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Celebrating Twenty-Seven Years of In Flight USA

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COVER STORY

JULIE CLARK, BORN By Kristin Bergevin ulie Clark – a true “California Girl” born and raised. Julie grew up in the San Francisco Bay Area, in the peninsula town of San Carlos with her older sister, Sharon and fraternal twin sister, Judy. There was never a doubt that Julie Clark was born to fly. “While most eightyear-old girls were playing with dolls,” explained Julie, “I was building models of airplanes and reading all I could about flying.” Adding fuel to the fire that committed Julie to aviation was her father, Ernie Clark, a commercial airline pilot for Pacific Airlines. “My dad got me interested in flying,” recalled Julie, with a smile. “I got really excited when he would take me along on airline flights in the DC-3 or F-27. Dad would put me into the baggage compartment and then, from inside the airplane, he opened the bag-

J

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gage bin and snuck me into the cockpit. I had to beg and plead, but I thought that was the greatest thing, when I could go fly with my dad.” Julie’s journey to becoming a pilot was not an easy one. In the late 1960s and early 70s, it was quite uncommon for a woman to be in the cockpit of an airplane. Women in the airline business were the “pretty faces” of the aircraft aisle – an “air hostess,” not the pilot. Julie’s dream to become an airline pilot was met with obstacles that young women would not stand for today. Asked Continued on Page 12

Cover Photo: Julie Clark in her T-34A Mentor. Julie is in her 33rd year as an airshow performer, with nearly 32,000 hours in the air, and 28 years of airline flying. (Clark Cook)

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TABLE Volume 27, Number 11

OF

CONTENTS

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

JULY 2011

ON THE COVER COVER STORY

PHOTO FINISH

Real World Refueling

Julie Clark Born to Fly By Kristin Bergevin Page 4

By Sagar Pathak Page 65

Photo Courtesy Julie Clark

NEWS Liberty Belle Down: Statement From Chief Pilot..............6 EAA, NBAA, AOPA, Plan Legal Challenge To BARR ........8 Driving Down the Cost of Aircraft Ownership: AOPA ......8 DOT To Provide Public Access To GA Flight Info ..........14 GAO Assess GA Security; AOPA Responds ..................40 GA Safety on NTSB Most Wanted List; GAMA, EAA React....42 Green News: Threatened Lawsuit over AvGas ..............43 Cessna Honors Clyde Cessna’s Pursuit of Flight ..........53 Girls with Wings Scholarships Available ........................56

FEATURES

COLUMNS

Restoration of Glacier Girl, Part 3 ..............................10 World War II Weekend By A. Kevin Grantham ....................................................20 First Female Civilian ATC In U.S. By Carl E. Chance ........................................................22 Capt. Jack Wallace Remembers P-38 Flying Days By Herb Foreman ........................................................31 Columbia Fly-In Follow-Up Report By Alan Smith ..............................................................39 Flying With Faber: Reveling in Lake Las Vegas’ Ravella By Stuart J. Faber ........................................................50

Contrails Soaring With Sagar Aviation Ancestry What’s Up?! Homebuilders Workshop Tips From the Pros Close Calls The Pylon Place Light Sport Flying

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Calendar of Events ........................................................9 Classifieds ....................................................................62 Index of Advertisers ....................................................66

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Celebrating Twenty-Seven Years of In Flight USA

July 2011

Editor’s Note: In Flight USA is saddened by the loss of the WWII B-17, Liberty Bell. Here we reprint, in its entirety, a statement from Ray Fowler, The Liberty Foundation Chief Pilot as it came to us on the day after Liberty Bell burned, June 14, 2011.

STATEMENT FROM LIBERTY FOUNDATION CHIEF PILOT: RAY FOWLER First, let me start off by sincerely thanking everyone for the outpouring of support that we are receiving. I am sorry that I have not yet had the opportunity to return the many phone calls, text or emails that I am receiving offering to help. Again, thank you for all of the kind words that we are receiving and for incredible offers to help emotionally, financially and/or with the recovery process. I hope this statement will help fill in a few details that everyone is wondering about that led to the loss of our Liberty Belle. Yesterday morning (June 13, 2011), both our P-40 and B-17 were scheduled to fly from Aurora, Illinois to Indianapolis, Indiana. We were in Aurora for the weekend as a part of our scheduled tour. Over the course of the previous week, we completed a scheduled 25-hour inspection on the B-17, which was completed by Saturday. On Saturday, the weather stayed below the required ceiling to give any passenger flights, however the B-17 flew in the morning on a rou-

WHAT’S THE STORY BEHIND LIBERTY BELLE? tine training proficiency flight, performing several patterns. Following the flight, other maintenance issues arose that required us to cancel our Sunday flying schedule for repairs. The maintenance performed has not been, in any way, associated to the chain of events that led to Monday’s fateful flight, but is being considered in the preliminary investigation. However, due to the media’s sensational (mis) reporting, there is a large amount of misinformation that continues to lead the news. Here is what we do know… Flying in the left seat of the B-17 was Capt. John Hess. John has been flying our Liberty Continued on Page 36

THE

Reprinted by permission of the Liberty Foundation. Photo courtesy of Paul Tannahill On Sept. 9, 1944 the 390th Bomb Group attacked a target in Dusseldorf, Germany and suffered its second largest single mission loss of the war. Over the target just prior to bomb release, one of the low squadron B-17s was hit in the bomb bay by flak. The 1000 pound bombs exploded and nine of the 12 aircraft in the squadron were instantly destroyed or knocked out of formation. Six of the nine went down over the target, one flew two hours on a single engine and landed in Paris, another “crippled plane” landed in Belgium and the other struggled back to its home base and landed long after the other 39 B-17s had returned from the mission. The one that came home was Liberty Belle, she went on to complete 64 combat missions before being salvaged on Feb. 18, 1945. The Liberty Foundation’s B-17G (SN 44-85734) has an interesting post-war history. Originally sold on June 25, 1947 as scrap to Esperado Mining Co. of Altus, Okla., it sold again later that year to Pratt & Whitney for $2,700. Pratt & Whitney operated the B-17 from Nov. 19, 1947 to 1967 as a heavily modified test bed Continued on Page 37


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Celebrating Twenty-Seven Years of In Flight USA

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July 2011

A BRIGHT SPOT By Craig L. Fuller AOPA President and CEO he Lone Star of Texas is a bright spot in the general aviation universe—and what’s happening there is worth considering as one model of how GA can move into the future. I’ve been to the state several times recently, and I’ve been impressed to see the state’s famous can-do spirit guiding a commitment to general aviation. For one thing, they’ve got a beautiful, brand-new airport in Austin Executive, the brainchild of Ron Henriksen, who also developed Houston Executive Airport. He felt that Austin needed an additional reliever facility, so

T

he built one. I took part in the grand opening festivities just a few weeks ago, and this field is definitely ready to serve the region’s general and business aviation community. Then there’s the strategy of steadily investing in aviation over the long term. It sounds simple, but in far too many states investment in aviation runs hot and cold. As a result, the availability of funding for projects may be unreliable and ideas with great potential never become reality. In Texas, however, Dave Fulton, director of TxDOT’s Aviation Division, and his team have identified key needs and opportunities and have steadily and consistently addressed them over the past

20 years. To give you an idea of just how well that has worked, here are a few of the things they’ve achieved: • Just over $1 billion in grants to airports over the past two decades. • The construction of control towers at 18 of the state’s 21 public reliever airports, with plans to add towers to the remaining five airports in the near future. • The addition of 42 GA airport terminals in the past 17 years. • The construction of hundreds of new ramps at airports statewide. • The creation of 83 new AWOS sites in the past 13 years, bringing the state’s total to more than 157 and ensuring

that pilots can get current weather just about anywhere they care to fly. Of course, it doesn’t hurt that Texas is bigger than France, with vast tracts of rural land that make using GA for transportation and access extremely practical. Neither does it hurt that Governor Rick Perry and Lt. Governor David Dewhurst are both pilots. But that’s not what makes GA in Texas special. It’s the willingness to consistently value and invest in aviation that made Texas a bright spot—and that’s an example I’d like to see other states follow.

DRIVING DOWN THE COST OF AIRCRAFT OWNERSHIP; AOPA’S AIRCRAFT PARTNERSHIP PROGRAM HELPS WOULD-BE OWNERS SHARE COSTS The Aircraft Owners and Pilots Association (AOPA) has launched a new program that helps members cut the cost of aircraft ownership by 50 percent or more. Using a secure database management system, the AOPA Aircraft Partnership Program helps pilots identify, match and connect with other pilots interested in reducing the cost of aircraft acquisition and ownership. “As the world’s largest association for aircraft owners and pilots, AOPA is always looking for ways to reduce the cost of flying for our members,” said AOPA President and CEO Craig L. Fuller. “Pilots who connect with even a single person to

co-own an aircraft have effectively reduced the cost of aircraft acquisition and ownership by 50 percent.” Let’s face it. Unlike a car, an aircraft typically doesn’t get used every day. So it makes perfect fiscal sense to share the total cost of ownership with one, two or three other pilots, reducing each person’s cost of owning such a valuable asset. The idea of sharing an aircraft certainly is not a new one. However, until AOPA Aircraft Partnership Program, the only real alternative pilots had was searching FBO bulletin boards. Today AOPA provides an Internet-based tool that allows pilots, flying clubs, fractional operators, and even businesses to identify

and locate other pilots and businesses already interested in co-owning an aircraft. AOPA Members who opt in to the program will have access to the secure online database that enables them to post a comprehensive personal profile outlining key factors for ownership compatibility – including type of aircraft desired, budget, nearby airports to base, flying experience, and more. The database already includes nearly 10,000 pilots who are interested in reducing the cost of flying through co-ownership. AOPA members can search for suitable co-owners using a wide variety of search criteria. Aircraft Partnership

Program also provides secure and discreet communications between members to ensure privacy. The system will even notify AOPA members via e-mail when a new profile is posted that meets personal compatibility requirements. “By effectively lowering the cost of aircraft acquisition and total cost of ownership, we believe that AOPA Aircraft Partnership Program will help more pilots realize the dream of owning a new or pre-owned aircraft and will keep more aircraft owners in their aircraft longer,” Fuller concluded. For more information on Aircraft Partnership Program visit www.aopa.org/ aircraftpartnership.

EAA, NBAA, AOPA, PLANNING LEGAL CHALLENGE MOVE TO DISMANTLE BARR Editor’s Note: DOT’s official statement regarding this matter appears on page 14.

By EAA Staff he Experimental Aircraft Association (EAA), National Business Aviation Association (NBAA), and Aircraft Owners and Pilots Association (AOPA) have announced that they will mount a legal challenge to the decision by the Department of Transportation (DOT) to dismantle the Block Aircraft Registration Request (BARR) program. The three associations will seek an injunction to prevent the decision from taking effect and will ask the courts to invalidate the new policy altogether.

T

EAA President and CEO Rod Hightower said: “EAA believes strongly that the privacy rights of aviators must be equal to those of any American. This is an important issue that must be handled appropriately and with due process. The disregard of our members’ position by the DOT is an alarming development and seems to be a significant step in removing our privacy rights as aviators and as American citizens. The large majority of our members surveyed expressed the desire to keep BARR in effect as Congress has intended. It seems to me the people have spoken, not only as aviators, but through due legislative process with our Congress more than 10 years ago. EAA will join AOPA and NBAA to

preserve the unique aviation freedoms we all enjoy, and depend upon, in this great country.” NBAA President and CEO Ed Bolen said: “The DOT’s inexplicable decision last week to abandon a widely supported, congressionally enabled policy permitting private citizens to opt out of publicly available flight tracking applications leaves us no choice but to challenge the move in court. The agency appears to have simply ignored the thousands of individuals and companies that voiced their strong and principled opposition to this change. “This is an alarming development, with implications that extend well beyond private aviation,” Bolen continued. “The

TO

DOT’S

government necessarily collects a lot of information about private activities in order to conduct legitimate governmental functions. This is the first time an agency has claimed the public’s interest in ‘open government’ requires public dissemination to anyone with an Internet connection of wholly personal and private information simply because it happens to be in the government’s possession.” AOPA President and CEO Craig Fuller agreed, adding: “Common sense dictates that an American citizen using a private aircraft should not have to worry about government disclosure to the general public – in direct contravention of the citizen’s expressed wishes – of realContinued on Page 12


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Craig L. Fuller AOPA President and CEO

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Celebrating Twenty-Seven Years of In Flight USA

10

July 2011

RESTORATION OF GLACIER GIRL, PART 3

Reprinted by permission of the Arkansas Educational Television Network

In Flight USA has run the story of Glacier Girl in three parts. The first part, the history of Glacier Girl, ran in the May Issue. The second part covered The Recovery of Glacier Girl and ran in the June issue. Here we present the third part that tells the story of the Restoration of Glacier Girl. This story leads us to AirVenture, July 25-31, where Glacier Girl will be on display. estoration of Glacier Girl began in January of 1993, after all shipments of aircraft parts from the dig were finally gathered together. The restoration was being done in Roy Shoffner’s (project financier) hangar in Middlesboro, Kentucky. Under supervision of Bob Cardin (project coordinator for the 1992 expedition) warbird specialists began their task by disassembling the massive center section. After initial deconstruction of the plane began, it was evident that damage was more extensive than what appeared on the surface. The more they took apart, the more damage they found. The plane had to be taken apart down to the smallest manageable pieces, making sure each piece was marked for later identification. Parts were then cleaned and checked for functionality to determine if it could be used again, repaired for use, or replaced entirely. Damaged parts served as templates for construction of replacements. Aiding in the process of restoration, an extensive research library was compiled. For research and copy fees of

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Glacier Girl during restoration in Roy Shoffner’s Middlesboro, Kentucky hangar. $1,200, the Smithsonian Institution supplied eight reels of microfilm and stacks of photocopies of era aviation maintenance handbooks, parts and repair manuals. Cardin’s team, using the acquired documents, managed to more or less duplicate the original construction process carried out in the 1940s. Spring of 1993 saw the beginning of actually rebuilding the plane, the main spar being the starting point. Clicos – temporary fasteners resembling bullets – were used so parts could be attached and removed to ensure proper fit and to be certain no pieces were overlooked. Parts were much cheaper to acquire than creating molds to fabricate new ones. Finding them proved to be another adventure in itself. Cardin said he and Shoffner had visited people who claimed to have P-38s, only to discover unrecognizable piles of aluminum that wouldn’t pass as airplane parts. They felt like they spent more hours playing detective than actually acquiring parts. Even when parts were located, owners were reluctant to part with them. In one case, Cardin found a needed set of engine cowling replacements, only to be told he would trade them for a Wright 1820, a rare model of aircraft engine. Cardin found one, traded for that engine and then traded for the cowlings. Another part needed was a control yoke. After several months search Cardin found one, but the owner was unwilling to part with it. Cardin’s persistence, along with a little luck, finally led him to a warehouse where he found 200 of them. The owner of the warehouse didn’t realize what they were! Interested parties also donated their expertise in goods and services to the project. Companies such as B.F. Goodrich Aerospace in England rebuilt the landing gear and brakes, and a Pennsylvania company fabricated a new canopy. An aviation mechanic volunContinued on Page 18


July 2011

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AOPA, FORBES BUSINESS AVIATION WEBSITE JOIN FORCES SHOWING BUSINESS LEADERS BENEFITS OF GENERAL AVIATION The Aircraft Owners and Pilots Association has teamed with Forbes Custom Solutions to show America’s business leaders the value of general aviation to their businesses and to the nation’s economy. Forbes Custom has created ForbesBusinessAviation.com, a special business aviation web site for which AOPA is providing content. And AOPA Online has added a special landing page where Forbes visitors can learn even more about business aviation. “Those of us directly involved in the general aviation industry understand how indispensible a business tool it can be,” said Tom Haines, senior vice president of media for AOPA. “But a smart business person who is unfamiliar with aviation, needs to vet the concept before implementing it. ForbesBusinessAviation.com gives them a vital tool to accomplish that.” Two of the biggest advantages of business aviation are time savings and the ability to go directly to one’s destination without relying on the airlines’ hub-andspoke system. The Forbes business aviation web site demonstrates both advan-

tages right up front with a travel cost calculator at the top of the home page. The site also links to news stories, articles and other resources from AOPA and other aviation sources about business aviation. The cooperative effort is a natural fit for both organizations. AOPA and AOPA Online have a wealth of information on the business advantages of general aviation and Forbes reaches an audience that can directly benefit from those advantages. “Our goal is to show corporate leaders the opportunities and bottom-line benefits that business aviation presents,” said Selden Blommer, Executive Director of Forbes Custom Solutions. “It provides mobility and flexibility in a way airlines just can’t match, and has the potential to open up whole new markets that are far less accessible without business aviation.” AOPA is one of several aviation associations and organizations supporting ForbesBusinessAviation.com. Others include the National Business Aviation Association, the No Plane No Gain cam-

paign, Business & Commercial Aviation and AvBuyer magazines, and the Corporate Angel Network, an organiza-

tion that helps cancer patients get to treatment centers by using empty seats aboard Continued on Page 14

P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254 Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Advertising Sales ....................................................Karyn Dawes (Southern CA) (760) 471-1144 Web Design ..................................................................................................................Josh Nadler 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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Celebrating Twenty-Seven Years of In Flight USA

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July 2011

Move to Dismantle BARR Continued from Page 8 time data regarding the location of the aircraft in flight and its itinerary. Anyone with an Internet connection will be able to find out that the person is away from home, or that the individual is conducting business in a particular location. To limit privacy protection only to those who can show a threat of life endangerment simply strains credulity.” Fuller continued: “Our associations are committed to doing everything we can to ensure that our members retain the ability to prevent their airplane movements from being tracked by cyber-stalkers, terrorists, criminals, paparazzi, business competitors or others whose motives are unknown. Air-traffic and law-enforcement authorities have always enjoyed ready access to general aviation flight information, even with the BARR in place, and we don’t want that to change. The reason we’re taking legal action is because we believe getting on an airplane

A Patriotic Tribute in

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shouldn’t amount to a surrender of a citizen’s basic privacy protections.” Bolen added: “Congress, which enabled the FAA’s aircraft identification blocking program over a decade ago, is actively considering safeguards to ensure the program’s preservation. We could not be more pleased with the support for the BARR program shown by Democrats and Republicans from both chambers of Congress. Unfortunately, the Administration’s sudden, unilateral decision to curtail the program forces us to look to the courts for help in preserving the privacy, competitiveness and security of Americans and American companies while Congress reviews the program.” The DOT announced its intention to dismantle the BARR on May 27, in spite of overwhelming opposition from individuals and organizations in and outside the aviation community. The agency formalized its plans in a rule published in the Federal Register on June 2.

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Julie Clark Continued from Page 4 to cut her hair, and then cut it more, put through more rigorous requirements and certifications than the male candidates, changing her name to Julian on employment applications just to get a return phone call back, the “old boys” of the airline industry were not interested in hiring a woman. One of the most unusual obstacles she faced was the lack of a door on the men’s room in the flight ops area! - Julie offered to install a door herself! Undeterred, Julie went on to become one of the first 21 female airline pilots in North America. Now in her 33rd year as an airshow performer, with nearly 32,000 hours in the air, and 28 years of airline flying – all of the “odd jobs” – civilian Navy pilot instructor, selling antique clocks, flying incubator babies to medical facilities, waiting tables, and even water skiing at Marine World – would eventually pay off. And the hard work has paid off. Both Julie’s professional airline career and her airshow career have allowed her to inspire young pilots across North America. Julie’s work encouraging young would-be pilots brings her to AirVenture this year, just like years past. Participating in the “Women Soar” program for several years, Julie thrives on sharing in the fun and excitement of flight with young people. One of Julie’s most satisfying moments is when young people approach her and credit her with motivating them to pursue a career in

aviation. What a fabulous feeling – knowing that you can inspire countless young aviators! Speaking to young people (and some not so young) across the country, Julie tells her story of inspiration and aviation with pride. Whether it’s a local EAA chapter meeting, a private dinner, a corporate town hall meeting, or a major convention; Julie works hard to insure that the companies who have supported her through the years are properly acknowledged. Promoting the companies that Julie works with by immersing herself with product knowledge to promote their product over and above the rest is the way it’s done. An author (Nothing Stood in Her Way – Captain Julie Clark), and recipient of multiple aviation awards and honors (Art Scholl Memorial Showmanship award, Bill Barber Award for Showmanship, named Woman of the Year, California Senate District 1, and the Katharine and Marjorie Stinson Award, for example), Julie is very proud of her industry acknowledgements and the fans that lift her up each season. That “lift” each airshow season is accentuated by her patriotically-themed choreographed aerial display. Julie’s salute to our veterans and active military was her mainstay long before the U.S. entered into three modern wars. Look for Julie’s aerial performance on Tuesday and Wednesday, July 26 and 27, at AirVenture in her personally restored, Smokin’ T-34 Mentor.


