1.us.

10/18

SPORT/ULTRALIGHTS SportCruiser LTE, from $141,900. Leasing & financing options. Cruiser Aircraft, www.cruiseraircraft.com.

10/18

HOMEBUILTS Kitfox Aircraft. Building kits for 30 years. Homedale Municipal Airport, ID, www.kitfoxaircraft.com, (208) 3375111.

8/14

X350 Gen II "Quick Build Kits." New Whisper Aircraft & Craft Aviation, www. whisperaircraft.com.

10/18 RV12i5. Total performance perfected.

Easy to buld, fly and own. Van's Aircraft www.vansaircraft.com.

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Express Aircraft, Composite Aircraft Technology, LLC. High-performance, four-place, experimental. (360) 864-6271, www.compairtechllc.com.

12/18

AIRCRAFT FOR RENT Fly right, fly better & fly with Attitude.

Large selection of rental aircraft. Attitude Aviation, Livermore, CA, (925) 456-2276, www.attitudeaviation.com.

11/16

Paul at (562) 714-6686 or ptglessner@ aol.com.

17400:TFN

AVIONICS Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, www.airtronicsavionics. com, (209) 736-9400.

11/14

Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, www.PCA.aero.

7/15

MAINTENANCE/INSPECTIONS Need Maintenance? Fast, professional, service. Reasonable rates, quick turnaround. Mike Smith Aviation, Rancho Murieta, CA, (916) 607-4023.

8/18

ENGINES Quality, Service & Price, keeping the cost of aircraft engine maintenance down. Aircraft Specialties Services, Tulsa OK, (918) 836-6872.

10/06

Aircraft Engine Parts & Service. Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14

Corona Aircraft Engines. Complete engine overhauls on all Continentals & Lycomings. Superior air parts dealer.

Corona Airport, CA, (951) 736-6452, www.coronaengines.com.

8/14 Oil coolers and more. Buy, sell, repair, overhaul or exchange. Pacific Oil Cooler Service, La Verne, CA, (800) 866-7335, www.oilcoolers.com. 4/17

FUEL Fuel Cells. Repair, overhaul or new.

New tanks with 10-year warranty.

Hartwig Aircraft Fuel Cell Repair, www. hartwigfuelcell.com.

2/09

OXYGEN SUPPLIES

Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings.com, (602) 6147994.

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Programs in Aviation Maintenance Technology, Airframe & Powerplant.

Gavilan College, San Martin, CA, (408) 695-0017, www.gavilan.edu.

10/18

SIMULATORS FAA & EASA-certified simulators. All your piston aircraft in one compact SIM. ALSIM AMERICA, flight training solutions. alsim.com.

8/18 Unique, integrated ground, simulator and flight training to fit any pilot level.

Open daily, 9 a.m. to 6 p.m. ACTIVE PILOT Flight Training Center, Van Nuys Airport, CA, (818) 528-6777, activepilot. com.

8/18

PILOT POSITION WANTED SoCal pilot desires Turbine/Jet SIC time. Comm/Instru/Multi-Eng with SIC for Gulfstream G-IV and scores of hours in the Citation V560. Many years of aircraft design/flight test/aerospace industry experience. Willing to travel as needed (and for repositioning). Contact

Aircraft Spruce & Supply. Free 700page catalog, Corona, CA, & Peachtree City, GA, www.aircraftspruce.com. 10/06 www.sportys.com your single source for quality educational aviation products— always at a good price fax 1.800.543.8633 phone 1.800.SPORTYS Clermont County/Sporty’s Airport Batavia, OH 45103 2522:TFN

Lightweight bike, international certification for mountain bike reliability.

FLATBIKE, www.flatbike.com.

10/18

FBOs Northgate Aviation Chico Jet Center®

General Aviation Services FAA Charts Available in NoCal Shell Aviation Products Chico, CA, (530) 893-6727 Diamond Service Center, maintenance, rentals, flight school, tiedowns, and hangars.

7707:TFN Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviat2ion.com.

3/13

Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Corona Municipal Airport, (951) 737-1300, www.

CoronaAirVentures.com.