July 2011

Contrails

www.inflightusa.com

13

by Steve Weaver

AIRSHOW ADVENTURES IN PUERTO RICO POLITICS

Steve Weaver’s airshow plane, the smokey, noisy Cessna 337 Bodacious. (Jerry Pastine) ack a few years ago when I was still flying airshows, I received a call from a political party in Puerto Rico. They said they wanted to hire an airshow pilot with a smoky, noisy airplane to help with their political campaign. Since most of the performer’s aircraft lacked the range to fly that far, and my smoky, noisy Cessna 337 Bodacious was one of the few that could do it, they asked if I was interested in coming down? I would be there for four weeks. They would pay me handsomely, put me up in a nice hotel, pay all my expenses and let me airline home on the weekends. I could attend gala parties, meet wonderful people and see the whole island, up close. It would be an experience I would never forget. What, I wondered, was wrong with this picture? I dithered. I didn’t understand what an airshow airplane could do to help a politician get elected. It was 2,000 miles from home. There was lots of water to fly over. What about maintenance? What about fuel? What about smoke oil? What about snakes? They would send a substantial deposit they said. How substantial, I asked? They told me. I would be there Monday, I told them. I called my old friend Larry, who in our salad days once called me up and asked if I wanted to join the Marine Corps with him. “Sure,” I said. Only recently have I begun to forgive him for that. I told him I was flying Bodacious to Puerto Rico to do a month-long series of airshows for a political party. I feared water, snakes and dying, and would he like to go along? “Sure,” he said.

B

Steve Weaver with Bodacious. (Jerry Pastine) Charts. We needed charts. A rush order to AOPA produced a foot high stack of graphics and an evening of planning on the kitchen table, punctuated with the rustle of paper and murmurs of “wait, what chart does this join?” produced a sort of flight plan. We chose the island of Grand Turk as our fuel stop, approximately 400 miles out in the Caribbean and more or less in line with where we were going. Suddenly it dawned on me – we also needed passports. While Puerto Rico is U.S. soil, the same can’t be said for the islands dotting the Caribbean. A mad scramble ensued to get the needed documents. By shameless use of a congressman and with Fed Ex’s help, the passports arrived in time. The airplane was checked over and fueled and the weather map scrutinized. We were ready. The flight from West Virginia to Fort Lauderdale was routine and the day was almost done when we picked up the inflatable raft and survival kit that we had rented for the flight. We checked in at the local Ramada Inn, had a light supper and turned in early, in order to be sharp for tomorrow’s flight. I snapped off the light, then for the next several hours, stared at Continued on Page 18

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Celebrating Twenty-Seven Years of In Flight USA

July 2011

DOT TO PROVIDE GREATER PUBLIC ACCESS TO GENERAL AVIATION FLIGHT INFORMATION Editor’s Note: Please see editorial comment about this issue from general aviation advocate groups, beginning on page 8. The public will soon have greater access to on-line information about the flight paths of general aviation aircraft, U.S. Transportation Secretary Ray LaHood announced. The change will be effective 60 days from the June 2nd publication in the Federal Register. Operators of general aviation aircraft no longer will be able to cite privacy as a reason to prevent the public from viewing their flight information on Internet sites that show the registration number, flight path, departure point and destination, and flight length for all aircraft operations over the United States. In the future, the Federal Aviation Administration (FAA) will block public viewing of this information only after the operators certify that they have a valid security concern. As before, neither the sites nor the aircraft owner or operator will disclose the identity of persons on the flight, the purpose of the flight or the reason for the security concern. “This action is in keeping with the Obama administration’s commitment to transparency in government,” Secretary

LaHood said. “Both general aviation and commercial aircraft use the public airspace and air traffic control facilities, and the public has a right to information about their activities.” Since 1997, air carriers, corporations that own and operate aircraft, professional aviation organizations and government agencies have had access to the real-time flight information of both airlines and general aviation through the Aircraft Situational Display to Industry (ASDI) and National Airspace System Status Information (NASSI) websites. Other members of the public have been able to subscribe to this information with the data delayed five minutes for security reasons. While commercial air carriers’ schedules are available to the public, the operations of general aviation aircraft cannot be tracked except through one of these electronic systems. In the future, the only way operators and owners of general aviation aircraft will be able to block displays of their flight information is by providing the FAA written certification that revealing this to the public would pose a valid security threat. This amendment makes final a proposal issued on March 1, 2011.

Business Aviation Web Site Continued from Page 11 corporate aircraft. Forbes Media encompasses Forbes and Forbes.com, the leading business site on the Web that reaches on average more than 18 million people monthly. The company publishes Forbes and Forbes Asia, which together reach a worldwide audience of more than 6 million readers. It also publishes ForbesLife magazine, in addition to licensee editions in Africa, China, Croatia, Bulgaria, India, Indonesia, Israel, Korea, Latvia, Middle East, Poland, Romania, Russia, Slovakia,

Information Fri - Sun 10:00 AM - 4:00 PM (805) 922-8758

Turkey and Ukraine. Other Forbes Media Web sites are ForbesWoman.com; RealClearPolitics.com; RealClearMarkets.com; RealClearSports.com and RealClearWorld.com. Together with Forbes.com, these sites reach on average nearly 20 million business decision makers each month. With more than 400,000 members, AOPA is the world’s largest civil aviation association, dedicated to protecting the interests and promoting the benefits of general aviation.

Subscribe to In Flight USA today for home delivery of your source for aviation news, information and features.


July 2011

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Celebrating Twenty-Seven Years of In Flight USA

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Soaring With Sagar

July 2011

Story and Photos by Sagar Pathak

REAL WORLD REFUELING aying on my belly in the back of the KC-135 from March ARB at 20,000 feet, I stared out into an ominous grey cloud. I couldn’t see the ground nor had any sense of depth or movement even though we were going 315 knots. It was as though we were in a grey void hanging in the sky. And to compound my fear, there was a thin coating of hydraulic fluid all over the boom’s window. It was like looking through a window coated in Vaseline. Knowing that there was going to be an F-16 just 10 feet away from us, both of us bouncing around due to turbulence from the clouds, and the boom operator not clearly being able to see the plane was less then comforting. But out there somewhere in the void were eight F-16s from Luke AFB that needed fuel to complete their training. And one way or another, SRA Shawn Racchini, boom operator for the 912th Air Refueling Squadron, was going to get them that fuel. With nearly five years under his belt as a boom operator, SRA Racchini has been deployed oversees five times and knows how to get the job done. Eight years ago, I went on my first aerial refueling flight with a KC-135 with the 163rd ARW from March AFB. During that flight, we refueled two F-16s from the 144th FW over the deep blue Pacific Ocean. Blue skies, blue ocean, and two sleek airplanes. Years and a dozen refueling missions later, I was back on a tanker based at March. But this time it was definitely less than ideal conditions. The week prior to our flight, our KC-135R had just returned from Bagram, Afghanistan and along the way, the Forward Air Refueling Pump on the Aft Body developed a leak. The dedicated maintainers from the 452nd Maintenance Group fixed the leak and hosed out the excess hydraulic fluid as best they could in the oldest KC-135 based at March ARB. But, unfortunately, a small amount of fluid pooled in a corner of the rear of the aircraft and they could not get it all out. Once airborne, with the rear boom window open, this fluid would swirl around and slowly coat the entire boom operator’s window. It would take several flights to clear itself out. Unfortunately, one of those flights was ours. After a thorough briefing with our pilots, CPT Rick Adams and CPT Jamie

L

Boom Operator SrA Shawn Racchini peers through a hydraulic fluid soaked window and still manages to fly the boom to the awaiting F-16. (Sagar Pathak)

The crew from the 912th Air Refueling Squad conduct a pre-flight briefing before take off. (Sagar Pathak)

A brand new student pilot tries to hold his plane in formation with the KC-135R as SrA Racchini and the Instructor Pilot sitting in the back seat give him assistance. (Sagar Pathak)

The F-16 from the 308th FS “Emerald Knights” opens its' refueling door so the KC-135R's boom can make contact and transfer the fuel, allowing the F-16 to extend it's training mission without having to land and refuel. (Sagar Pathak)

Studer, also from the 912th Air Refueling Squadron, we boarded the crew van and headed out to the KC-135. Maintenance had everything operational for the mission and we boarded the jet for the California/Arizona border. With an uneventful take off, we cleared the Southern California Airspace and headed east to our aerial refueling track. On the horizon loomed the clouds that we saw in the weather report that would obscure the aerial refueling track. But this was not enough to deter the 912th from completing their mission. Be it here in the United States, or overseas offloading gas so that aircraft could stay in the fight and protect the troops on the ground, the tankers of the 912th stood up to the challenge. The thing that impressed me was that on every other media flight that I had participated in, the weather was immaculate, be it by chance or planning. But this was the first time I had a chance to experience the less than ideal conditions that these crews face constantly. It really hit home that the IFR conditions that they trained in combined with the “Yo-Yo Ops” (where one jet stays in the fight and the second comes up for fuel, and then they swap, ensuring continuous coverage for the troops on the ground) were analogous to the conditions that they flew in during wartime. Day or night, clear skies or cloudy, clear glass or blurred, if that aircrew could fly and if that boomer could safely operate his refueling boom, then those planes were going to get the gas that they needed. Once we got to the aerial refueling track, we orbited the area and waited for the 308th FS “Emerald Knights” to show up. CPT Studer and CPT Adams shared the responsibilities of flying the jet, communicating with the boom, communicating with air traffic control and talking to the fighters; a task not easily accomplished but handled with adept skill. It was hard to see anything out the window as is, and the flying in and out of the clouds didn’t help either. But eventually the first pair of fighters, call sign APEX, showed up. What I didn’t know was that the 308th was one of the Air Continued on Page 65


July 2011

www.inflightusa.com

Aviation Ancestry

17

by Scott Schwartz

BUFF: PART 1 ith a wary eye on Nazi aggression, the U.S. was in need of a bomber that could fly directly to targets in Europe from bases on the North American continent. This was the early 1940s, and several long-range bomber programs were launched. None came to fruition until just after the end of the war, when Convair rolled out its piston-engine XB-36, and Northrop presented its XB-35, which was also powered by piston engines. Nevertheless, the U.S. Army Force had already set its sights on more modern, post-war designs as early as 1945. By the end of that year, the desired specifications for a highspeed/high altitude bomber had coalesced into an official requirement. The new bomber had to be able to carry 10,000 pounds of bombs, be able to carry those bombs for 5,000 miles, and it had to cruise at 300 mph while flying at 35,000 feet. At the time, the new Consolidated-Vultee B-36 could fly high and far, but not fast enough. In response to this new bomber requirement, Consolidated-Vultee came up with an aircraft that was basically a swept-wing, jet engine version of the B36. Boeing’s design – the Model 462

W

The XB-52 had the pilot and co-pilot sitting in tandem, under a fighter-like canopy. Then-SAC Commander Gen. Curtis LeMay objected to this arrangement, and production models had side-by-side seating for the pilots. (Photo courtesy of the National Museum of the United States Air Force.)

looked suspiciously like the B-29. And, with good reason; the Model 462 was essentially a scaled-up version of the B29/B-50 Superfortress. The difference, though, was that the Model 462 was to be powered by six Wright T35 turbo-prop engines. Although the Model 462 initially met most of the Army’s requirements, its projected top speed wasn’t great enough, so more powerful turbo-prop engines were figured into the mix. Plus, the wings changed so that the leading edges were slightly swept back. The end result was a descendant of the B-29/B-50 with swept wings and six turbo-prop engines that drove contra-rotating propellers. The new U.S. Air Force authorized construction of two prototypes plus one mock-up of the new bomber, which was now designated as the...B-52. The B-52 that we know today would have turned out quite differently, had it not been for three things. Item number one was the successful development of the swept-wing XB-47 jet powered medium all-jet bomber. Item number two was the mechanical problems that were being encountered with the turbo-prop engines, Continued on Page 35

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Celebrating Twenty-Seven Years of In Flight USA

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Contrails Continued from Page 13 the ceiling and reviewed the following items: ditching procedures, survival techniques, lost communication procedures, techniques for finding water on desert islands, communicating with natives via sign language, methods to appear indigestible to cannibals, etc. When I was finished with that, I moved on to a detailed mental critique of the book, Looking For

Amelia Earhart. Soon the edge of our window started to lighten and I knew my chance for sleep was over. I was exhausted. I gloomily pulled back the curtain and peered out. Rats! It was IFR. Not only was I going to launch smack into the middle of the Bermuda Triangle, I wouldn’t even be able to see anything when I did it. Well no matter, we needed to keep to

our schedule if we were to arrive in Puerto Rico on time. Besides, the airplane wouldn’t know we were flying into an area that seems to gobble up passing ships and airplanes. It had remained rock solid and dependable, even with the extreme flying of the airshows and I felt it would remain so for this trip. Larry still snoozed. I kicked his bed and bright blue eyes snapped open in a

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July 2011

rested face. He happily announced that he’d had a wonderful sleep and couldn’t wait to get started. I stared at him dully through my own bloodshot eyes while unkind thoughts muttered and stomped through my mind. The weather, though low IFR at takeoff, slowly moderated and two hours into the flight, we were winging through the bright sunshine of a Bahamian morning. The sea really did have the bluegreen look of the travel posters and small islands dotted our path. The water was clear and generally not deep, and occasionally we could see a sunken boat resting on the bottom. Fuel and customs at Grand Turk were uneventful, and late afternoon brought the solid shape of the island of Puerto Rico ghosting through the sea haze. Fernando Dominicci, the general aviation airport for San Juan, is located near the north shore of the island on a narrow spit of land, hard by the wharves where the cruise ships dock. We landed and rolled out, looking around at the numerous and varied aircraft that crowded the single runway. DC-3s, Widgeons and many other transport aircraft were scattered about, and almost every type and make of general aviation aircraft was parked wherever there was room to park. Since we had been on foreign soil at Grand Turk, we asked to taxi to customs, where an inspector regarded the airshow paint on Bodacious with some confusion. We explained our mission as best we could without really understanding it ourselves, and were soon free to join our sponsor, who was there waiting. Until my meeting that afternoon with Antonio Brunet, erstwhile stone quarry executive and behind-the-scene Popular Democratic Party supporter and my financial sponsor, I had lumped all political campaigning into the “Boring things Continued on Page 19

Glacier Girl Continued from Page 10 teered to rebuild the Allison engines for the cost of parts. The electrical system was replaced in the same manner. When this project was completed, Glacier Girl was one of the most perfect warbird restorations ever. “This is going to be the finest P-38 in the world, and it may be the finest restoration of any warbird ever done,” said Cardin. Work completed, thousands of people, from veteran aviators and aviation buffs to curious onlookers, came to a hangar in Middlesboro, Kentucky, to see a not-so-forgotten piece of history.


July 2011

www.inflightusa.com

19

Contrails Continued from Page 18 that I don’t want to be around” category. I pictured shiny faced politicians kissing babies and droning through incessant speeches and deadly dull fund raising dinners that should be avoided at all cost. Then I learned about politics, Latin style. Puerto Rico is an island 100 miles long and 35 miles wide lying roughly east to west with a population of 3.6 million people. Because this dense population was packed into such a small area, I was delighted to learn that the Puerto Ricans had developed a style of campaigning that was anything but boring. During major elections such as this one, everyone on the island seemed to be involved in the campaign in one fashion or another and the elections take on an importance that we never see in the U.S. Much of the activity centers on the campaign parades they call trains. These trains are made up of many hundreds, perhaps thousands of vehicles that form in a miles-long line, and travel from town to town, as a sort of rolling party. The political candidates ride on the back of huge decorated trucks, waving to the crowds that line the narrow roads. They are flanked by boom trucks outfitted with speakers the size of Volkswagens mounted on hydraulic lifts that make the earth vibrate with the party music they play. As they pull into the main street of a town, the houses empty and there is – quite literally – dancing in the streets, as a sleeping village turns into an instant party. Vendors are routinely part of the train, so food and drink add to the celebration before the speeches start. The closest I can come to describing my job during this particular campaign, would be to say I was hired to strafe the populace without having to shoot anyone. I would time my arrival over a village or town a half-hour or so before the train was due, and proceed to empty every house in town. This was accomplished by multiple screaming, smoke

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trailing passes at 200 miles per hour over the rooftops at an altitude just sufficient to avoid collecting TV antenna. How could I be getting paid for this, I wondered? If only they had known, I would have done it for nothing. Since the capacity of my smoke oil tank was only seven gallons and good for only about 15 minutes of mosquito

killing, Larry and I developed a method of transferring smoke oil from five-gallon tins to the tank, using a Wal-Mart battery powered pump. Larry would crouch in the rear of the cabin facing the rear of the airplane and pump the oil from the tins to the smoke oil tank, while I yanked and banked through the hot bumpy air. I secretly thought if it were me back there

I would last only a little while before losing my breakfast, but Larry never seemed to notice the discomfort. It served to give us a killer smoke system and enabled us to turn the sunniest village IFR in short order. To be continued in the August issue of In Flight USA.


Celebrating Twenty-Seven Years of In Flight USA

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By A. Kevin Grantham he Mid-Atlantic Air Museum, located in Reading, Pa., held their 21st annual airshow, more affectionately known as World War II Weekend, June 3-5, 2011. Those of you who have never been to Reading around the D-Day anniversary do not know what you are missing. This event is one of the biggest and most unique airshows on the East coast. Unique in that the entire airport facility is transformed into a virtual Disneyland of World War II activities supported by hundreds of volunteers wearing period costumes that help project the sights and sound of the United States during the early 1940s. One visitor said, “coming to World War II Weekend is like being in an episode of The Twilight Zone where all the people are magically transported back to a time when America’s single focus was invested in the fight for freedom.” The organizers of this retro affair take great pride in what they do each year to preserve living history. One of the more special features of the show is the number of honored war veterans that are invited to attend and, in-turn, give talks to the public about their war experiences. Anyone interested in World War II history has ample opportunity to learn firsthand from veterans like P-38 Ace Bill Behrns and Elaine Harmon who was in the second-to-last class to graduate before the Women Airforce Service Pilots (WASP) organization was disbanded. Former Army Private Joseph Lockard gave one of the more historical presentations over the weekend. Those of you who know your Pearl Harbor history will recognize Lockard as the radar operator that detected the approaching Japanese planes shortly after 7 a.m. on Dec. 7, 1941. Lockard told the audience

T

Marine demonstrating the awesome destructive power of a real World War II flamethrower. (A. Kevin Grantham)

The re-creation of famous Iwo Jima flag raising performed by the Parris Island Historical and Museum Living History Detachment. (A. Kevin Grantham)

Early on the morning of Dec. 7 1941, Private Joseph Lockard was the first to see the approaching Japanese planes on his radar set. Mr. Lockard is showing the audience a drawing of what he saw on his radar scope that fateful morning. (A. Kevin Grantham) that he was training a new operator, Private George Elliott, that morning when suddenly a very large radar reflection appeared on his cathode ray tube display. He first made sure the equipment was functioning properly before reportContinued on Page 23


July 2011

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July 2011

FIRST FEMALE CIVILIAN AIR TRAFFIC CONTROLLER IN THE U.S.

Mary Chance VanScyoc became one of the nation’s first recognized air traffic controlers in June of 1942.

By Carl E. Chance Editor, WingsOverKansas.com ccording to Andrew Pitas, former historian with the Air Traffic Controllers Association, Mary Chance VanScyoc was one of the country’s first recognized female civilian air traffic Controller’s in the United States. She played a vital role as one of many pioneer female aviation controller’s during World War II, representing more than 40 percent of the controller workforce.

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The Beginning: She was born in Wichita, Kans., on Dec. 26, 1919 to Lois and Gerald Chance at a time in history when Wichita was fast becoming an aviation “hot-spot” in the nation. It was on April 8, 1920 that a Laird Swallow, the first commercially produced airplane in the United States, made its first flight over Wichita, Kans. In 1929, the city fathers’ gave Wichita its title as “Air Capital of the World.” That title was well-earned by the fact that Wichita was boasting to the world its impressive aviation growth with 11 airports and 1,640 acres of flying fields. It had close to 100 aircraft-related businesses, including 16 factories, six engine factories, 25 accessory firms, seven service firms, 12 flying schools and two manufacturers of flying togs. The 2,000 men and women employed in the aircraft plants were capable of producing 120 airplanes a week. Wichita’s municipal airport had a square mile of good landing fields. Its brick and steel hangar could hold 30 planes, including any plane being built. The Wichita aviation community had a lot to brag about.

The long and storied aviation history in Kansas had begun in earnest soon after World War I. Included in that history were aviation pioneers like Cessna, Beech, Swallow, Stearman, Mooney, Swift, Boeing and later, Lear, along with countless others that preceded those iconic aviation entrepreneurs. One of those early aviation pioneers, Clyde Cessna, gave Mary her first airplane ride in 1935 when she was 16 years old. From then on, Mary was in love with flying. In her later years, Mary had retold this story, as she was one of a few people at that time that could say she had known Clyde Cessna and had flown with him. She saved money from baby-sitting to take flying lessons and soloed the day after her 19th birthday in 1938. In the epilogue of her book, A Lifetime of Chances, Mary had said, “As a young girl, long before I ever thought about becoming a pilot, I had a recurring dream. In this dream, I would either be walking or roller-skating on the sidewalk. Then I would flap my arms and fly about six feet off the ground. I remember how much fun this seemed to be, and then I would wake up to find it was only a dream. But my dreams became reality. I was privileged to fly much of my life. I was so fortunate to have had parents who allowed me to pursue my dreams. I was lucky to have married a man who shared my dreams and to have had children who supported all my endeavors.” Mary was the first female aviation student at Wichita University as a Flying Shocker in the Cessna Pilot Training program of 1940. She graduated with a degree in physical education and English. Following graduation, she taught school Continued on Page 24


July 2011

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Doug Matthews’North American P-51D was one of two Mustangs that attend the show. Here it is highlighted by a realistic looking war era backdrop. (A. Kevin Grantham) Continued from Page 20 ing his discovery to Lieutenant Kermit Tyler at Fort Shafter’s information center. Lt. Tyler, believing that Lockard had detected an inbound flight of B-17s, told him not to worry about it. So, Lockard and Elliott departed the sight and headed down the Opana Ridge for their camp on Bob Coolbaugh at the controls of his the beach. They did not realize what they Curtiss Pusher replica painted up to celehad actually detected was 180 Japanese brate the 100 anniversary of Untied aircraft moving in from the north, 137 States Naval Aviation. miles away, en route to attack Pearl (A. Kevin Grantham) Harbor, until they saw the pillars of smoke coming from burning ships in the harbor after arriving at their base camp on the beach below the ridge. Lockard’s presentation was one of many important historical lectures given during each day of the show. The Mid-Atlantic Air Museum hosts The German forces at World War II some very impressive airplanes, includWeekend mustered a tank for their mock ing their North American B-25 “Briefing battle with American troops. Alas, it Time” and their Grumman TBM Avenmade no matter as the American's overger, but the crown jewel of the Museum’s whelmed the armor vehicle with superior collection is without question their ultra firepower. (A. Kevin Grantham) rear Northrop P-61 Black Widow. This extraordinary airplane was recovered in 1990 from Mount Cyclops in New Guinea by Museum founders Eugene “Pappy” Strine and his son Russ, along with a sea of volunteers. Since that time, the night fighter has undergone a lengthy restoration. Although it is several years from being the only flying P-61 in the The Commemorative Air Forces B-34 world, viewing this priceless aircraft is Superfortress was one of the many unique worth the charge of admission alone. attractions at World War II Weekend. It Joining the ranks of the airshow aircraft was a delight to see this airplane back in was the Commemorative Air Force’s the air after being grounded for several (CAF) rare Curtiss SB2C Helldiver and years. (A. Kevin Grantham) Boeing B-29 Superfortress, which are as well. Standing out among the crowded currently the only flying types of their field of warbirds was Jim Beasley’s Rollkind in the world. The CAF’s B-29 Royce Griffon power MKXVII Spitfire. named FiFi was welcomed back to the The growl of the powerful Griffon engine airshow circuit after being grounded for hypnotized the spectators while Beasley several years. This was great news to the put the bird through some amazing aeropeople wanting to purchase an once-in-abatic maneuvers. lifetime ticket to ride in this bomber. The thing that really sets World War There was an abundance of training, transport, and fighter aircraft at the show Continued on Page 34

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Air Traffic Controller

Continued from Page 22 for a year at Ford, Kans., then as “chance” would have it, Mary noticed an ad in the newspaper for air traffic controllers. World War II had started and a large number of men had left to join the various military services. As a result, jobs opened up for women. This was a time that “Rosie the Riveter” was to become a household word for women who worked in the nations defense plants. However, since Mary was a pilot her interests lie in becoming an air traffic controller. The requirements to apply were a college degree and a pilot’s license, and Mary had both. She was given a job and left for Denver, Colo. on June 1, 1942. It was at this time that the industry took note of her status as the first woman to enter the field, but soon after many other women followed in Mary’s footsteps. Within a month following Mary’s arrival, Joyce Mead and Madelyn Brown became the next females to arrive at the Airway Traffic Control Center. Another, Marge Haynes soon followed as an ATC, offering some welcome company for Mary and her friends. It was August of 1941 when Congress appropriated funds for the Civil Aeronautics Administration (CAA) to construct and operate towers, and soon the CAA began taking over operations at the first of these towers, with their number growing to 115 by 1944. In the postwar era, ATC at most airports was eventually to become a permanent federal control system. Women too, for the first time were being trained as controllers during the war, and, at their peak, represented well over 40 percent of the controller workforce.

A Mile High in Denver: Mary and her female counterparts started out their first job working on the “B” board in the Denver tower. Wearing headsets, they talked with air bases, flight stations, airline operators, and pilots who had filed flight plans. Mary had to be fast in getting data to the “A” boards where all information was being plotted on strips of paper. There, controllers would have responsibility of maintaining sepa-

ration of all the aircraft on the airways until the flights were turned over to the towers for landing clearance. After being there for a short time, Mary started working the “A” boards, at first under supervision for a few months, then began working independently. Mary and her sister ATC friends worked with 12 male controllers in the facility all the while enjoying acceptance and support as ATC professionals in this formerly maledominated profession. While in Denver, Mary continued to fly and didn’t waste any time getting her commercial pilot’s license. Six months later, Mary was promoted to the Denver tower as an assistant controller. The action in the tower proved to be much more exciting than in the center, but after six months she had to go back to the center for an additional six months of training. The payoff happened then as she was promoted back into the Denver tower as a full controller. Look for part two of this story in the August issue of In Flight USA. To read an article written by Mary and furnished to Wings Over Kansas web site in the year 2000, go to: www.wingsoverkansas.com/bonnie/article.asp?id=68. For a book review of Prairie Runways: The History of Wichita’s Original Municipal Airport, log on to http://wingsoverkansas.com/books/article.asp?id=201. Log onto www.wingsoverkansas.com for a comprehensive overview of Worldwide Aviation News, History, Education, Photos, Videos, Careers, Aviation Pioneers, Feature Stories and Learn-To-Fly. Cited References: U.S. Centennial of Flight Commission. 5/4/2011. www.centennialofflight.gov/essay/ Government_Role/Air_traffic_control/P OL15.htm. Van Scyoc, Mary Chance. A Lifetime Of Chances. Wichita Press/Parkwood Press 1996. 70-87. Wichita Eagle, Wichita tooted aviation’s horn. Mon., Feb. 25, 1985.

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July 2011

W h a t’ s U p ! ?

IT BLOWS MY MIND or the more than 12 years I’ve had the privilege and pleasure of writing this column, I’ve never been more surprised than by the lack of response to the beginning of my June column. I actually thought about wearing a helmet and body armor while writing it and for days after it was published. I always get a few emails or anonymous calls from nameless readers with a comment or two and a mild threat on my life. Surprisingly, it didn’t happen once since my June column hit the ramps. I have surmised that all the copies were gone before you got yours, you were away having plastic surgery done, in the middle of the divorce you wanted so badly, or you are so old now you can’t read the small print. Now you have a second chance; you can go online to inflightusa.com, find my column and jump on this second opportunity to be offended, or be enlightened. It’s a matter of prospective and I hope you will stay positive. While I’ve always chosen a more humorous path to life, liberty, and the pursuit of the best Chinese food, plus safe aviating, I invite you to have another look at “Don’t forget to check the top.” Since writing it I have sadly had more incidents to support my theory.

F

Very few actually need an airplane . . . most just want them There is nothing wrong with wanting something you don’t need such as another scoop of ice cream, another giant plate of pasta, or stretching your vacation an extra day. Those are great things to want! But – and there’s always a “but” – of the things on your want or bucket list, how many of the items do you really need? Note: Good health should always be at the top. I love all of you who want and love to fly. I love those of you that buy an airplane from me even more. However, as much as I try to slow the process down and have you take a deep breath, and admire how good I look for my age, so many of you are possessed with “I have to buy an airplane…now!” Look, all you good fellas and fellaettes, there is more than one way to skin this cat. If buying an airplane is going to keep you awake worrying about how you are going to pay for it, that might be the first clue that maybe the time isn’t right.

If you start asking how much do tires cost, and what is the cost of the hamburgers at the XYZ airport, that might be clue number two. I think the one clue I put at the top of the “oops list” is, “what happens if I lose my job?” One more thing, and contrary to some of you who might think I can see and tell the future, I don’t know what “gottcha problems” might pop up if you buy an airplane. I don’t know if you’ll blow a tire or if the tax rate in your county will go up, and I certainly don’t know what you might break or hit when you make a forced landing in some farmers field and break some of his corn. With this short lecture almost over, here’s my final words; buying an airplane should be fun. Even buying into a partnership qualifies for the same fun. Don’t sign any documents that are going to keep you awake at night and cause your kids to go hungry or become homeless. By the way, there are many of you who actually need airplanes for many really admirable life saving reasons and that’s a totally different ball game. I’m sure you know I’m talking specifically about general aviation. My hats are off to you fire spotters, conservationist, and Young Eagle pilots who use your airplane to make the world a better place to live. I also applaud those who commute so you can make the money you need in the big city to support your airplane and give your families a better place to live and fresher air to breath. Bravo to you and all the other clear thinking pilots that don’t “jay walk” and who do look both ways before take off. I hope I know some of you; hey! Come to think of it, I do!

So here’s the thing! This is just a scenario in my mind and I would refuse to swear that it’s the truth with my hand on an iPad, but it could be. Now you have to stay with me on this to get the whole picture. You and some friends are enjoying a view of a lovely bay (to be named at a later date), but the only problem is that you’re upside down and buried in some serious salty mud. Science has shown us that when engines quit, landing in or on something soft usually works well, unless it’s quicksand but that doesn’t matter to the insurance companies. To continue, I need to back up a little.

Let’s say that you are having a lovely night out with some friends and stop in at a really nice airport that has a really nice restaurant. You partake in a great dinner. You leave the eatery with your toothpick still sticking out of your mouth, you stretch a little, and then your pilot brain starts spooling up. You think, “Let’s see, I had “X” amount of fuel when I blasted off in my rental steed. I flew “XX” hours, I think. Hummmm, I don’t see a fuel truck around, it’s getting dark, I have a relatively short leg to fly to my tie down spot, oh what the heck, let’s get on with it.” So, you kick the tires and light the fire! Now you have to ask yourself, what if the fuel truck was sitting right there in front of you, would you have thrown in a few cups of fuel? I know, we all know, this is a very familiar scenario and, it often ends with a lot of paper work and interviews. Now remember, this is just my “scenario.” But it is possible that I am letting what might have been the 172 I noticed as I was driving off my field, motivate me to write this. Maybe it was my wife saying, “Why did that airplane just land in the mud?” Maybe it was the sun setting and my memories of similar evening dinner flights when I too might have squeaked in on fumes. There are more questions here than there are answers. As I write this I have no idea who was in that airplane, and I certainly have no information on the actual flight and how it became a Cessna Submarine. I will have access to that information, and I will know the answer by the time we meet again. But for now, there is no need to stir the pot. I personally am very happy that no one was seriously injured, unless you call a severe case of muddy clothes an injury. In conclusion, I’d like to offer this piece of advice: we, you, they, he, she, have all been overly trained to do things to pass a test, to keep things standard, and – most of all – fly the “good-old” box pattern. Think about this as you are dunking your Oreos in your milk: I’ve said it before and I will say it over and over again, airplanes just don’t quit flying without first sending you some messages. Sadly, some pilots just don’t open their mail. If you have the slightest feeling, thought, or inkling that something just ain’t right, head for the runway. It’s a legal procedure to request or announce, “direct to the numbers,” or just do it after

Larry Shapiro tower hours if you think you are about to be on the 11:00 news. Try to crash near the airport, or you might even get really lucky and dead stick it right to the runway and no one will ever know about your “almost” exciting adventure. I hope you all know that I shared this with you for two reasons: don’t walk around with a toothpick in your mouth, and don’t land in mud.

Just when I thought I’d heard it all I hadn’t Please don’t take this personally and I know some of you probably will, but there are a few categories of folks I try to avoid in my day job. There are some professions and the professionals who live in them that I will avoid like a bill collector. These gifted, overly educated, six-figure income and sometimes, pompous citizens, always honor me with their presence and begin by telling me how to run my business. They have no interest in what I have to say and they always know more than I do about most of everything we talk about. If it will ruin the rest of your life not knowing who they are, ask me off line and I’ll be glad to tell you. Shoot, now I lost my place, oh yes, so, just when I thought I had heard it all I was unhappily surprised to find out that I hadn’t. A very charming, multi-degreed, multi-country resident made an appointment with me stating he had important business and that is why he wanted to meet with me on Sunday. He asked that I be on time, which, of course, I was. He was only an hour late but he was charming. As the hours ticked by I knew at least two things; first, he had a problem I couldn’t fix or I should say buying an airplane couldn’t or wouldn’t fix his problem. Second, he was a great talker that took great notes, was really good at math, and most important, he didn’t listen to a thing I said. That was verified by his equally charming son that made our 4.5 hours together more bearable and I especially loved him for saying, “Dad, you keep asking Mr. Shapiro the same quesContinued on Page 33


July 2011

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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, NASAcreated 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 pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, “CALLBACK,” which contains selected, deidentified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from “CALLBACK,” for our readers to read, study, occasional laugh at and always, learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

WHAT WOULD YOU HAVE DONE? This month we present an incident that required quick decisions on the part of the ASRS reporter. How did our reporter do? You be the judge. In “the first half of the story,” we report an excerpt followed by several plausible action choices. Next, you will find “the rest of the story,” the actions actually taken by the reporter to resolve his situation. This incident will give you a chance to draw on your own operating experience to anticipate what you would have done in the same situation.

The First Half of the Story “My Climb Would Not Safely Increase” (Piper Cherokee Pilot’s Report) • I arrived at the airport early in anticipation of favorable weather to perform several practice IFR approaches at a nearby airport. Unfortunately a layer

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of fog and haze had set in that reduced visibility at the departure airport below minimums, making an IFR departure an unfavorable option in case I had to return with an emergency. I spent the morning doing cleanup work around the aircraft and performing parts of the preflight checklist including removing the cover, checking oil and tire pressure. The checklist procedures were not performed in the standard order and were executed as part of other tasks. The weather finally broke and the cloud layer had risen high enough to provide for a safe IFR departure. I started the engine and taxied to the runway for run-up. The temperatures were relatively cool in the mid 50’s and the engine run-up was normal. After receiving IFR clearance I departed the airport without incident. As part of the climb out I noticed RPM levels were lower then expected and my climb would not safely increase over 500 fpm without

speed dropping. In thinking through possible scenarios I realized that in the process of performing my non-standard checklist I may have forgotten to remove the cowling plugs…

What would you have done? • Immediately return to the departure airport • Declare an emergency with ATC • Continue above the cloud layer to destination • ????

The Rest of the Story The Reporter’s Action: Continue above the cloud layer to destination …Although my climb rate was less then optimal I was able to maintain altitude sufficient to continue flight without Continued on Page 33

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OLIVER SPRINGS, TENNESSEE y old Garmin 396 couldn’t find Oliver Springs airport, which is near Oak Ridge, Tenn., which is near Knoxville, Tenn., which is – aw, go look it up – but airnav.com and the trusty map application on my ancient, first generation iPhone could. AT&T cell phone service actually works way out here in the sticks in Tennessee. What a cool place! Grass runway, a few hangars – one with a door, one with a few tarps across it, and a great selection of airplanes. There are three or four Cessna 182s, some 172s, and an immaculate Cessna 150 that’s been in the family for over 30 years. The owner was waiting for her instructor to show up to give her a BFR, and she explained, in her soft, Tennessee accent, that her husband had died a year ago. But the last thing he did was to rebuild the airplane, making everything new, and giving it an immaculate paint job. She also says that there are two flying clubs on the field. Meanwhile, tied down in the grass, and still visible above that grass, another Cessna 150 with crazed glass and faded

M

paint, sits forlornly outside, waiting for somebody, anybody, to call its name. N5551G. On this Memorial Day Monday, a family sits outside, alternately flying two electrically powered radio controlled model airplanes. A Pterodactyl Ascender, an ancient ultralight, flies up and down the length of the runway. The owner, I’m told, is deathly afraid of thermals so contents himself with crow hops. His other Ascender sits in the hangar, and his partially assembled HiMax is outside for the moment, a plane that desperately calls for a tax on ugliness – a stiff tax. Meanwhile, little white bugs crawl across my computer screen as I sit in my car, typing this. Behind the tarp in that hangar is an ancient Bonanza that has been converted to a twin. Supposedly it hasn’t flown for 30 years, and I rather doubt that it will fly in the next 30 either. There is a clean Citabria, two Aeronca Champs (one immaculate), and an Aeronca Chief, plus a TriTraveler, a Champ with a nosewheel instead of a tailwheel. Or, in the case of the one I saw in Arizona, in addition to a

tailwheel. Some of the hangars have strands of fishing wire hanging down at a six-inch spacing to keep the chimney swifts out. Other hangars have planes coated with bird poo. Some hangars have ramps to keep the planes up out of the occasional flood, and those planes are usually nosed in, presumably under their own power. This is the kind of field where a Cessna 182 makes a lot of sense. It can handle grass, it’s not too slow, and it carries a bunch. Then again, my old Cessna, waiting for me back in Iowa, does much the same. What wind there is here is a crosswind, with puffy clouds indicating rough air all around, and the temperature is steady at 90 degrees. The hottest ship on the field is an RV-7A that hasn’t flown in a while. I haven’t flown in a while, either – three takeoffs and landings in the RV8A, right after its annual condition inspection, nothing in the two months before that. As I sit here in the Audi, the air conditioning barely keeping up with the demand, there’s a part of me that would so very much like to be hot, sweaty, and wiping the bugs off both me and the biplane as I discuss aerobatics with my passenger, having just landed. Maybe some day.

jiggling the backseater side to side. Not a good way to impress new friends Ed with your airplane, Wischmeyer especially if they’re new to airplanes as well. With the help of new friends at Gulfstream, I was able to find hangar space at a grass field sort of like Oliver Springs, except with brand new hangars. Trouble is, although the hangars are new and the grass runway is in great shape, the taxiways and the dirt around the hangars are not in good shape. Taxiing across them would be treacherous, and pushing an RV-8A backwards, with that swiveling nosewheel, would be onerous. Yes, there are fixes, like a winch (I typed “wench” the first time, and that sounds good, too) for pulling the plane into the hangar (if the wench can do that, she’s too much for me) and a new tow bar that actually fits, but instead I’ll have money in the bank and be down to one airplane for the first time in years. Now if I can sell the Cessna, maybe I can get a Skybolt for aerobatics and an F1 Rocket for cross country, and increase my investment in airplanes. I know where there are gorgeous examples of each…

•••••

So why am I driving through remote Tennessee? I’m taking the scenic route on my way to stay with my sister en route to a new job with Gulfstream in Savannah. The beautiful Yellowjacket Cessna (that’s a much better name for it in Georgia than Bumblebee) is still waiting for all – I mean 100 percent all – of its paperwork to be in order to complete an exhaustive annual. I’ll fly it home July 4 weekend, hopefully with a former student. He now has about 5,000 hours, the majority of it in the right seat of a CRJ.