8/14 Full range of services for business jet clients. Management, maintenance, hangars and support. Threshold Aviation Group, Chino, CA, (909) 606-6319. 8/18 We keep you flying at 100+ U.S. airports.

Signature Flight Support, signatureflight. com.

10/18

AVIATION CONSULTANTS

FLIGHT INSTRUCTION

Training FAA CFIs since 1988. Intensive 3-week course, from start to checkride.

CFI Academy, Acampo, CA, (916) 2090234, CFIacademy.com.

10/18

No cheap imitation watches at HME! Special pricing on ATP series multifunctional watches with Altimeter. To order or for information, (323) 464-6660 or www.hmewatch.com.

11/16

4720:TFN

Aircraft Sales & Corporate Aircraft Management NAAA-certified appraisals, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, www. sterling-air.com.

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PROPELLERS

AIRCRAFT FINANCING

Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 5537767, (419) 447-4263.

2/08

Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069.

51218:TFN

Balance your prop with Dyna Vibe.

RPX Tech, www.rpxtech.com, (405) 896-0026.

5/18

AIRCRAFT PARTS Aircraft Parts for General Aviation.

Special orders welcome. Aerozona Parts, Phoenix, AZ, (623) 581-6190.1/16

AIRCRAFT EQUIPMENT Pioneering the way to move your aircraft. Prop clearance and nose gear protection. Best Tugs, (800) 914-2003, besttugs.com.

10/18

PILOT SUPPLIES The Airport Shoppe, Reid-Hillview Airport, San Jose, CA, orders (800) 6344744, www.airportshoppe.com. 10/06

DuraCharts Best print quality, resistant to tearing and liquids. Produced by pilots for pilots. www.DURACHARTS.com. 8/14

SERVICES Protect your assets. Legally avoid California Aircraft Sales and Use taxes.

Call for free consultation. Associated Sales Tax Consultants Inc., (916) 3691200 or visit www.astc.com.

3/06 Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com.

Offices of Stuart J. Faber.

4/10 Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, (909) 985-1908, wwww.susanbiegelmd.com.

11/16

Reduce your cost of doing business.

No recovery; no fee. Contact Bert Botta at World Business Services, (415) 3209811, bottajet@gmail.com.

1/16

AVIATION RESOURCES Fly into the future with Wings Over Kansas. Voted one of the 500 Best

December 2018

McGraw-Hill Aviation Web Sites. Visit www.wingsoverkansas.com.

17100:9

HANGARS/TIEDOWNS

Last Man Club DVD, an all-American adventure featuring WWII Gulf Coast CAF B-17 Warbird. www.thelastmanclub.com or www.amazon.com.

11/17

One-piece doors. Hydraulic or bifold.

Schweissdoors.com, (800) 746-8273.1/15 Aviation Building Systems, custom designed hangars for 44 years.

R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www. aviationbuildingsystem.com.51217:TFN

HOMES/AIRPARKS The Valley Airport, Cotter, Ark. Homes & lots for sale in scenic airport community on the White River. Unique location for outdoor adventures. Contact Glennis Sharp, (870) 430-5088, www.thevalleyairport.com.

18100:12 Spruce Creek Residential Airpark. Many activities, including fly-ins and community events. Spruce Creek Fly-In Realty, Daytona Beach, FL, (386) 788-4991, (800) 932-4437, www.fly-in.com.

8/18

Aviation heaven on earth. Heaven's Landing, in Blue Ridge Mountains of No. Georgia, (800) HEAVEN2.

10/18

AIRCRAFT INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 723-3358.

10/06 Aircraft Insurance WARNING! Need insurance? Call us first for access to the entire market. Best rates. Broadest coverage. All markets. Aviation Insurance Resources, (877) 247-7767, www.AIRPROS.com.

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BUSINESS OPPORTUNITIES #1 Largest Network of Aircraft Brokers in the United States Become an Aircraft Broker — Available in Your Area Start today with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares.

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FLYING CLUBS West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc.org.4/16

Club/Partnership Searey amphibious LSX partnership forming. Will build at SQL and base at HWD. If interested, contact Curt Taylor, (650) 619-0589.

181100/12

AVIATION GIFTS Everything on Sale. 20% off in-store only. Expires 12/31/18. Planes of Fame Air Museum gift shop, Chino, CA, (909) 597-3722.