So I’m selling the RV-8A, the one that I traded the AirCam in for. The one that just got a new boarding step, a painful process, and also got a new nosewheel fairing that was extensively modified. Why? Well, lots of reasons but mostly because I could. I really don’t need two airplanes, and the original plan was to buy the AirCam at a government auction for cheap, using retirement money, fly it for a few years and sell it for enough to cover all of the expenses. So I advertised the AirCam for sale and said that I might trade for the right RV-8. Wound up trading it for a very nice RV-8A with a broken boarding step and mangled fiberglass on the nosewheel and nose gear fairings. Also, the -8A might not be the best Georgia airplane. It’s really hot under a bubble canopy, and although the back seat is roomy, there’s not much wiggle room. And the -8A fishtails in turbulence,

•••••

••••• PS. The RV-8A is sold. Paperwork has been filed with the FAA by the escrow company. Money is in my bank account. Former student doesn’t have enough seniority to get a weekend off from his airline job. Yellowjacket is all ready to fly, and I’ll fetch her over the July 4 weekend, weather permitting. I hope.

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IPS FROM THE

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“Tips from the Pros” is a feature dedicated to allowing the In Flight USA family of aviation professionals to share tips and information regarding flying skills, airframe care and engine operations.

WHAT EVERY PILOT SHOULD KNOW ABOUT OXYGEN By MH Oxygen Systems enerally, it can be assumed that the normal, healthy individual is unlikely to need supplementary oxygen at altitudes below 8,000 feet. One exception is night flying. Because the retina of the eye is affected by even extremely mild hypoxia, deterioration of night vision becomes significant above 5,000 feet. Between 8,000 and 12,000 feet, hypoxia may cause the first signs of fatigue, drowsiness, sluggishness, headache, and slower reaction time. At 15,000 feet, the hypoxic effect becomes increasingly apparent in terms of impaired efficiency, increased drowsiness, errors in judgment, and difficulty with simple tasks requiring mental alertness or muscular coordination. These symptoms become more intensified with progressively higher ascent or with prolonged exposure. At 20,000 feet, a pilot may scarcely be able to see, much less read, the instruments. His or her hearing, perception, judgment, comprehension, and general mental and physical faculties are practically useless. The pilot may be on the verge of complete collapse. Therefore, the availability and use of supplemental oxygen is recommended on night flights where altitudes above 5,000 feet are contemplated, and for altitudes above 8,000 feet on daytime flights. The most dangerous aspect of hypoxia is the insidious,”sneaky” nature of its onset. Because the effects of hypoxia are primarily on the brain and nervous system, there is a gradual loss of mental faculties, impairment of judgment, coordination, and skill; but these changes are so slow that they are completely unnoticed by the pilot who is being affected. Actually, a person suffering from mild or moderate hypoxia is apt to feel a sense of exhilaration or security, and may be quite proud of his or her proficiency and performance although he or she may be on the verge of complete incompetence. Because hypoxia acts upon the brain and nervous system, its effects are very much like those of alcohol or of other drugs, which produce a false sense of well being. There is a complete loss of ability for self-criticism or self-analysis. Some people believe that a pilot can detect his or her need for oxygen by noting an increase in breathing

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rate, an accelerated heartbeat and a slight bluish discoloration (cyanosis) of the fingernails. However, by the time these symptoms develop, the individual is more likely to be mentally incapable of recognizing these signs. Even while “spiraling” out of control, the individual may be convinced (if conscious at all) that he or she is doing this deliberately and enjoying it immensely. If one were at an altitude where there is an oxygen deficiency, intermittent use of oxygen would only temporarily alleviate the hypoxic effects during the period in which oxygen is being used. Because of the insidious nature of hypoxia, a person already mildly hypoxic is very unlikely to even think of using oxygen equipment, either intermittently or otherwise. It is true that occasional use of oxygen for five or ten minutes (even at altitudes below 8,000 feet) can act as a “refresher” to relieve the effects of mild hypoxia, cigarette smoke, apprehension, or other factors. Also, the use of oxygen for five or ten minutes before the termination of a flight (even though the entire flight may have been flown at less than 8,000 feet) can be an excellent tonic to put the pilot in his or her best mental and physical condition for the approach procedures and landing maneuvers. With proper oxygen equipment onboard, the pilot can choose the higher altitudes that give the smoothest flight, the most favorable winds, the best performance from the Omni and other radio navigation equipment, the longest range, and the best engine performance. The pilot can have these advantages safely with oxygen because his/her own performance will not be affected by hypoxia; he/she will be just as efficient and capable as at lower altitudes. With proper oxygen equipment in use, pilot and passengers will arrive at their destination fresh and fit, without the headache, lassitude, and fatigue that often result from prolonged exposure to even mild hypoxia. There are a variety of oxygen components, including the portable MH EDS “Pulse-Demand” units which can be carried along when flight at hypoxic altitudes are anticipated. For portable oxygen systems there is a choice between MH EDS “Pulse-Demand” and “Continuous Flow” type of equipment. Continued on Page 33

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HANDSOME AT AGE 88, JOHN (JACK) WALLACE RECALLS HIS DAYS FLYING THE POWERFUL P-38 IN NORTH AFRICA AND ITALY By Herb Foreman omber Escort: His task was not to shoot down enemy planes, it was to protect the Bombers (B17s and B-24s) that were attempting to eliminate Germanyâ&#x20AC;&#x2122;s oil supply and bearing factories. Capt. John (Jack) Wallace was good! He completed 46 combat missions. The last one over Yugoslavia ended in a ditching in the Adriatic Sea. One engine was shot out by flak, the other was losing power. He called his tower at Foggia, reporting the problem. He thought he might be able to make it back but was advised to bail out over the water as they had his position pin pointed on their DF and would send a rescue plane. At about 140 mph and at 14,000 feet he opened the canopy and climbed out hoping the tail boom would not strike his head as he fell through the opening that is unique to the P-38. He made it without a problem. Pilots jumping over water had been cautioned to release their chutes at about 50 feet and free fall to the water. Jack estimated he released his a little too high, maybe 75 feet above the waves. As he released the chute and began the free fall, the buckle on the harness

B

Jack Wallace and Glacier Girl flown by Steve Hinton. smashed into his lower lip driving his skipped over the teeth through the flesh just above the chin waves to a stop and bone. It was painful and bled profusely quickly pulled him to and he went further down into the water safety. After landing than he had planned. He released the back at the base, he valve on his oxygen bottle and popped spent some time in quickly to the surface where he inflated the hospital while the dingy attached to his seat cushion and surgeons repaired the damage to his handclimbed in. It had been a long trip and he some face. His Commanding Officer explained was exhausted. He felt good, however, to he would be sent state side for a 22-day still be alive. It was Oct. 23, 1944. After bobbing around in the water for furlough before heading for the Pacific about three hours, a big lumbering PB-Y and more combat in the Philippines and

Japan. Jack asked if there was any alternative to that assignment and learned he could forego the furlough and stay in Italy ferrying aircraft to various bases in Europe. He chose that assignment and began flying all types of fighter aircraft from Rome to Switzerland. He was lucky enough to fly the P-40, P-47, P-51 and P61. He felt like a kid in a candy store. He thought the P-51 the easiest of the fighters to fly but didnâ&#x20AC;&#x2122;t really like the P-40 as development had come a long way since it was manufactured. He felt the toughest plane to land was a Stearman in a cross-wind. Jack thought about flying for the airlines after the war as did many of his colleagues. He put in a lot of time in the big C-46 while in Europe and loved its qualities and often flew one from Switzerland to Rome two or three times a day. Capt. Wallace was discharged in 1946. After being a civilian for about a year, he joined the Air Force Reserve flying for several years as stated above. Everyone wanted to fly for the airlines but the pay at that time was poor. He decided on another occupation securing a Continued on Page 35


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July 2011

GET-HOME-ITIS DESPITE VAST EXPERIENCE ur pilot had departed the airport he was visiting in his high-performance homebuilt on the 80mile trip home when at approximately 200 feet the gull canopy on the pilot’s side of the aircraft detached itself from the fuselage. There was a loud bang and our pilot thought that the canopy had collided with the tail section. He declared an emergency and told area traffic to stay alert and stay away. The aircraft was marginally controllable with quite a lot of buffeting. He knew that lowering the gear and flaps would also have some aerodynamic effects on the aircraft so decided to increase the power to offset the resulting drag. As the gear came down he found that choosing a higher power setting certainly helped. Next were the flaps. “A little more power and flaps 1. No appreciable effects,” our pilot calculated. “Flaps 2. Nothing unusual. Flaps 3 and on final, the fear factor didn’t enter into the equation. I wanted a successful landing.” And he got it. Our pilot concluded the flight but was very upset that his beautiful aircraft had been damaged.

O Close Calls is a column detailing the “close call” experiences of fellow pilots. Determining a close call can be quite subjective but for our purposes here a close call will be any situation where a pilot suddenly finds themselves in a potentially dangerous situation quite unexpectedly. Personally, I describe a close call as “closer than I’d prefer.” I invite you to contact me at Close Calls@PCAS.ca or 1-888-PCAS-123 (GTA: 416-225-9266) to anonymously share your stories. I will collect the details and prepare the article for Close Calls. The experience shared and lessons learned will be of benefit to all readers. Confidentiality will be assured and I will not use your name or aircraft ident without your permission. If your submission is used in Close Calls you’ll receive an official cap of the upcoming TV series The Aviators.

“How am I going to tell the builder that his masterpiece was damaged?” he wondered since our pilot believed the original builder would always be the “true owner of the aircraft.” With these thoughts in mind our pilot began to consider resuming the trip home so that the aircraft could be properly repaired. He called the manufacturer whose initial response was “you’re lucky to be alive!” Golly, that was certainly reassuring. They knew of only one other pilot who flew the same kind of aircraft without the canopy and that was for about 20 minutes and the pilot was a high-time test pilot and airshow pilot. They did mention another incident where the same type of aircraft also lost its canopy. Unfortunately, that pilot was unable to control the aircraft resulting in two fatalities. “So I guess luck was on my side,” figured our pilot. Despite feeling lucky the first time around, our pilot “decided to become a test pilot” and fly the aircraft home for repair. Upon departure the aircraft became quite uncontrollable, more so than the first time.

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Our pilot considered turning back but decided the situation was difficult, though manageable. “If some other pilot was able to fly under these conditions, then surely I could do the same. And with this deranged thinking I decided to continue.” Our pilot recalls, “The flight back was possibly the worst flight that I have ever conducted. I now refer to it as my 50 minutes of pure terror. I had to crouch down to avoid the excessive buffeting and hear the radio. The instrument panel was shaking and the rear panel behind the pilots seat became unhinged and was flapping in the back. The aircraft wanted to go to the right, so I used both hands, my left hand on the left stick and my right hand on the right stick, and left pedal to maintain level flight.” At one point our pilot was “curious” to know what would happen if he released the pressure on the sticks. “I attempted this test pilot experiment only to be surprised as the aircraft veered to the right, wings going 90 degrees to the vertical. I was able to bring the aircraft back to its level unstable flight path. It was now blatantly obvious that any inattention on my part would result in a right departure and a subsequent stall spin condition.” Now approaching his home airport our pilot was preparing his landing. The active runway was 30 and the winds were from 270 degrees at 25 knots gusting to 30 knots. It would be a challenge but the crosswind component was within limits. “I had to maintain a higher approach speed. The normal approach speed is 80 knots. Any slower and you become a flying manhole cover!” With a higher speed, the landing roll would also be in question but with the winds our pilot was hoping for some help from Mother Nature. Our pilot crabbed into the wind, touched down, backed off the power, and came to a stop with runway to spare. “Again luck was on my side with successful conclusion,” recounts our pilot, relieved. “Someone once said I had a lot of experience. Well, it seems all my experiences are from errors that I have made. I thought that I had secured the canopy.” But our pilot later revealed to me that the decision to make the return flight home in his disabled aircraft wasn’t a good one. His years of experience and flying skill were critical while at the controls but his advice to others would have been to stay on the ground. “My claim to fame now is that I am only the second fool to fly this aircraft Continued on Page 34


July 2011

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33

What’s Up

Continued from Page 26 tions over and over and he keeps answering them. You just don’t listen.” Gosh, I hope this kid runs for President, he’s got my vote. Obviously I can’t tell you what the subject of our marathon was, but I will say he needed a CPA, not me. I can solve many transportation problems, I can shrink the state, and I can take some great photos of the sun setting over the Pacific, but I can’t change the direction a river flows.

Here we go again . . . Fire Works Every year at this time I do my best to discourage all of you from trying to enjoy observing firework displays from above them instead of ground level where they can be enjoyed most. Fireworks are created and designed to be enjoyed from sea level or a few hundred feet AGL looking up, not from 2500 feet looking down. I know this is not news, but a few idiots have had holes blown through their wings from 4th of July flak and they never seem to learn.

Our Heroes, Sons, Daughters, Moms and Dads Well America, thanks for inviting us to your birthday party again. I know you will be serving our favorite foods and I know there will be a lot of flags flying on your big day. I’m sorry all of your warriors won’t be home to join us but you can be sure they will be in our hearts and thoughts. The Commander-In-Chief told us a few days ago they will be heading home soon. Best news I’ve heard in a long time. I hope he keeps his word and I get to see some old friends again back at the grocery store. All of us from the “Old Guard” stand and salute you for your service and can’t wait to welcome you home. That’s Thirty! “Over” Larry Shapiro is an aircraft broker, aviation humorist and fulltime grandfather. He’d love to have you share your thoughts and ideas for future articles. Palo Alto Office: (650) 424-1801 or Larry@Larry Shapiro.com

Tips from the Pros Continued from Page 29 MH EDS “Pulse-Demand” equipment automatically delivers oxygen to the user during each inhalation in response to his/her own breathing pattern and altitude. The continuous flow type system delivers oxygen at a manual adjusted flow rate to a cannula or facemask, from which the user inhales each breath. The MH EDS “Pulse-Demand” is the most efficient. There is no difference between aviation, welding and medical oxygen. Aviation oxygen equipment is to be used

only with oxygen meeting the requirements of MIL_PRF-27210. A MH Oxygen Systems sales engineer can assist the pilot in selecting the oxygen system best suited to the specific airplane and the pilot’s special needs. For more information call 800/468-8185 or visit MHoxygen.com. WARNING: Improper use or improper maintenance of aviation oxygen equipment may result in serious injury or death.

Safe Landings Continued from Page 27 overburdening the engine pressure and temperature. My options were to immediately return to the departure airport and into IFR conditions or continue in visual conditions above the cloud layer to an airport I knew had visual flight conditions. The option to continue flight would only add five minutes to total time and would position me in an area with visual conditions if an emergency landing was required. I requested from the Controller that

• • • • • • •

I maintain current altitude and continue direct to destination with an anticipated visual approach. I arrived at the airport without adverse engine problems and immediately pulled the plugs and checked engine status. The plugs and streamer were still intact and the oil level and smell appeared normal. The obvious lesson was to strictly observe the preflight checklist and do not deviate or perform concurrent tasks. Prior to flight perform one final walkaround.

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World War II Weekend Continued from Page 23

Seabees who bring with them an array of heavy-construction equipment ready to support the Navy or Marines. And, of course, there is the fan-favorite: simulated battles between the Marines and Japanese forces. This is where the Parris Island Historical and Museum Society’s Living History Detachment gives live flame-thrower demonstrations and recreates the famous Iwo Jima flag raising. There is also live entertainment that uniquely captures the history of Amer-

II Weekend apart from other airshows is the hundreds of re-enactors who come to Reading each year to support the event. Their presence is the key ingredient that sets up the retrospective atmosphere of the 1940s. Around the corner from the main hangar is a mock-up of a French village where German and American soldiers skirmish several times a day to entertain and educate the audience. Across the hardstand is a group of

July 2011

ica’s home front. The Base Canteen features actors Bill Riley and Joe Ziegler who transform themselves into Bud Abbot and Lou Costello. Their “Who’s on First” routine is a must see. Reading, Pa. native Theresa Earman also uses the venue to entertain the troops with her stirring renditions of classic war-era songs. The Sprit of the Airwave Players broadcast live entertainment each day in the form of vintage radio programs over WRDG (Reading Army Air Field’s radio This very interesting canopy covered Ryan PT-23A flew each day of the show. (A. Kevin Grantham)

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Continued from Page 32 with only half the canopy.” Boasts our pilot tongue firmly in cheek, “Having experienced four engine failures and two single engine landings in multi-engine aircraft in my long flying career, the departure of the canopy was by far the most serious.” Fly safe(r).

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35

Aviation Ancestry landing gear was placed in the fuselage,

Continued from Page 17 not to mention the fact that the turbo-prop design would have yielded performance that was only marginally superior to that of the B-36. Item number three was the development of an air-to-air refueling system that actually worked. Not surprisingly, Boeing engineers wanted to revise the XB-52 design. During an October, 1948 meeting between Boeing engineers and Air Force Colonel Pete Warden (who was in charge of the new bomber program), Warden went further than merely agreeing with the engineers’ request to make changes. Warden actually suggested that a new jet engine – the Pratt & Whitney J57 – be considered for use in the XB-52. He also recommended that the wings be swept back at a 35-degree angle, instead of the 20-degree sweep that was being suggested by the Boeing engineers. Since the meeting was held on a Friday, the engineers were able to revise the XB-52 design over the following weekend. One of them even built a balsawood model of the new design. The model was shown to Col. Warden on Monday morning; he was pleased with the changes and approved the revised design. With power provided by eight of the new Pratt & Whitney YJ-57 engines, the aircraft had a wing span of 185 feet and was expected to weigh 152,300 pounds – empty. Like the B-47, the XB-52’s main

and there were “out-rigger” wheels mounted in the wing tips. However, all four of the XB-52’s main landing gear were steerable for cross-wind compensation. With a projected average cruise speed of 453 mph, the XB-52 was expected to have a combat range of 5,270 miles at that speed. Top speed was expected to be 538 mph at 20,000 feet. Although the XB-52 design had been revised numerous times during its evolution – resembling at times, its B-17, B-29, and B-50 forerunners, the aircraft that emerged from the Boeing plant on Nov. 19, 1951, was a swept-wing, turbojet powered, modern-looking beauty. Its modern appearance was only slightly marred by the framed cockpit canopy that covered the pilot and co-pilot in tandem. Naturally, an exhaustive-series of tests had to be performed on the ground before the XB-52 could be flown. At one point during the testing, a hydraulic explosion blew the trailing edge off one of its wings. The needed repairs kept the XB52 grounded until Oct. 2, 1952, while the second prototype – the YB-52 – actually flew first – in April of that same year. As with any new airplane, a few bugs had to be ironed out of the new airplane. After both prototypes had been flown, the biggest complaint seemed to be that the airplane was “heavy on the controls” and that it “handled like a Continued on Page 39

Jack Wallace Continued from Page 31 position with American Standard Plumbing and Heating Corporation. Although flying had been the greatest challenge of his young life his decision to leave turned out well. He raised and educated his children, traveled and moved comfortably into retirement. Jack is extremely proud of his son Bruce whom he taught to fly at the San Carlos Airport in California in 1968, flying the Cessna 150. It gives him a lot of satisfaction to know that Bruce has more hours in his logbook (4,500) than he does. Bruce has owned two Beech Bonanzas, a Stearman and a Citabria. He, also, has raced three times at Reno and holds the speed record set in 1999 in his own T-28 flying at a speed of over 287 mph. He is presently a check pilot in the T-28 for those wishing to compete at Reno. He is the recipient of the Hiller Pulitzer Trophy for Aviation in 1988, nominated by the great Neil Armstrong. Jack likes to think he has established a small dynasty in aviation as his grandson who began flying at the age of

1975 CESSNA 340

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4318 TT, 1449 SMOH, (Fuel Injected TSIO-540), 1053 SPOH, King KMA-24, Dual KX155 NavComs w/GS, KN-62A DME, KLN-89 GPS, 2 pl I/C, Updated Gyros, Eng Pre-heat, .250 Solar Gray Glass. Complete Logs since new. Annual due 1-2012 ..............$59,500

STERLING AIR, LTD. takes pride in offering members of the general aviation community the following selection of professionally tailored services: • Aircraft Sales Bruce Wallace in front of his record-setting T-28 at Reno. 12 is now a commercial pilot. Jack’s wife Betty died peacefully in her sleep 12 years ago at age 79. He lives in Petaluma, Calif. now and is the last living man in his Squadron, the 82nd Fighter Group. Jack has lunch several times a week with a Veterans group retelling the stories about the good old days carrying the torch of freedom for Uncle Sam.

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Celebrating Twenty-Seven Years of In Flight USA

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July 2011

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Continued from Page 6 Belle since 2005 and is one of our most experienced B-17 pilots. He is an active Delta Air Lines Captain with more than 14,000 hours of flying experience and flies a variety of vintage WWII aircraft. In the right seat was Bud Sittig. While Bud is new to the Liberty Foundation this year, he is also incredibly experienced with more than 14,000 hours of flying time in vintage and high-performance aircraft. He is a retired Captain with Delta Air Lines. The news misidentified the P-40 as flying chase during the accident. I was flying our P-40, however I had departed 20 minutes prior to the B-17’s takeoff on the short flight to Indianapolis to setup for the B-17’s arrival. The aircraft flying chase was a T-6 Texan flown by owner Cullen Underwood. Cullen is one of our rated B-17 Captains and an experienced aviator tagging along as a support ship. The takeoff of both aircraft was uneventful and proceeded on-course southeast. Prior to exiting Aurora’s airport traffic area, the B-17 crew and passengers began investigating an acrid smell and started a turn back to the airport. Almost immediately thereafter, Cullen spotted flames coming from the left wing and reported over the radio that they were on fire. As all pilots know, there are few emergency situations that are more critical than having an in-flight fire. While an in-flight fire is extremely rare, it can (and sometimes does) indiscriminately affect aircraft of any age or type. In-flight fires have led to the loss of not only aircraft, but often can result in catastrophic loss of life. It requires an immediate action on the flight crew, as the integrity of aircraft structure, systems and critical components are in question. Directly below the B-17 was a farmer’s field and the decision was made to land immediately. Approximately 1 minute and 40 seconds from the radio report of the fire, the B-17 was down safely on the field. Within that 1:40 time frame, the crew shutdown and feathered the number two engine, activated the engine’s fire suppression system, lowered the landing gear and performed an onspeed landing. Bringing the B-17 to a quick stop, the crew and passengers quickly and safely exited the aircraft. Overhead in the T-6, Cullen professionally coordinated and directed the firefighting equipment, which was dispatched by Aurora Tower to the landing location. Unlike the sensational photos that you have all seen of the completely burned B-17 on the news, you will see from photos taken by our crew (available

at www.libertyfoundation.org) that our Liberty Belle was undamaged by the forced landing and at the time of landing, the wing fire damage was relatively small. The crew actually unloaded bags, then had the horrible task of watching the aircraft slowly burn while waiting for the fire trucks to arrive. There were high hopes that the fire would be extinguished quickly and the damage would be repairable. Those hopes were diminished as the fire trucks deemed the field too soft to cross due to the area’s recent rainfall. So while standing by our burning B-17 and watching the fire trucks parked at the field’s edge, they sadly watched the wing fire spread to the aircraft’s fuel cells and of course, you all have seen the end result. There is no doubt that had the fire equipment been able to reach our aircraft, the fire would have been quickly extinguished and our Liberty Belle would have been repaired to continue her worthwhile mission. Let me go on the record by thanking the flight crew for their professionalism. Their actions were nothing short of heroic and their quick thinking, actions and experience led to a “successful” outcome to this serious in-flight emergency. John and Bud (and Cullen) did a remarkable job under extreme circumstances and performed spectacularly. While the leading news stories have repeatedly reported the “crash” of our B-17, fact is they made a successful forced landing and the aircraft was ultimately consumed by fire. Airplanes are replaceable but people are not and while the aircraft’s loss is tragic, it was a successful result. This leads me into discussing the exceptional safety record of the Boeing B-17 and to hopefully squash the naysayers who preach we should not be flying these types of aircraft. Since we first flew the Liberty Belle in December of 2004, we have flown more than 20,000 passengers throughout the country and if you count our historic trip to Europe in 2008, worldwide. Of the other touring B-17s, some of which that have been touring for more than 20 years, they have safely flown hundreds of thousands of people. The aircraft’s safety record is spectacular and I am certain the overall cause of our issue, which is under investigation, will not tarnish that safety record. In fact, as many of you know, other B-17s have suffered significant damage (although not as bad as ours!), only to be re-built to fly again. From a passenger-carrying standpoint, I can think of few aircraft that offer the same level of safety as the fourengine “Flying Fortress.” As mentioned earlier, in-flight fires are extremely rare and certainly could affect any powered Continued on page 39


July 2011

www.inflightusa.com

HISTORY OF THE BOEING B-17 FLYING FORTRESS Reprinted by permission of the Liberty Foundation The Boeing B-17 is by far the most famous bomber of World War II. In 1934 the Boeing Aircraft Company of Seattle Washington began construction of a fourengine heavy bomber. Known as the Model -299, its first flight was achieved on July 28, 1935. As a result, the U.S. Government placed an order for production of 13 of these aircraft and began to take delivery of the 13 production aircraft between Jan. 11 and Aug. 4, 1937. The B-17, dubbed the “Flying Fortress” as a result of her amount of defensive firepower, underwent a number of improvements over its 10-year production run. B-17 Models ranged from the YB-17 to the B-17G model. Throughout the war the B-17 was refined and improved as the combat experience showed the Boeing designers where improvements could be made. The Final B-17 production model, the B-17G was produced in the largest quantities (8,680) than any other previous model and is considered the definitive “Flying Fortress.” With its 13.50-caliber machine guns, chin, top, ball and tail turrets, and waist and cheek guns, the B-17 was indeed an airplane that earned the respect of its combatants. In addition, the flight crews loved the B-17 for her ability to take and

withstand heavy combat damage and return safely home. During WWII, the B-17 saw service in every theater of operation, but was operated primarily by the 8th Air force in Europe and participated in countless missions from bases in England. A typical B17 mission often lasted for more than eight hours and struck targets deep within enemy territory. During the war, B-17s dropped 640,036 tons of bombs on European targets in daylight raids. This compares to the 452,508 tons dropped by the B-24 and 464,544 tons dropped by all other U.S. aircraft. The B-17 also downed 23 enemy aircraft per 1,000 raid as compared with 11 by B-24s and 11 by fighters and three by all U.S. medium and light bombers. There were a total of 12,732 B-17s that were produced between 1935 and May 1945. Of these 4,735 were lost in combat. Following WWII, the B-17 saw service in three more wars. B-17s were used in Korea, Israel used them in the war of 1948 and they were even used during Vietnam. Today, fewer than 100 B-17 airframes exist and fewer still are in airworthy condition. At one time, more than 1,000 B-17s could be assembled for mass combat missions, now less than 15 of Boeing’s famous bombers can still take to the sky.

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The Liberty Belle Story Park Your Airplane at (088) at a Low Rate! Rio Vista Municipal Airport (088) has hangar and tiedown space available for immediate move in! The Liberty Belle Continued from Page 6 for their P&W T-34 and T-64 turboprop engines. It became a “5-engine aircraft,” having the powerful prototype engine mounted on the nose! The aircraft was flown “single-engine,” with all four radial engines feathered during test flights. Following this life as a test platform, it was donated in the late 1960s to the Connecticut Aeronautical Historic

(Paul Tannahill) Association in East Hartford. Unfortunately, it was heavily damaged in 1979 while at the CAHA’s Bradley Air Museum in Windsor Locks, Conn. On Oct.3, 1979 a tornado caused another aircraft to be thrown onto the B-17’s midsection, breaking the fuselage. The wreck was stored in the New England Air Museum, Conn. from 1981 until 1987.

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ICON AIRCRAFT CLOSES $25 MILLION ROUND OF INVESTMENT CAPITAL Icon Aircraft announced that it closed a $25 million round of equity funding in June. The round will fund the company through the completion of its ongoing engineering development program, manufacturing setup, and the beginning of production of its A5 amphibious sport plane. The financing was led by U.S. and U.K. venture investors Satyen Patel and Bart Becht, who have deep expertise in building consumer product companies. Other participating investors in the round included Eric Schmidt (chairman of Google), Phil Condit (former chairman/ CEO of Boeing), and several top Silicon Valley venture capitalists. Icon will receive $15 million initially, with an option for an additional $10 million. “We are honored to have the confidence, support, and enthusiasm of such great investors,” said Kirk Hawkins, Icon Aircraft’s CEO and founder. “That we were able to successfully raise funds in this time of economic uncertainty demonstrates Icon’s unique and compelling market appeal. Not only does Icon have an extraordinary aircraft and an all-star team, but the consumer response to the A5 has been overwhelming, as confirmed by an order backlog of nearly 500 aircraft ($85 million).” In conjunction with this financing, ICON is also proud to announce the addition of two new members to Icon’s board of directors: Satyen Patel and Bart Becht. Patel, the former head of Nike in Asia, brings an exceptional track record in building world-class consumer product brands. Becht is one of the U.K.’s top business leaders and is the CEO of the U.K. con-

(Jim Koepnick) sumer products giant, Reckitt Benckiser. Flight testing of the A5 is continuing at an aggressive pace and is focused on finalizing the company’s newly designed spin-resistant wing, as well as refining directional stability. Flight testing is scheduled to conclude in the coming months. Icon continues to expand its engineering and manufacturing team to support the completion of the development program in 2011, as well as the transition to production in 2012. Icon has revised its production start date to the fourth quarter of 2012. “The unprecedented disruptions in the capital markets during the past two years have challenged every aircraft company out there, and Icon is no exception. While these difficulties have delayed our production start, we’re excited that those challenges are behind us now and that we’re funded through production. There is a lot of work and some risk still ahead, but Icon continues its uncompromising commitment to safety and excellence. We remain laser focused on delivering our customers the coolest sport plane on the planet,” said Hawkins. For more information, visit www.iconaircraft.com.

THEO PAEFFGEN IS THE NEW CEO OF REMOS AIRCRAFT GMBH Remos Aircraft expands model range and enters new markets. Remos Aircraft GmbH has announced the appointment of Mr. Theo Paeffgen as new CEO, starting June 1, 2011. Mr. Paeffgen has been managing cross-border business for more than 15 years and is a highly skilled professional qualified in Germany and England. He combines best practice of German engineering and production with the AngloAmerican service mentality. For almost two years Mr. Paeffgen has been engaged by Remos and developed a deep understanding of the company and

knowledge of the market. Mr. Paeffgen remarked: “Since September 2009 I have been acting for Remos and it has been an engagement with increasing excitement and opportunities. The future of Remos holds great potential or further innovation and continued expansion, a goal the Remos team is determined to reach.” Founded in 1994, Remos is an international aerospace manufacturing company with operations in Germany and Continued on Page 44


July 2011

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45TH ANNUAL FATHER’S DAY FLY-IN By Alan Smith he impact of a recessive economy was felt this year at the 45th Father’s day fly-in at Columbia, Calif. In other years, the airport was crowded with antique and classic aircraft as well as enough warbirds to form a local air force. This year we saw two classic Wacos that came over from Pine Mountain Lake near Groveland and a 1930 Cardinal built by the St. Louis Aircraft Company. Alan Buchner, who has restored many pre-world war II classics at his two shops in Fresno and Pine Mountain Lake, brought his 1932 Waco QVD that won grand champion at the Watsonville show many years ago. Buchner told us that he had found the Waco in a barn near Fresno and that while restoring it obtained a list of all the former owners and learned that the airplane had belonged to his father

T

who had used it for charter service. The other Waco, a YMF-5, brought from Pine Mountain Lake by Mike Thobeau was unusual in another way. It was built in 1991 by Waco Classic Aircraft at their shop in Battle Creek Michigan. The F series Wacos built there are built from the original Waco drawings and the original, by hand, construction and assembly methods are used. The only changes, in the interest of safety, are things like hydraulic brakes and avionics. By 2007, more than 100 YMF-5 Wacos had been completed. This year the P-51 was declared the theme aircraft for the show but only one showed up on Saturday. We suspect that skyrocketing fuel costs may have been a factor. The 1450 hp Rolls Royce Merlin V-12 that powers almost all surviving P51s burns about 55 gallons of 100 octane gas per hour. Some, like Dan Martin’s Ridgerunner have been slightly souped

Aviation Ancestry Continued from Page 35 truck.” More work was done, and this problem was corrected. Overall, the Air Force was quite pleased, at this point. The new airplane (now called “Stratofortress” in honor of its famous “Fortress” predecessors) proved to be extremely fast for a heavy bomber. In fact, the YB-52 averaged 624 mph on a record-flight between Seattle, Washington and Dayton, Ohio in September 1954. This, by the way, was actually a higher speed than the one attained by the F-86

Sabrejets which had made the same flight earlier that same year. The then-commander of the Strategic Air Command, General Curtis LeMay, had only one issue with the X/YB-52. A former B-29 pilot himself, LeMay wanted the pilot and co-pilot of the new bomber to sit side-by-side. Boeing engineers complied and redesigned the cockpit. With that, the aircraft was cleared by the Air Force for production.

Liberty Belle Statement Continued from Page 36 aircraft under certain circumstances. I would put my children today in any of the other touring B-17s to go fly. I suggest to anyone that was thinking of doing so when a B-17 visits your area to do so without giving our loss any thought. There is wild speculation going on as to the cause of our fire and the affect to other operators. Please let the investigation run its course and report the findings. The NTSB and FAA were quickly on the scene and we are working closely with them to aid in the investigation. As soon as we receive some additional information, we will release it via the website. The ultimate question remains, where does the Liberty Foundation go from here? After the investigation and recovery, we will determine our options. We are still committed to the restoration

and flying of World War II aircraft. Again, we appreciate the support and people offering to help get us back flying. Please check back for updates. I will close by thanking everyone that made our tour so successful. From the first day of the B-17’s restoration, thank you for all of you who labored to get her flying over the initial restoration years and to everyone that has worked on her out on tour since. Thank you to the crewmembers, tour coordinators and volunteers who gave up weekends and countless hours to support her on the road. And finally, thank you to the passengers, donors and media patrons that flew aboard and everyone who supported our cause. Hopefully, this will not be the end of the story, but a new beginning. Regards, Ray Fowler

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39

COLUMBIA CALIFORNIA

up to about 2000 hp and those would consume even more. The warbird presence at Columbia was limited to a T-28 Navy trainer and a Beech T-34. On Sunday, we also saw a T-6 that made a few fly-by’s before leaving. Nevertheless a lot of fun was had by all. On both days, there were flour-bombing and spot-landing contests. As usual, in the flour bombing, the safest place to stand was right next to the target. Two slick and fast little homebuilts put on a good display of formation maneuvers they traced in the sky with smoke. For the kids, there were drag races between the airplanes and fast cars. One was a

45th Father’s Day fly-in at Columbia Calif.(Clark Cook/Air Show Productions) Corvette that the planes caught easily. Then an out and out dragster streaked down the runway and beat the two homebuilts to the finish line.


Celebrating Twenty-Seven Years of In Flight USA

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GAO REPORTS

ON

General aviation accounts for threequarters of U.S. air traffic, from small propeller planes to large jets, operating among nearly 19,000 airports. While most security operations are left to private airport operators, the Transportation Security Administration (TSA), part of the Department of Homeland Security (DHS), provides guidance on threats and vulnerabilities. In 2004, TSA issued suggested security enhancements that airports could implement voluntarily. Unlike commercial airports, in most cases general aviation airports are not required to implement specific security measures. GAO was asked to perform onsite assessments at selected airports with general aviation operations to determine what physical security measures they have to prevent unauthorized access. With advance notice, GAO investigators overtly visited a non-representative selection of 13 airports, based on TSAdetermined risk factors. Three of the airports also serve commercial aviation and

SECURITY ASSESSMENTS

are therefore subject to TSA security regulations. Using TSA's voluntary recommendations and GAO investigators' security expertise, GAO determined whether certain security measures were in place. GAO also requested documentation of incidents of unauthorized access. Results of GAO's assessments cannot be projected to all general aviation airports and are not meant to imply that the airports failed to implement required security measures. The 13 airports GAO visited had multiple security measures in place to protect against unauthorized access, although the specific measures and potential vulnerabilities varied across the airports. The three airports also supporting commercial aviation had generally implemented all the security measures GAO assessed, whereas GAO identified potential vulnerabilities at most of the 10 general aviation airports that could allow unauthorized access to aircraft or airport grounds, facilities, or equipment. For example, 12 of the 13 airports

AOPA POINTS OUT FLAWS By AOPA ePublishing staff he Government Accountability Office’s (GAO) recently released report, “General Aviation Security

T

IN

Assessments at Selected Airports,” fails to accurately assess GA security measures, neglects to acknowledge security procedures already in place, and lacks justification for its misguided, broad-

AT

July 2011

SELECTED GA AIRPORTS

had perimeter fencing or natural barriers as suggested by TSA; but at six of the airports fencing was partially bordered by bushes or trees or located next to a parking lot, which can obstruct surveillance or allow someone to scale or topple the fence. GAO found that none of the 10 general aviation airports had lighting along their perimeters. Perimeter lighting provides both a real and psychological deterrent, and allows security personnel to maintain visual assessment during darkness. However, officials at several airports stated that neighborhood streetlights provided perimeter lighting, and all 13 airports had lighting around their hangars. The 10 general aviation airports' use of intrusion monitoring varied, with closed-circuit TV (CCTV) cameras and onsite law enforcement being more prevalent than an intrusion detection system, which can consist of multiple monitors including building alarms and CCTV. TSA guidance states that such systems can reduce or replace the need

for physical security personnel to patrol an entire facility or perimeter. According to airport officials, several incidents of unauthorized access have occurred within approximately the past 10 years at three of the airports, though they were unable to provide documentation in all cases. Three incidents did not involve access to aircraft, but rather to airport grounds. In separate incidents, two airplanes were stolen or taken from one airport but later recovered. Airport officials informed GAO that they took corrective actions in response to these incidents as appropriate. DHS generally concurred with GAO's findings and indicated that TSA will work in partnership with the general aviation community to address vulnerabilities. DHS also noted that a lack of funding will be a challenge for most airports. GAO shared its findings with officials at the 13 airports it visited and incorporated their comments as appropriate.