11/18

ART/VIDEOS/PHOTOGRAPHY Denise Donegan Photography denisedoneganphotography66@gmail. com or (650) 665-0721.

5/18

Specializing in aviation photography. www.horizontalrain.com.

1/15

Unique Merv Corning Lithograph "Ancient Warrior," Atmospheric and nostalgic. Signed and numbered, $400/ OBO. rosemarypreissler@sbcglobal.

181000:12

PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop.

8/14

The World Beneath Their Wings, A New Millennium of Female Aviators" by Julie Jervis. Dealer inquiries invited. Call (650) 358-9908.

51108:TFN

Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com.

11/07

HELP WANTED Gavilan College, San Martin, CA, hiring certified part-time instructor. Contact Dean Sherrean Carr, (408) 848-4757 or scarr@gavilan.edu.

10/18

Now Hiring: Maintenance techs, inspectors, painters, interior installers.

Cleveland, OH; Orlando, FL; Mesa, AZ. Constant Aviation, (216) 261-7119, www.constantaviation.com.

11/18 IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402.

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MUSEUMS Hiller Aviation Museum San Carlos Airport, CA (650) 654-0200, www.hiller.org Palm Springs Air Museum Palm Springs, CA (760)778-6262, www.psam.org Planes of Fame Air Museum Chino, CA, (909) 597-3722 www.planesoffame.org WACO Airfield & Museum Troy, OH, (937) 335-9226 www.wacoairmuseum.org Historic Flight Foundation Paine Field, Mukilteo, WA (425) 348-3200/historicflight.org Yanks Air Museum Chino, CA, (909) 597-1735 www.yanksair.com

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December 2018

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49

The Day Miranda Strong Become Airman Strong… Nalls Style Continued from Page 4 assignment to boot camp. During that time, her paternal grandmother, Pat, took her on a cruise to the Caribbean, and they spent some quality time together.

Finally, she was ordered to Lackland to begin the eight and a half weeks of basic training. Surprisingly, she enjoyed boot camp. Once beyond initial shock, she enjoyed the physical conditioning, the weapons training (although she had never fired a weapon), and the camaraderie. It is fitting that she graduated as an Honor Graduate.

She is now waiting orders to Intelligence and Operations follow-on training, but so far, she likes the service.

So much so that she asked her grandfather, Art Nalls, how to go about getting a nomination to one of the service academies.

Who knows? Perhaps one day, this young lady might get her own wings and ask her grand daddy for the keys to the Harrier.

Like Granddaughter, Like Grandfather

Art Nalls is a native of Northern Virginia, born and raised in Fairfax County, just south of Washington, D.C. After graduating from Hayfield High School, he was nominated to attend the United States Naval Academy at Annapolis, Md., where he majored in aerospace engineering. This was a natural, since he always had a deep interest in aviation. While attending Annapolis, Art was awarded a Guinness World Record for building and riding the World’s Smallest Rideable Bicycle. This tiny bike is less than five inches tall and was the official record holder for several years, featured on several national television shows. In 1976, he graduated with Merit, received a highly coveted Burke (equivalent) Scholarship and was commissioned as a Second Lieutenant in the Marine Corps.

His first assignment as a Marine officer was attending The Basic School in Quantico, Va., where all Marine officers learn the basic infantry tactics, prior to attending flight school. Every Marine officer is an infantry officer first before becoming an aviator. After Quantico, Art transferred to Pensacola, Fla. and began flight training in the T-28B “Trojan.” After their first solo, students immediately begin aerobatic training, and selection for jet transition is made with only a handful of flight hours. He soloed in the T-28 with only 28 hours total flight time and 14 flights, which is normal for Naval Aviator students. Selected for jets, Art almost immediately transferred to Kingsville,

This Santa comes in style.

(Courtesy Art Nalls Aviation) The Harrier coming in for a landing.

(Courtesy Art Nalls Aviation)

Art Nalls with the Harrier.