GAO GA SECURITY REPORT brush conclusions, AOPA says. The report was requested in early 2010 by the U.S. Senate Committee on Commerce, Science, and Transportation to study the “security risks posed by unau-

thorized individuals gaining access to airports with general aviation operations.” The critical flaw with the report, AOPA says, is that it does not accurately assess security risk, which comprises vulnerability, threat, and consequences. The report addresses only vulnerabilities, painting an inaccurate picture of GA airport security. “When misguided reports find their way into the hands of regulators there can be problems,” said Craig Spence, AOPA vice president of operations and international affairs. “Thankfully Congress and the Transportation Security Administration are much smarter on the subject and will see the report for what it is–a classic misunderstanding of the issues and facts.” The association had reached out to the GAO numerous times to help provide accurate information but was not included in the process. The GAO’s misunderstanding runs so deep that the report inaccurately states that the “sole common characteristic of general aviation operations is that flights are on demand rather than routinely scheduled.” It fails to clarify that GA is private, with the pilots and aircraft operators knowing one another at the airport and each person who boards their aircraft, much like a close-knit neighborhood or family carpool. The GAO studied 13 airports, including three with commercial operations, from April 2010 to May 2011 that met two of five characteristics: public-use Continued on Page 41


July 2011

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41

AOPA Points Out Flaws Continued from Page 40 airport, located within 30 nautical miles of a population center of at least 1 million people, base to aircraft weighing more than 12,500 pounds, has at least one runway that is 5,000 feet or longer, and has more than 50,000 annual operations. AOPA points out that selecting any two of the five characteristics can lead to drastically different airports with different kinds of risk. Based on this approach, analyzing security measures will not assess the level of associated risk. Security measures studied were perimeter fencing; controlled access points; perimeter, access point, and hangar lighting; locked and secured hangars and aircraft; on-site law enforcement or security officials; transient pilot procedures; intrusion detection systems; cameras; passenger, baggage, package, and cargo screening; and back-up power supplies. While the study looked at TSA-suggested security enhancements, it did not take into account the cost of some of those voluntary measures. For example, the report noted that five GA airports had full perimeter fencing, while five had partial and one had none; two commercial airports had full fencing and one had partial. â&#x20AC;&#x153;A fence line can cost $1 million a

mile, which means it would take tens of billions of dollars to make the upgrades,â&#x20AC;? Spence said. â&#x20AC;&#x153;Airports simply donâ&#x20AC;&#x2122;t receive that kind of funding, and the money would be better spent on addressing other threats.â&#x20AC;? In assessing these security measures, the GAO did not test the effectiveness of the security, nor assess measures not directly related to physical security, such as pilot background checks or other intelligence-gathering activities. It made no mention of the highly effective AOPA Airport Watch Program or the TSAâ&#x20AC;&#x2122;s General Aviation Security Program for certain operators of aircraft more than 12,500 pounds max takeoff weight. The report also left out the Large Aircraft Security Program supplemental notice of proposed rulemaking that would address all aircraft over 12,500 pounds. It is currently working its way through review and is scheduled to open for public comment before the end of the year. By neglecting these security measures and without providing any data as proof, the GAO report concluded that â&#x20AC;&#x153;Larger aircraft, such as midsized and larger business jets, could cause catastrophic damage to structures and pose a greater risk if they are located near major metropolitan areas. Preventing unauthorized access to general

aviation airports and aircraft may help mitigate some security risks.â&#x20AC;? â&#x20AC;&#x153;The only access issues that the GAO has disclosed is its lack of access to the facts,â&#x20AC;? Spence said, pointing to a 2009 report from the Department of Homeland Securityâ&#x20AC;&#x2122;s Office of Inspector General. That report says terrorist threats to GA are â&#x20AC;&#x153;limited and mostly hypotheticalâ&#x20AC;? and

do not merit expanded regulation. In addition, it states, â&#x20AC;&#x153;The current status of GA operations does not present a serious homeland security vulnerability requiring TSA to increase regulatory oversight of the industry.â&#x20AC;?

EAAâ&#x20AC;&#x2122;S BLERIOT XI MAKES FIRST FLIGHT By EAA Staff ilot Tom Hegy gets EAAâ&#x20AC;&#x2122;s Bleriot XI reproduction airplane off the ground for a short hop at Pioneer Airport Sunday, June 5. EAAâ&#x20AC;&#x2122;s reproduction of a 1909 Type XI Bleriot reproduction got about eight to 10 feet off the ground on the evening of June 5 â&#x20AC;&#x201C; flying for six or eight seconds over the turf runway at EAAâ&#x20AC;&#x2122;s Pioneer Airport in Oshkosh. Tom Hegy, EAA 6849, was pilot-in-command of the oilspitting, 1909 Anzani-powered airplane and flew a short hop to cap a test flight program that began with some runs on June 4 and earlier on June 5. Volunteers who have worked on the project over the past five years can gain a sense of satisfaction that their efforts resulted in an actual flying aircraft. â&#x20AC;&#x153;When it gets off the ground, thereâ&#x20AC;&#x2122;s not a lot of control,â&#x20AC;? Hegy said. â&#x20AC;&#x153;I had a lot of respect before for the Wrights, Curtiss, Bleriot â&#x20AC;&#x201C; the early pioneers â&#x20AC;&#x201C; but I have a lot more respect for them now.â&#x20AC;?

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July 2011

NTSB UNVEILS NEW “MOST WANTED LIST” Top 10 critical changes needed to reduce transportation accidents and save lives. The National Transportation Safety Board (NTSB) has announced its new list of the most critical transportation issues that need to be addressed to improve safety and save lives. The new “Most Wanted List” highlights 10 safety issues that impact transportation nationwide. The announcement of the new list came at a press conference in Washington, D.C. in which each of the five members of the Board spoke briefly about the issues on the list.

“The NTSB's ability to influence transportation safety depends on our ability to communicate and advocate for changes,” said NTSB Chairman Deborah A.P. Hersman. “The Most Wanted List is the most powerful tool we have to highlight our priorities.” NTSB began issuing an annual Most Wanted List in 1990. This year’s list is the first one produced under a revised format developed by the agency over the past several months in an effort to mod-

ernize and streamline the list. It features 10 broad issue areas that the NTSB will highlight in its advocacy efforts during the next year. The issue areas on the new Most Wanted List are: • Promote pilot and air traffic controller professionalism • Address human fatigue • Promote teen driving safety • Improve general aviation safety • Improve motorcycle safety

WHY “IMPROVE GENERAL AVIATION SAFETY” ACCORDING TO NTSB The United States has not had a fatal large commercial aviation accident since February 2009, but the story is very different in the world of general aviation (GA). Each year, hundreds of people— 450 in 2010—are killed in GA accidents, and thousands more are injured. GA continues to have the highest aviation accident rates within civil aviation: about six times higher than small commuter and air taxi operations and more than 40 times higher than larger transport category operations. Perhaps what is most distress-

ing is that the causes of GA accidents are almost always a repeat of the circumstances of previous accidents.

What can be done . . . Reducing GA fatality rates requires improvements to the aircraft, flying environment, and pilot performance. Maintenance personnel need to remain current in their training and pay particular attention to key systems, such as electrical systems. Aircraft design should address

GAMA RESPONDS General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce responded to the June 23 announcement by the National Transportation Safety Board (NTSB) regarding the addition of “General Aviation Safety” to the agency’s “Most Wanted List.” Safety is general aviation’s first priority and as a result, our industry has taken on a number of initiatives to further reduce general aviation (GA) accidents and incidents. Earlier this year, the GA industry relaunched the General Aviation Joint Safety

TO

icing. GA aircraft should also have the best occupant protection systems available and working emergency locator transmitters to facilitate timely discovery and rescue by emergency responders. But the best aircraft in the world will not prevent a crash if the pilot is not appropriately trained and prepared for conditions. GA pilots should take initial and recurrent training on the various weather information sources and learn what to do when they inadvertently encounter adverse weather. As aircraft

‘GA SAFETY’

Committee (GAJSC) in partnership with the Federal Aviation Administration (FAA). The group has participants from the broad GA industry including manufacturers, operators, flight instructors, and associations with the NTSB as an observer. The GAJSC safety analysis team is cochaired by GAMA and the FAA Office of Accident Investigation and Prevention. Through this effort, we are redoubling and focusing our efforts to prevent loss of control accidents and controlled flight into terrain. Improved data analysis and risk identification is critical to targeting and

ON

ON

• • • • •

Require safety management systems Improve runway safety Address alcohol-impaired driving Improve bus occupant safety Require image and onboard data recorders More information about the Most Wanted List issue areas can be found at the NTSB’s newly remodeled website at www.ntsb.gov/mostwanted.

TOP 10 LIST become more sophisticated with glass cockpits, GA pilots need to be more than just familiar with the technology; they need to also understand how it can malfunction. An emergency is not the time to be checking a manual to figure out how to adjust the flight display. And, as the people responsible for passengers, GA pilots should make sure that every passenger has a seat and a restraint system, including children under the age of two.

NTSB’S MOST WANTED LIST:

promoting proper interventions and prevent accidents. To facilitate data analysis, it is important to provide legal protection for voluntary data collection and safety management system (SMS) data and information. This was recognized by Secretary of Transportation Ray LaHood’s “Future of Aviation Advisory Committee” and GAMA has called for legislative action to provide protection of safety information. In addition, to ensure that the GA manufacturers can continually bring the newest and most advanced technology to even the lightest general aviation air-

planes, such as glass cockpits, traffic collision avoidance systems, and real-time weather information, we will continue to work to ensure that FAA’s certification resources are sufficient and the certification process is made more efficient. Bringing these safety-enhancing products to every cockpit will lead to improvements in general aviation’s safety record. We look forward to strengthening our already close relationship with the NTSB in these areas as we work together to further improve the safety of general aviation operations.

EAA CO-CHAIRS WORKING GROUP STUDYING GA FATAL ACCIDENTS The FAA and Industry Safety Analysis Team (SAT) has established its first official working group to do a “deep dive” analysis of GA accidents over the last 10 years, specifically those termed “loss of control” fatal accidents occurring during the approach and landing phase. The hope is to provide some commonalities from which mitigation strategies can be developed to improve safety and avert

future accidents. David Oord, EAA government and advocacy specialist, was selected to co-chair the working group during an early June meeting of the SAT in Daytona Beach, Florida. The working group will analyze fatal accidents in reciprocating non-homebuilt, turbine (both jet and prop), and experimental amateur-built aircraft. (The group will ensure aircraft are properly catego-

rized regarding experimental amateurbuilts.) The working group will follow proven effective processes developed through the Commercial Aviation Safety Team (CAST) Joint Safety Analysis Team (JSAT). A representative sample from each category will be studied using methodology developed by SAT members from the University of North Dakota

and Embry-Riddle. “By focusing our limited government and industry resources on data-driven risks and solutions, I’m confident the working group will develop effective mitigation strategies based on common problems found through our analysis,” Oord commented. “I look forward to beginning the work.”


July 2011

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43

Green News

GA AVGAS COALITION: THREATENED LAWSUIT OVER AVGAS IGNORES EXTENSIVE EFFORTS UNDERWAY OR ALREADY COMPLETED A threatened lawsuit by the environmental group Friends of the Earth against the Environmental Protection Agency (EPA) would pit the as-yet unquantified hazards of lead from aviation gasoline (avgas) against the known safety risk to pilots and passengers of removing lead used in piston-powered (non-turbine) aircraft fuel. The threatened suit, alleging inaction on the part of the agency, would ignore extensive work underway or done by the EPA, the Federal Aviation Administration (FAA), the general aviation industry, and the fuels industry. The General Aviation Avgas Coalition, made up of aviation and petroleum industry organizations, anticipated this development even while hoping to avoid it. The threatened lawsuit would ask a court to compel EPA to respond to a 2006 petition submitted by Friends of the Earth. That petition asks EPA to make a so-called “endangerment” finding for leaded avgas. Such a finding would trigger a multi-step regulatory process that could reduce or eliminate tetraethyl lead from aviation gasoline – a regulatory process that will take years and must consider aircraft safety. In any event, EPA is already an active participant in regulatory efforts aimed at developing a safe alternative to leaded avgas. Simply put, lead remains in avgas to

keep the people aboard piston-engine aircraft safe – it keeps those engines from ripping themselves apart in flight. Despite some 40 years of research since the passage of the Clean Air Act, no safe alternative has been identified. But the industry continues working toward an unleaded future. Early this year, acting on a request from the GA Avgas Coalition, the FAA – the agency with responsibility for the certification and continued safety of general aviation aircraft –established the Unleaded Avgas Transition Aviation Rulemaking Committee (UAT ARC). The ARC is a joint government/industry committee tasked with identifying key issues relating to and providing recommendations for the development and deployment of an unleaded avgas. The Friends of the Earth were invited to participate on the ARC to be a part of the effort to work towards an unleaded future, but chose not to participate. The EPA, in addition to being an active participant in the ARC, has taken a number of actions. Last year, the agency issued an Advance Notice of Proposed Rulemaking (ANPR), acknowledging the need for more information about the issue and asking a series of pertinent questions, to which the industry filed substantial comments. In 2008, the EPA

also lowered the National Ambient Air Quality Standards for lead by a factor of 10. In a subsequent notice, the EPA also established new criteria for lead monitoring and added a requirement for specific monitoring at 15 airports. EPA also has recently begun a process to review the recently-revised National Ambient Air Quality Standards for lead. Shortly after the passage of the Clean Air Act in 1970, the industry as a whole took a significant step, reducing lead emissions by 50 percent by moving to a low-lead fuel. Now, as an interim step toward an unleaded fuel, the industry is developing a very-low-lead standard that would further reduce the already small amount of lead remaining in the fuel by an additional 20 percent. Meanwhile, at least two companies – both of which are members of and participating in the UAT ARC – are continuing to make progress testing and evaluating unleaded fuels that may work as a replacement. The Friends of the Earth filing, notes that some argue in favor of using unleaded automotive gasoline instead of avgas. Automotive gasoline is approved for use in only a portion of the general aviation fleet and faces a number of significant issues. These issues include, but are not limited to, the economic challenge of developing a second fuel infrastructure to

serve a limited market, and the growing difficulty of finding fuel not blended with ethanol. Congress has mandated the blending of renewable fuels such as ethanol into automotive gasoline. Given the mandated volume of renewable fuels that must be used and the amount of automotive gasoline American drivers consumed last year, virtually all automotive gasoline produced must be blended. And Congress has shown no interest in creating a niche for unblended automotive gas. While the notice by the Friends of the Earth asks the EPA to begin a process that may result in establish lead emission standards for avgas, GA pilots should rest assured that any new standards are years away from implementation and do not affect current or near-term availability of avgas. Further, the GA Avgas Coalition continues to support the efforts of the FAA’s Unleaded Avgas Transition ARC. With the participation of the FAA, EPA, petroleum industry, engine and airframe manufacturers, fuel developers, and consumer representatives, this remains the right path to finding an unleaded solution that is technically and economically feasible while maintaining the safety and utility of the general aviation fleet.

ELECTRIC FLIGHT PRIZE COMPETITION POSTPONED UNTIL EAA AIRVENTURE 2012 Extra time will allow viable candidates to meet FAA's Phase I certification Despite a strong influx of applications, EAA announced that the $60,000 Electric Flight Prize has been postponed until EAA AirVenture 2012 to allow viable candidates to complete Phase I flight certification according to Federal Aviation Administration regulations. Aircraft designers and innovators submitted nearly a dozen entries into the $60,000 Electric Flight Prize, which is designed to elevate the accomplishments and viability of flight powered exclusively by electricity through three flight competitions and an innovation evaluation. The Electric Flight Prize, sponsored by AeroLEDs, Aircraft Spruce & Specialty, Dynon Avionics, and Wicks Aircraft Supply, was scheduled to be

held during EAA AirVenture 2011. Phase I is the normal, designated period in which the pilot completes 40 hours of flight testing, certifying that the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed. Additionally, the pilot certifies that the aircraft has no hazardous operating characteristics or design features, and is safe for operation. Completing this test period and properly documenting its success is a normal process for every new amateur-built aircraft. As with any new, emerging technology, time is an essential element to ensure advancements are made effectively, said Tom Poberezny, EAA and

AirVenture chairman. After discussions with the prize candidates, it was evident most would not be able to meet the FAA requirement by AirVenture 2011. Let's be clear that the era of electric flight is drawing closer every day, and it will be showcased at Oshkosh. By staging the Electric Flight Prize at AirVenture 2012, innovators will be able to secure necessary certification and build on their advancements, resulting in a strong field of viable candidates ready to make the future of aviation a reality. Even without the Electric Flight Prize, the latest electric aircraft innovations will be showcased at AirVenture 2011. Showcase flights from select aircraft will take place on dates to be

announced, plus a full schedule of forums and displays at the EAA Innovation Center will highlight the advances and future promise of electric aircraft as this green technology begins to secure a place in tomorrow's aviation world. The second annual World Symposium on Electric Aircraft, set for July 29-30, will feature several influential industry leaders discussing electric propulsion aircraft in an open forum, offering what they envision is the future for this rapidly growing flight segment that is attracting the attention of scientists, engineers, manufacturers, and investors. EAA AirVenture 2012 will be held July 23-29 of next year.


Celebrating Twenty-Seven Years of In Flight USA

44

TEXTRON NAMES SCOTT A. ERNEST PRESIDENT Textron Inc. announced on May 31, 2011 that Scott A. Ernest had been named president and chief executive officer of Cessna Aircraft Company, Textron's general aviation business. Ernest will report to Textron Chairman and Chief Executive Officer, Scott C. Donnelly and succeeds Jack J. Pelton, whose retirement

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ponents and integrated systems for commercial and military aircraft. Previously, Ernest was vice president and general manager, global services operations for GE Aviation's $6 billion services business. His career at GE Aviation also includes several general manager roles ranging from overseeing its sourcing organization to responsibility for its North American operations and large aviation services businesses located in Singapore and Strother, Kans. "Scott is a talented global business leader who has strong expertise in the aviation industry," said Donnelly. "Accelerating Cessna's new product and

LETTER

TO THE

CEO

OF

CESSNA

service development, strengthening its manufacturing and sourcing operations, and intensifying its global expansion efforts are key to moving Cessna forward. Scott brings an extensive track record of success in these areas along with a reputation as an outstanding leader. I am confident that he is the ideal person to position Cessna for growth as the business jet market gains momentum." Ernest earned a bachelor of science degree in mechanical engineering from the University of Akron and a master of science degree in engineering from the University of Cincinnati.

EDITOR

To: Toni Sieling, I note in your current issue you have an item about Eddie Stinson: Aviation Pioneer. That triggered me to alert you about another aviation pioneer. Here’s the story. Back in 1967 I interviewed Don Hall, Ryan’s Chief Engineer and designer of Charles Lindbergh’s Spirit of St. Louis, the first to fly solo across the Atlantic. An abbreviated interview appeared in the newsletter I edited for the San Diego AIAA Chapter (American Institute of Aeronautics & Astronautics). Hall, a fellow San Diego resident, came to our next Chapter meeting and shared some communication with us. Our timing was good as he died in 1968. I kept the original audio cassette of that interview and last year donated it to the Smithsonian Museum in DC. The most recent edition, July 2011, of their publication has that full interview, also online at http://www.airspacemag.com/history-of-flight/AMailplane-for-Lindbergh.html Thought you might want to make a mention in In Flight USA. Thanks, Tom Leech

Theo Paeffgen Continued from Page 38 North America. Remos today is one of the world’s leading light sport aircraft (LSA) manufacturers. The Remos GX aircraft is the company’s flagship product, designed as an all-composite, single engine, recreational aircraft, and sold worldwide. Remos Aircraft GmbH successfully implemented its global marketing strategy, and is expanding into new markets such as China, India and Russia. As well as growing geographically Remos introduced the Remos GX eLITE at the

AERO 2011 in Friedrichshafen, yet again conquering a new market segment. Michael Bauer, Chairman of the Supervisory Board for Remos Aircraft GmbH commented, “Remos is continuing its innovation and expansion. The German engineering and production quality combined with the AngloAmerican service mentality are providing perfect conditions for further growth worldwide. We as investors are confident and continue to support Remos under the new management.”

Subscribe to In Flight USA today for home delivery ofyour source for aviation news, information and features.


July 2011

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Marilyn Dash’s

The Pylon Place

AIR RACERS 3D - FORCE he phone rang. A voice on the other end of the phone asked me if I would be interested in taking part in the Air Racers 3D IMAX movie being filmed about the Reno Air Races. Would I? Really? Of course I would! More phone calls, more emails, small moments of hysteria, and I was on my way to Reno to take part in the project. From the press release: "Through the eyes of first-time competitor and rookie pilot Steve Hinton Jr., son of champion air racer and acrobatic pilot Steve Hinton, the film will chronicle the preparation for and competition in the world’s fastest motor sport: the legendary Reno National Championship Air Races. The film will be in IMAX 3D and 2D theatres in the U.S. beginning in the fall." Sounds great, right? While I had been hearing about this film for years now, getting the chance to be part of it – even a small part – was amazing. I arrived on Friday afternoon while they were still shooting some of the unlimited action. Strega and Stevo were on hand as well as Brant Seghetti in Sparky, Matt Jackson in Wee Willy, Stu Dawson in Here Kitty, Kitty. A helicopter was set up with the 3D camera with Kevin LaRosa, long time aerial filming giant at the helm. The scene looked quite similar to the races during the first few days of set up. It was eerily familiar. Because of the short notice, not all of my crew members could be there. However, Matt Williams and Don Dull were on hand with Manager, Jason Fisher being left behind. Matt immediately took to polishing Ruby to make her sparkle like the gem she is. Quick meetings with the production crew, locating my car, hotel, etc., Thanks everyone, we’ll see you tomorrow. The next morning, we were told the pilot brief would be at 8 a.m. During the actual races, the Biplanes brief is at 7 a.m.

45

OF

FLIGHT

T

(3D Entertainment)

IMAX filming in preparation for the Air Racers - 3D movie. and the door closes on the briefing room at 6:59; if you’re not inside by then, you do not race that day. So, this was almost a luxury! We arrive around 7 a.m. and start getting the airplanes ready. We head over to the briefing room at 7:45 and nothing happens until around 9:15. We are all laughing about the difference between filming and racing. As mentioned, the majority of the film would be about Stevo and Strega. But the producers wanted to show some background to the races, the airshow acts, the other classes which compete and the action outside of the Unlimiteds. I was chosen to represent the Biplane Class, while Phil Goforth and Jay Jones were there with the Formula 1 Class. Just like during race week, we would fly earlier in the day and would work together.

My shoot First thing we do is attach one of the 3D cameras onto my right I-strut. My crew is on hand to make sure everything is done to their satisfaction. They are in charge of keeping me and Ruby safe, so no camera movement, or too much weight, etc. Now we’re ready for show time. The helicopter takes to the air and provides constant feedback and direction. Taxi to the run up area, taxi into position, helicopter follows my takeoff down the full length of runway 8. Then, we went to altitude, and I followed Kevin’s direction for “beauty shots.” I flew towards the

(3D Entertainment)

camera and away from the camera, making sure we had the perfect background. These shots are going to be amazing! The mountains still had snow on them and the sun was hitting the hills creating incredi-

ble color. What a morning to fly! When my airwork was complete, the helicopter followed me down to my landing – not my best, but not my worst either. We ended with some shots of me taxiing into position and having my joyous crew greet me for the debrief. Actually, we do precisely that after every race. Cameras and people were everywhere, so my signature twirl was a little more risky – but authentic. The rest of the day was spent watching the other classes. Lee Behel and Kevin Eldredge flew for the Sport Class. Denis Buehn and John Zayak were on hand to represent the T6s while Heather Penney and John Kokshoorn flew for the Jet Class. The movie should hit theatres later this year. I’ll keep you posted and hope you circle your calendars. Reno prep begins in earnest now and next month’s column will be about the new racers who attended PRS. Until then, Fly low, fly fast and turn left.


Celebrating Twenty-Seven Years of In Flight USA

46

July 2011

Light Sport Flying

By Ed Downs

STRANGE PLANE? o, the title does not mean to imply that the airplane you are about to fly is “strange,” but that you are strange to the airplane. In other words, that slick little S-LSA in which you are about to take a demo at AirVenture is just fine, but you may not be. Many of those reading this month’s column will do so while at EAA AirVenture 2011. A subset of that “many” will be touring the wide selection of SLSAs on display, with some of you signed up to take a “fly-to-buy” demo. The question is, are you really ready to fly that LSA for the first time and give it a fair evaluation? How are your skills when it comes to jumping into an airplane that is quite different than anything you have flown before? Even the FAA is asking that question, as our federal friends note an increase in accidents as pilots move from familiar flying machines into those that may be a tad different than what they have flown before. New FAA Advisory Circular 90109 (Airman Transitioning to Experimental or Unfamiliar Aircraft) has been issued to cover just that kind of question, as accidents involving transition to strange airplanes continue to mount. Don’t let the word “Experimental” in the AC title make you think it addresses only the “do-it-yourself” clan. This AC defines seven “sets” of aircraft which offer significantly different piloting challenges, and S-LSA’s are specifically covered. Of course, you might think, what can be so different about an S-LSA. Most of them look somewhat contemporary and they are just simple “low and slow” recreational airplanes, right? Perhaps you are one of the lucky ones who has been flying something really spiffy and high performance, like a Cirrus SR-22, and think “shucks, if I can handle that hot dog, an S-LSA should be a snap.” Let’s take a look at that “low and slow” little S-LSA and see if some common sense, numbers and fundamental physics can turn on the master caution light in your brain. First, are you truly ready to take a demo flight in the AirVenture traffic pattern? This is a bit like taking your first driving lesson on the Los Angeles freeways. Are you current and qualified to safely fly both a strange airframe and strange engine, probably your first Rotax 912? It is entirely possible that your AirVenture demo flight will be little more than a “ride” as your demo pilot simply tries to survive! Consider doing all the looking and tire kicking at the show, but

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travel to a local dealer for that demo. In many cases, the dealer will even cover some of your travel expense if the dealership is not located close by. In short, make sure your demo environment is such that you are guaranteed a successful experience, even if the plane you are flying does not turn out as you had hoped. But let’s go back to our original point, just how “strange” can the typical S-LSA be? AC 90-109 classifies S-LSA’s as “low inertia/high drag” airplanes. The Cirrus SR-22 (we will stick with the remarkable Cirrus as our stereotypical high performance airplane) is classified as a “high inertia/low drag” airplane. While one might argue that many S-LSA’s are “low drag,” when compared to the SR-22, they are a bit on the draggy side. Interestingly enough, if one simply looks at the FAA’s definition of these two “sets” of aircraft, it would seem clear that we have a classic example of low performance versus high performance. Or do we? Let’s take a look at what a typical “high performance” pilot might encounter as he/she jumps from our spirited SR-22 to the typical S-LSA. 1. Acceleration – Acceleration to take-off speed, either from a dead stop or T&G, depends primarily upon power loading. Power loading is defined as how many pounds of airplane must each horsepower pull. Most high performance singles have a power loading of something between 11 and 14 pounds of airplane (at gross weight) per pony. Our SR-22 sports 310 hp and comes in with a power loading of about 11lbs/hp. A 100 hp S-LSA (very common) shows up with a power loading of just over 13 lbs/hp, well within our high performance standard. By comparison, the old Cubs, Champs and T-Crafts come in with a power loading of about 19lbs/hp. The relatively heavy SR-22 must be accelerated to about 70 to 75 kts prior to rotation, whereas most S-LSAs will jump off the ground at about 50 kts. And, remember how Newton’s mass acceleration formula works, given similar power loadings, the lighter mass will accelerate faster. This means that in the time it takes to fully advance the throttle and wiggle your hind end into the seat of a SR-22, the average S-LSA will be airborne. It is common for the typical S-LSA to become airborne when performing a T&G before it is possible to get full power in. Be ready! A number of S-LSAs are now showing up with 115 hp (power loading of 11.5 lbs/hp) and one S-LSA manufacturer Continued on Page 54


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“SKIES OVER SOLANO” AIR POWER EXPO COMINT After a three-year hiatus, Travis AFB will hold the “Skies Over Solano” Air Power Expo July 30 and 31. The twoday celebration will feature the USAF Thunderbirds aerial demonstration team as well as a host of other airshow acts, including aerobatic champion Tim Decker in his Pitts S-2C, the wacky antics of Kent Pietsch's Interstate Cadet, and numerous of other aerial acts. The action is not limited to the skies. On the ground one of the show's highlights will be Bill Braack in his one-of-a-kind biodieselpowered Jetcar. His 10,000 hp Jetcar accelerates to 400 mph in a matter of sec-

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Celebrating Twenty-Seven Years of In Flight USA

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July 2011

WISCONSIN AVIATION PROMOTES EAA AIRVENTURE SAFETY The typical visitor arriving at EAA’s AirVenture 2011 by air will have flown a long distance and be low on fuel and anxious about complicated arrival procedures. Mix this formula with unpredictable weather and the potential of being a first-timer, and you have a very memorable – perhaps even exciting – event. Sound like fun? You bet! Wisconsin Aviation, the state’s leading network of general aviation services, is prepared to help AirVenture visitors maintain the fun of their adventure while keeping unwanted excitement to a minimum. According to Mary Gasper at Wisconsin Aviation’s Dodge County Airport facility, “All three of Wisconsin Aviation’s facilities at Madison (MSN), Dodge County (UNU) and Watertown (RYV) are ideally located for arriving aircraft and, if needed, for overnight accommodations. Our facilities allow AirVenture arrivals to fill their tanks with

competitively priced fuel while picking up a free copy of the AirVenture arrival NOTAM for a last-minute check of procedures and weather. During the 2010 AirVenture, Wisconsin Aviation accom-

modated and serviced over 500 aviators and aircraft. We are ready to serve and service.” To be safe, arriving at EAA AirVenture takes planning and care. A

final fuel stop and short R&R before dealing with busy arrivals and hectic ground handling can mean that your first experience at AirVenture will be one of fun and amazement, with minimum time spent in a desperate search for “creature comforts.” “And remember,” adds Gasper, “At Watertown and Madison, we can take care of maintenance issues that may have come up before you get locked into an AirVenture campsite that limits aircraft service. With an advance call (800/657-0761), we can arrange for rental cars and a wide variety of services for both airplanes and their passengers.” Wisconsin Aviation is ready to help newcomers and pros get the most out of their AirVenture adventure. Be sure to stop by Booth #3162 and say hi to the folks at Wisconsin Aviation. For more information visit their website at wisconsinaviation.com.

DYNON PLANS OPEN HOUSE DURING ARLINGTON FLY-IN, JULY 9 Dynon Avionics has announced plans to host an Open House on Saturday, July 9, concurrent with the annual Arlington FlyIn. Buses will transport people from the Fly-In site to the factory and back, leaving Arlington at 10 a.m., 11:30 a.m. and 1 p.m. The bus ride and tour will take about three hours. Local pilots can drive directly to Dynon between 10:30 a.m. and 4 p.m., but parking space is limited so reservations are necessary. The Open House will feature a factory tour to show the facilities where the

SkyView system, EFIS/EMS products and autopilot products are manufactured. Free bar-b-que will be available during the Open House and visitors will have a chance to talk to many Dynon employees. Pilots can even fly SkyView on one of two simulators, and door prizes will include $500 Dynon gift certificates, Dynon DX15 hand held radios, and a free hat to the first 50 guests who make a reservation and attend. To make a tour reservation visit Dynon’s website at DynonAvionics.com/

OpenHouse, to learn more about the production of modern avionics. Founded in 2000, Dynon Avionics is the leading manufacturer of avionics for Experimental and Light Sport Aircraft. Continuing a tradition started with the introduction of their first Electronic Flight Information System “glass panel,” Dynon is committed to developing innovative and high-quality avionics integrating the newest technology as it develops at affordable prices for all pilots. For more information about Dynon

products contact Dynon at 425/402-0433 or visit the Dynon website at www. Dynon Avionics.com.

AIRGUIDE PUBLICATIONS, INC. ANNOUNCES RELEASE OF GEO-REFERENCED INSTRUMENT APPROACHES AND AIRPORT DIAGRAMS Airguide Publications, Inc. offers new Data Plans for Flight Guide iEFB featuring Seattle Avionics ChartData Geo-Referenced Instrument Approaches and Flight Guide’s nearly 5,000 Airport Diagrams, as geo-referenced by Seattle Avionics. “With the recent release of our Flight Guide FLY-Wi WAAS GPS, we are now able to offer a reliable way to depict aircraft position on IAPs and our Flight Guide Diagrams for a fraction of the cost of traditional avionics systems,” said Brenda Garcia, Publisher, Airguide Publications. “We currently are the only source for a dependable aviation grade WAAS GPS that works exclusively with the iPad. Furthermore, we research and draw each airport diagram ourselves, depicting all taxiways and businesses on

field for all of our nearly 5000 airports. Others use the FAA’s limited database of approximately 700 airport diagrams that are less detailed.” The VFR Plus Data Plan for Flight Guide iEFB includes the high quality Flight Guide Airport and Supplementary information, METAR/ TAF, Winds, WACs, Sectionals, TACs and geo-referenced Fight Guide Airport Diagrams for the lower 48 states. The IFR Plus Data Plan contains everything the VFR Data Plus Plan provides with the addition of geo-referenced IAPs and geo-referenced IFR Low Enroute charts. The PRO Plus Data Plan includes everything the IFR Data Plan provides, plus geo-referenced IFR High Enroute charts for all 50 states and the Caribbean. Flight Guide iEFB is available for

free through the Apple App Store. Monthly Data can be purchased through the Flight Guide iEFB App itself and range from $9.95 to $29.95 per month. Annual data plans are purchased through the www.flightguide.com website and range from $109 to $319 annually. Airguide Publications, Inc., publishers of Flight Guide, has provided 50 years of excellence in airport and supplementary information to general aviation pilots. In addition to their printed manuals, Airguide Publications, Inc. offers several digital solutions for in flight and planning purposes. These products provide airport, chart, weather, flight planning & enroute data that can be used on the Apple iPad (Flight Guide iEFB), via the internet (Flight Guide Online), on lap top or tablet computers (Flight Guide

Viewer) or through digital electronic Sony & Kindle DX book readers (Flight Guide eBook). Furthermore, Flight Guide airport and supplementary data can be found in leading EFB Flight Systems by: Bendix/King by Honeywell, FlightPrep and Seattle Avionics. For more information visit www.flightguide.com or call 800/359-3591.


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Celebrating Twenty-Seven Years of In Flight USA

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July 2011

Flying With Faber

LAKE LAS VEGAS - THE OTHER LAS VEGAS Stuart J. Faber and Aunt Bea or those who want to get away from it all and indulge themselves with luxurious surroundings, great food and exciting casinos, but without the hustle-bustle of the Las Vegas Strip, I strongly recommend Lake Las Vegas in beautiful Henderson, Nevada. Just 17 miles from the Strip, Lake Las Vegas is a stunning waterfront oasis with most of the benefits of the Strip but without the congestion and other inconveniences. Plus, Lake Las Vegas has something even the Strip does not have – Lake Las Vegas. Most important, Henderson Airport is an extra benefit for pilots who dread the flight into Las Vegas International with its high-priced tie-downs and heavy traffic.

F

The Airport Henderson Airport, KHND is indeed a great alternative to Las Vegas International. At an elevation of 2402 feet, the field has a set of parallel runways. Runway 17R-35L is 6,501 feet long and 17L-3dR is 5,001 feet long. Henderson Executive at 702/261-4806 is very user-friendly. They provide outlets for Hertz and Enterprise car rentals. By the way, good airport restaurants are few and far between these days, but The Landings serves an impressive lunch.

amidst a radiant lake, setting (the largest man-made lake in the country), Ravella, the centerpiece of this development, is a sprawling, 349-room-and-suite, petfriendly resort. Located just 17 minutes from the Las Vegas Strip, Ravella provides an escape from the city’s frenetic energy with its white sandy beach, kayaking, boating and fly fishing, hiking and jogging trails, plus nearby, a Jack Nicklaus Signature golf course. Ravella operates a 30,000-squarefoot spa and fitness center, 39,000 square feet of meeting or social event space including Vegas’ only over-water chapel. Working in concert with the picturesque Lake Las Vegas community, Ravella guests are treated to stunning vistas, miles of green landscape, two marinas, and a neighboring Village reminiscent of Europe’s colorful waterside communities with scenic walking streets of charming boutiques and restaurants. A departure from high-rise resorts, Ravella is a three-story, rambling villa composed of Mediterranean architecture with clay tile roofs and arched doorways. Originally developed as a Ritz-Carlton Hotel, guestrooms are sumptuously furnished with every modern amenity. Average room size is in excess of 500 square feet. Rooms are finished with stylish, residential quality furniture, huge, fully tiled bathrooms, rain-type shower heads, feather beds, giant flat-screen TVs, complimentary Wi-Fi and multiple line telephones. You get Ritz-Carlton quality and current economic rates – it’s one of the best bargains around.

The Spa Ravella at Lake Las Vegas 1610 Lake Las Vegas Parkway Henderson, NV 888/810-0440 www.ravellavegas.com After touching down at KHND, you can rent a car, or just give Ravella a call and they will pick you up. It would be advisable to arrange a pick-up with the resort when you make your room reservation. Within minutes after securing your aircraft, you will be pulling up to Ravella and immediately feel the sensation of being hundreds of miles from Las Vegas – yet, if you want to take a drive to The Strip for dinner and a show, you are less than 30 minutes away. Basking in year-round sunshine

If you wish, you can get lost for days in Ravella’s spa where you can soak up the atmosphere on the tranquil outdoor terrace and meditation garden while gazing at the lake and the breathtaking mountain views. The 30,000-square-foot spa and wellness center features 24 treatment rooms, a full-service salon, advanced fitness center, men’s and women’s vanities, relaxing healing waters and more. Treatments highlight European ingredients such as the Ravella Rocks Massage, enhancing hot basalt stones with fresh rosemary from the Mediterranean shore. Napoli Espresso Body Ritual, using finely ground Italian espres-

The Florentine Gardens for outdoor dinners and the wedding chapel for those spur of the moment weddings. (Courtesy Ravella at Lake Las Vegas)

The Lake at Dusk (Courtesy Ravella at Lake Las Vegas) so beans and volcanic pumice from Mount Vesuvius for exfoliation, is very soothing. Or, try the detoxifying Vita de Mare Body Therapy, which uses Mediterranean clays scented with cocoa and pomegranate extracts. Locally sourced ingredients are incorporated into treatments such as the Mediterranean Herbal Poultice Massage, which uses desert chaparral to rejuvenate and detoxify. The Muscle Relief Massage, takes advantage of the soothing powers of wild sage and mountain arnica. The Skin Quencher Organic Aloe Body Wrap calms sun-exposed skin with one of the desert’s natural healing plants. Jojoba oil is used as a base in all oils and fossilized sea salt, gathered from southern Utah, serves as an exfoliant. Several treatments have been created especially for men. Beyond the standard sports massage, The Spa features men’s facials such as the Solo Vento Skin Fitness treatment. Using high-grade organically produced botanicals and 100 percent essential oils, therapists smooth stubble, clean, exfoliate, balance and moisturize

Hole #1 at Southshore Golf Club (Courtesy Bret Mulligan, PGA) and offer skin tips to use at home. Children age 10 and up are invited to enjoy abbreviated spa services created specifically for young skin and growing bodies. For a special treat, kids can enjoy the Migliori Amici treatment (translation: best friends) and experience side-by-side treatments with a friend. Teens also can learn tips on taking care of their skin or how to apply makeup. During select weekend events, guests may bring the family pooch along to partake in special activities like doggie yoga and hiking. Special doggie treats are offered at The Spa. The Spa and Salon features its signature private label, complemented by natural skincare lines Naturopathica and H Maloha, which claim to produce agedefying results and visible rejuvenation without harmful synthetics or parabens. For hair care, Moroccanoil styling, finishing and conditioning hair products make the hair feel and look healthier after just one use. The full-service salon offers expert Continued on Page 51


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Flying With Faber

Continued from Page 50 color, cuts and styling. For manicures and pedicures, nail technicians use vegan Spa Ritual products, wild crafted and naturally colored without synthetic dyes. Makeup artists use only the purest makeup products. The fitness center is the center of private and group exercise classes such as spinning, boot camp and yoga. Other activities include personal training, swimming, hiking and outdoor excursions in and around Lake Las Vegas. Nutrition counseling and weekend health retreats will be offered in the coming months. The Vita Sana Health Living Store carries all-natural snacks, hair, nail and skin care lines used in The Spa and Salon, resort wear; an organic Italian baby-care line, and a special section for family pets.