(Courtesy Art Nalls Aviation)

Nalls Aviation’s L39 and BD5-A. (Courtesy Art Nalls Aviation)

Texas for basic and advanced flight training. In Kingsville, he flew the T-2C “Buckeye,” and the TA-4J “Skyhawk” and carrier-qualified in both aircraft aboard the USS Lexington. In 1979, Art was designated a Naval Aviator and received his wings of gold. His total flight time at that point was just over 283 flight hours.

His first operational aircraft was the AV-8A “Harrier,” and he was assigned to VMA-231 at Marine Corps Air Station Cherry Point, N.C. While stationed at Cherry Point, he carrier-qualified in the AV-8A “Harrier” aboard the USS Iwo Jima, LPH-2, and made several shipboard deployments, virtually over the world. He has traveled above the Arctic Circle, below the equator, and made a complete global circumnavigation, reaching Beirut, Lebanon twice – once from the east and once from the west.

While on a training mission attached to VMA-231, Art’s “Harrier” suffered a catastrophic engine failure near Richmond, VA. With little time to react, he essentially landed the Harrier engine out at a civilian airfield. This was an extremely precise and risky landing not normally attempted. The emergency procedures recommend an ejection. Art is the only person to have made such a landing, and he was consequently awarded an Air Medal with gold numeral one for the act. With more than 900 hours in the AV-8A and over 400

shipboard landings, Art was selected as the single Marine Corps Pilot to attend the USAF Test Pilot School at Edwards, AFB, Calif. for Test Pilot Course, 85A. One Marine, per year, is sent to Edwards, and for 1985, it was Art. After graduation and as a newl -designated Test Pilot, Art was assigned to Naval Air Station Patuxent River, Md., to join three other Marine Corps test pilots flight testing the then-new AV-8B “Harrier II.” As part of a very small test team, he performed lots of test flying, in the “Harrier” and the A4-M “Skyhawk.”

He was a project test pilot for several “Harrier” programs, including the high angle-of-attack, departure resistance testing for the leading edge root extensions (LERX), asymmetric takeoff and landing tests, weapons carriage and delivery, and shipboard compatibility, and launch bulletin testing. He performed the initial shipboard certification and flight test of Italian and Spanish “ski jump” ships, (ITS Garibaldi and Principe de Arsturias) performing the first ski-jump takeoffs in the AV-8B. Art also had the good fortune to do engine airstart testing, which is very dangerous flight testing, especially in a single-engine jet. The airplane’s only engine is deliberately shut down in flight, cooled for several minutes, and re-started at a specific altitude and airspeed. Besides gliding like a rock, there is also the pos-

sibility that the engine will not restart, and the pilot must therefore be prepared to land the airplane engine-out. This requires a great deal of precision and training because there is only once chance to get it right and only one place to do it – Edwards Air Force Base, Calif.

If the engine fails to re-light, the pilot then maneuvers to an optimum altitude and airspeed to increase the chances of a successful relight and attempts another relight. If that attempt fails, then the only options are to land on the dry lakebed or eject. This entire sequence happens over a matter of minutes. Art led the flight-test efforts for several singleengine airstart projects and was an instructor to other pilots performing these same tests, in the A4-M and TA-4J “Skyhawk,” and the AV-8B and TAV-8B “Harrier II.” During this testing, Art accumulated more than six hours of flight time in single-engine jet aircraft without the engine running. Other than the space shuttle, that’s probably the fastest glider training available.

Art retired from the Marine Corps and started a real estate development company, Nalls Development and Investment, specializing in restoring and developing the neglected areas of historic Washington, D.C., such as Anacostia and South West Washington, D.C. He returned to flying by joining the Commemorative Air Force and became a flying sponsor of two of their aircraft. He now regularly flies his L-39 “Albatross” Czechoslovakian Advanced Jet Trainer and a 1939 Piper Cub L-4 “Grasshopper” aircraft powered by an original Continental 65 HP, 4-cylinder engine. He has flight time in approximately 65 different type, model, series of military and civilian aircraft in addition to the “Harrier.” These include the B-52, C141, C-130, A-7, A-37, T-38, F-4, F-5, F15, F-16, and F-18. He was also NATOPS Qualified for a special flight test in the backseat of the F-14 “Tomcat.”

50

In Flight USA Celebrating 35 Years

December 2018

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