Dining at the Resort Ravella’s Medici Café and Terrace affords spectacular views of the Florentine Garden and the outdoor fire pit. Inside, guests are served delicious, wholesome breakfast items from classic

CHINO AIRCRAFT SALES

Village at Lake Las Vegas (Courtesy Ravella at Lake Las Vegas)

Entrance to Ravella Resort (Courtesy Ravella at Lake Las Vegas)

Ponte Vecchio at Night (Courtesy Ravella at Lake Las Vegas)

selections such as eggs Benedict or a country style omelet to lighter options like Irish oatmeal or organic yogurt with fresh fruit and granola. The expansive and lively Firenze Lounge delivers a variety of gourmet sandwiches such as Serrano ham, served on a bacon ciabatta roll and dressed with manchego cheese, arugula and Italian mustada. In the evening, the lounge serves unique small plates such as grilled eggplant with smoked burrata mozzarella, garnished with basil and balsamic; hot scallops in an escabeche sauce; and tortilla of wild mushrooms over a goat cheese salad and more.

At poolside, tempting snacks include hummus on pita bread and a mouth-watering Black Angus burger are served. Or, try a fresh salad or wrap and finish the meal with a tropical cocktail like Ravella’s signature Lagoon Breeze or Day at the Beach.

area, a smaller 4,700-sq.-foot junior ballroom, 10 function rooms including two elegantly appointed boardrooms, and a lakeside climate-controlled pavilion. Technological amenities include free WiFi throughout the resort; state-of-the art electrical, lighting and sound systems; and soundproof air walls. Direct ballroom access is available for large vehicles and other oversized display items. The Ponte Vecchio Bridge houses the over-water chapel, La Capella di Amore. Sweeping windows span the front of the chapel, and reveal magnificent views of the lake and twinkling Continued on Page 52

BOB CULLEN BOB@CHINOAIRCRAFT.COM

(909) 606-8605 (951) 264-6266 CELL (909) 606-8639 FAX See our inventory @ www.chinoaircraft.com

INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles

1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.

1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.

1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.

PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.

1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.

1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.

1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.

1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.

1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.

1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.

1977 C172, 180HP , IFR, 700 SMOH, $57,500.

1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.

1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500

1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.

FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.

1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.

1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.

Look us up at www.chinoaircraft.com E-mail Bob@chinoaircraft.com

1981 C172P, 1000 SMOH, new paint, IFR. $52,500

1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.

SHORT TERM INVESTMENT OPPORTUNITY. HIGH INTEREST SECURED BY CLEAR TITLED AIRCRAFT.

1961 C175, 700 SMOH, new annual, $34,500.

1977 C402, 700/700 SMOH, spar mod done IFR.

SPECIAL FINANCING – big down/minimum credit on learn to fly aircraft. 150s & 172s available.

2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000

1968 C421, 350/350 SMOH, available new annual. $99,500.

1979 TOMAHAWK, in license $17,500 OBO.

1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.

WE RENT TWINS CHEAP!

1979 TOMAHAWK, 1310 SMOH, low price, offer.

1956 CESSNA 310 - $80/hr.

1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500. 1974 C421B, 300/1100 SMOH, loaded. $165,000.

1960 CESSNA 310 - $100/hr. CESSNA 340 - $250/dry

With nearly 39,000 square feet of meeting space, Ravella can accommodate gatherings ranging in size from 10 to 1,000. Its advanced meeting space features an 11,841-square-foot ballroom with 7,423 square feet of pre-function

1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.

At Chino Airport Southern California’s High Volume, Low Priced Aircraft Dealer! Best Buys Available Anywhere! Largest Selection of “In-Stock” Inventory in the West!

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July 2011

Flying With Faber Continued from Page 51 lights of The Village Lake Las Vegas. Embodying Renaissance style, the chapel is graced with Old World touches including hand-carved wooden pews imported from Italy, a beamed ceiling and iron chandeliers and sconces.

Bring the Kids Located adjacent to the resort’s pool, Ravella’s spacious Kid’s Club is flooded with natural light and is organized into three rooms. Children learn arts and crafts or enjoy board games, foosball, movies or play Wii. The Tween Zone is outfitted with big-screen TVs for movies or video games, plus two pool tables and Xbox Kinect. Kid’s Club guests also can play with basketballs, volleyballs and bubbles on the outdoor deck. Nutritious snacks are offered throughout the day. The Kid’s Club is open daily from 10 a.m. to 1 p.m. and 2 to 5 p.m. For weekend guests, the club also is open by reservation only on Friday and Saturday evenings from 6 to 9 p.m. Kid’s Club is available to children ages 4 through 12.

Restaurants in the Village Lake Las Vegas Village, which is a stone’s throw from Ravella, resembles a small European village. Inspired by the beauty of centuries-old Tuscan hamlets, The Village is dotted with restaurants,

shops and coffee houses that line its cobblestone streets. There are several good restaurants in the village such as Sunset and Vines Restaurant, 40 Costa del Lago, 702/3827900. Huge steaks, lamb and pork chops, and lobster tails are a few of the tempting entrees. They also have a great selection of tapas including seared salmon tacos, roasted sausages, finger lamb chops and sliders of ground beef and cheese. Black Pepper Grill, 10 Villa Brianza, 702/567-9950, is an attractive new restaurant where you can dine indoors or outdoors. Owner Angelo Molli has added several new entrees to the menu, including several lobster selections. Black Pepper Grill is famous for mouth watering steaks, tomato gin soup, and plenty of nouvelle offerings-plus an extensive list of wines by the glass. Bernard’s Bistro, 15 Via Bel Canto, 702/565-1155, features a full service menu of California French cuisine. Award winning executive Chef Bernard Tordjman views every dish as a creation – not only do they look inviting, they taste great. Menu items include steak, seafood and pasta. Lunch specialties include signature quiches, and several vegetarian dishes along with an excellent selection of domestic and world wines.

Fly Fishing School Fly fishing has always been a chal-

lenge to me. I have been an inveterate bait-casting fisherman since I was four years old, but I never quite got the hang of fly fishing – that is, until I took the course at Outdoor Source at Lake Las Vegas. John Campbell is a jolly, crusty old fisherman who also instructs at the University of Utah. He made the esoteric subject of fly fishing much easier. He took us step-by-step through the art of how to hold the rod, methods of casting and presenting the bait and how to retrieve the fish. As I raised the rod to initiate my cast, he told me exactly how to hold my wrist, when to release the line and how to direct the bait. If I pitched the rod at the wrong angle of attack, he gently coached me until I had it just right. Within a few moments, I was relaxed and mastering skills that I was unable to accomplish on previous attempts. I recommend Outdoor Source for the entire family or any group who is visiting Ravella. In addition, Outdoor Source offers dragon boat racing, beach games, star gazing and other aquatic activities. For more information, visit www.outdoorsource.net or 702/499-8921.

An Adjacent Casino South Shore Golf Club As a non-golfer, I am not easily excited by golf courses. But I was impressed with the architecture of South Shore Golf Club. The course has literally been carved out of the mountainside. It

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was personally designed by Jack Nicklaus – not just a JN design, but a signature design, this course was created from magnificent desert lava flows, mountainside crevasses and dramatic elevation changes. The result is a club, rated among the top 100 in the United States, with unmatched views of the Mojave Desert and Lake Las Vegas. Golf Week voted the course 45th in the nation. Each hole commences with a choice of five tee-boxes. Although challenging, this feature offers opportunities to achieve a good score from the most skilled to the novice. Some initial drives require getting the ball from the tee-box to the fairway over a canyon that may be a hundred feet across and a hundred feet deep. Elevations on the course may ascend 300 feet – plus the cross-winds present other challenges. This course, which is playable virtually 365 days a year, is kept in perfect condition all year around. Although the course is privately owned and supported by a limited number of members, hotel guests at Ravella have access to the course.

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The beauty of Ravella is that the resort is not overrun by casino madness. Guests are spared the burden of navigating their way around smoky card tables and the cling-clang of slot machines in order to escape to their rooms or the restaurants. Attached to the hotel by a covered walkway is a free-standing casino. It is not even operated by the hotel. For those who want to gamble, it’s a short walk from the lobby. For those who don’t want to gamble, one would hardly know that there was a casino within miles of the hotel.

Other Things to Do Take a sunset cruise aboard La Contessa, a huge yacht that can accommodate about 20 friendly couples for dinner or large groups of up to 50 for snacks and drinks. The vessel makes one or two relaxing trips around the lake during which you can have a look at some grand lakeside estates, the golf course or the vast desert. You can relax on the beach and soak up the desert sun while you listen to the sounds of a rushing waterfall as it cascades into a lagoon. Or, just hang around the huge pool and enjoy lunch and drinks. Ravella and the surrounding Lake Las Vegas is a fantastic and inexpensive luxurious getaway amidst tranquil surroundings and stunning scenery. It is equipped with all the comforts of the big city but the only high-rises are the surrounding mountains.


July 2011

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53

CESSNA HONORS 100TH ANNIVERSARY OF CLYDE V. CESSNA'S PURSUIT OF FLIGHT

Cessna Aircraft Company is commemorating the 100th anniversary of its company founder learning to fly and building his first airplane. “It's a source of pride for all Cessnans to know we are carrying the torch for a company started by a man with such a pioneering and tenacious spirit. One hundred years ago, Clyde Cessna taught himself to fly just eight years after the Wright brothers flew. That's historically significant, and that ‘can do’ spirit defines this company and is something all of us at Cessna intend to carry on,” said Dave Brant, senior vice president, Product Engineering. According to company archives, 31year-old Clyde Vernon Cessna spent much of 1911 teaching himself to fly while attempting to get his first plane in the air. Born in Iowa in 1879, Clyde Cessna’s family moved in 1881 to Rago, Kan., about 30 miles west of Wichita. Headlines highlighting the Wright brothers’ accomplishment with powered flight and Louis Blériot successfully flying his monoplane across the English Channel got Clyde Cessna’s attention, but his passion for aviation ignited when he witnessed flight for the first time in January, 1911 at a traveling air demonstration in Oklahoma City. By then Clyde Cessna and his wife had relocated to Enid, Okla., to run an Overland Farm car dealership. Just weeks after watching the demonstrations, the farmer-turned-auto salesman with a mechanical mind used his life’s savings to purchase a copy of the Blériot XI fuselage from the Queen Aeroplane Company of New York City. Clyde Cessna and his brother Roy Cessna added an engine and propeller, and they came to understand every detail of the airplane during numerous rebuilds after technical failures and accidents on the Salt Plains in northern Oklahoma.

This year Cessna Aircraft Company commemorates the 100th anniversary of its company founder, Clyde V. Cessna, learning to fly and building his first airplane. (Cessna)

Clyde Cessna poses with one of the first airplanes he built in Wichita circa 1917. (Cessna)

Clyde Cessna named his first airplane Silver Wings; he and his brother Roy Cessna built it using a copy of an American-made Blériot XI fuselage. (Cessna)

Archives show that Clyde Cessna’s first attempt to fly Silver Wings was May 11 and his first flight without a crash landing occurred in June. He endured 12 crashes at an average of $100 per fix and considerable time spent in repairing the aircraft to try again. In fall 1911 the Cessnas moved back to Kansas and in 1916 Clyde Cessna became the first to manufacture powered aircraft in Wichita. He collaborated with Walter Beech (Beechcraft) and Lloyd Stearman (Boeing), among others, before setting out to form the Cessna Roos Aircraft Company in September 1927, which by Dec. 22, 1927, became known as the Cessna Aircraft Company. During the past 84 years, the company has designed, produced and delivered more than 192,500 airplanes around the globe. Clyde Cessna retired from the company, turning leadership over to his nephew Dwane Wallace, on Oct. 28, 1936. He then returned to farming in Rago, where he died on Nov. 20, 1954. He has received many honors and awards through the years for his contributions to aviation, including induction into the National Aviation Hall of Fame in 1978. A publication providing more information on the life and accomplishments of Clyde Cessna is available at cessna.com/news/cessnan.html.

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Light Sport Flying Continued from Page 47 has crammed a legal 180 hp engine into an LSA airframe for an impressive power loading of 7.3 lbs/hp. Perhaps you should add an extra pair of undergarments to your flight kit? 2. Climb – This is where both power loading and wing loading come in. We have already decided that both the Cirrus and typical S-LSA have good power loadings, but how hard are we working the wings? In other words, how much weight must each square foot of wing support? Low wing loads tend towards good climb, but slower cruise speeds. High wing loadings need a higher speed to perform, but have less drag. The wing loading on our SR-22 is just over 23 pounds of weight supported by every square foot of wing. The typical S-LSA comes in at about 11 lbs./ftÇ, some significantly lower. The bottom line is that even with low horsepower, most S-LSAs will climb between 900 to 1,200 fpm, similar to the SR-22. But, the S-LSA may be climbing at speeds of 75/80 kts, while the higher wing loading of the Cirrus will need 100/110 kts. If staying in the typical GA traffic pattern, your Cirrus will be climbing on the upwind, crosswind and, probably, downwind legs. Your typical SLSA may reach pattern altitude before turning crosswind. Be ready to level off and keep a sharp eye out for those hot shots who think that mid-field and crosswind pattern entries are a good idea. 3. Handling – How a plane “handles” should not be confused with performance. This writer has flown many airplanes that may perform well, but are unpleasant to fly due to issues of stability of flight control loads. The High performance SR-22 will strike one as smooth and solid. The heavier weight of the airframe, wings and tail feathers add a degree of dampening that inhibit over-controlling. You simply “feel” the mass and resulting inertia of the plane. The light weight and low mass of the typical S-LSA means it takes little effort to move controls and response is rapid. While the words “light and agile” are true, many first time LSA pilots find it easy to over-control these “low inertia” airplanes. Most S-LSA designs favor a stick type control, meaning you may be encountering a flight control system that is familiar to us old guys, but a bit strange to those who learned in the typical Cessna/Piper trainer. Be prepared to use fingertips, not arm movements, when flying your first S-LSA. 4. Goodies and Gadgets – Now that you are airborne, the trick is to find the airspeed indicator and figure out how to read it. To be sure, our trusty Cirrus pilot may feel right at home, but those

stepping into their first S-LSA from the world of “steam gauges” may find a bewildering array of advanced technology. So there you are, in the middle of the AirVenture traffic flow, with your head down looking for airspeed and altitude, wondering why the RPM display shows over 5,500 rpm! Take the time to learn where the basic indicators are located before you take the demo flight, and do not let your demo pilot become distracted by trying to impress you with the multifunction, auto flight operation. Look outside and fly the plane! 5. Landing – This is where the low inertia aspect of an S-LSA comes in strong. If using the FAA accepted 1.3 of Vso for our speed on short final, you will find the SR-22 at about 80 kts. If landing heavy, our Cirrus will have over 270,000 pounds of kinetic energy, which is inertia, to be used for the landing. This energy is what you use to control the plane during the final landing maneuvering and flare. Our S-LSA may be on short final at just over 50 kts, carrying about 70,000 pounds of kinetic energy. This basically means that, when coupled with the higher drag characteristics of an S-LSA, our little plane will transition through the final landing maneuvers, (alignment and flare) over three times faster than the Cirrus. S-LSAs do not so much land, as they simply approach the ground and stop. With practice, one may be tempted to land at the take-out window of your favorite fast food eatery, but give it a second thought. From the demo flight standpoint, be aware that the light and responsive controls, coupled with a very short flare program, can lead to a maneuver that looks more like leaf fluttering to the ground than a plane landing. Adding to the realities of low inertia is a view over a closely cowled Rotax engine that is very different than that of a Continental or Lycoming powered airplane. The Rotax is very compact, which results in a “pointy” nose that can give misleading runway alignment cues. None of these characteristics of an SLSA are difficult to deal with. Perhaps very anecdotal, but this writer once accomplished some 35 demo flights in a well known S-LSA over a two-day period and noticed an interesting trend. Low- time pilots, even students, had little trouble adapting to the fun offered by the sporty SLSA we were flying. The high time guys, especially three old time flight instructors, tended to “fight” the differences, resulting in less than successful experiences. The moral is, don’t lock into an “it should fly just like the last plane I flew” attitude that prevents you from having a great time and learning to love low inertia flying. Don’t be a “stranger” to S-LSA flying.


July 2011

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July 2011

GIRLS WITH WINGS SCHOLARSHIPS: TWO $1000 AWARDS

Girls With Wings, Inc., has announced their Fifth Annual Scholarship Program for a future Girl With Wings. The application packet requires an essay with photo stating why the applicant believes she is a role model for Girls With Wings, to include her motivation, inspirations and future plans. Applicants must not have yet received a private pilot’s license but have completed her solo. Entries are to be received between July 1 and July 31, 2011. At least two scholarship winners will be selected and eligible for $1,000 to be used toward

flying lessons. The fund is currently $2,600 and with donations received before July 1, a third scholarship could be awarded. The awardees agree to submit three updates with pictures taken during flight training and a final essay summarizing how the scholarship helped her, what she learned and her intent to continue her work as a Girls With Wings role model. Full details can be found at http://girlswithwings.com/scholarship.html. Last year’s winners were Janice Hernandez, a student of aviation manage-

ment at Mt. San Antonio College/ Southern Illinois University, and Rose Bridges, an Air Force ROTC cadet at Florida State University. They are both on the GWW message board and their final essays are available on the GWW website. Girls With Wings, Inc., is a nonprofit organization that focuses its efforts on introducing young girls to their role models in aviation-related occupations. Website activities and inspirational stories of women involved in various fields of aviation will motivate girls to pursue their own skyward adventures.

Fundraising for outreach activities is done through the sales of Girls With Wings merchandise designed to let everyone know Yes, Girls Can Fly!? While some may view some of these products as just t-shirts, Girls With Wings believe that it is in fact a statement about the potential of girls to be intimately connected with Aviation (and other Science, technology, engineering and math based fields) from the time they are born. For more information contact Lynda Meeks at LMeeks@girlswithwings.com or call 216/577-6131.

CIRRUS AIRCRAFT, CAIGA COMPLETE MERGER Cirrus Aircraft and China Aviation Industry General Aircraft Co., Ltd. (CAIGA) announced that the two companies have completed their merger. With the previously announced merger now finalized, Cirrus Aircraft, a global leader in general aviation, joins China’s leading general aviation product and services company to form a worldwide general aviation enterprise. “We’re very excited to have joined forces with CAIGA,” said Brent Wouters, Cirrus President and Chief Executive Officer. “This partnership will benefit our business and our customers; we share with CAIGA a vision of worldwide growth. CAIGA has the resources that will allow us to expedite our aircraft development programs and accelerate our global expansion.”

Wouters also said that he expects the merger to deliver benefits in terms of jobs and job growth in the United States: “Our partners at CAIGA understand the strength and the talent of Cirrus’s workforce who have made the Cirrus brand so successful and prominent in the general aviation marketplace. CAIGA will continue to invest in our employees and in our world-class production facilities in Minnesota and North Dakota.” “We are very impressed with Cirrus’ performance in the global general aviation industry” said Meng Xiangkai, CAIGA president. “It has a very strong record of consistent product excellence, comprehensive safety features, an outstanding management team and a highly skilled workforce who operate from advanced production facilities. We look

forward to working with Cirrus’ management team to build upon its success and to expand production volume to further cement Cirrus’ leadership position in the global general aviation industry.” Cirrus Aircraft Co-Founder Dale Klapmeier said the completion of the merger was an important milestone in the company’s history: “This is a very positive development that allows us to continue our mission to develop and build the best, most exciting aircraft in the world. Through our merger with CAIGA Cirrus will continue to lead the industry in bringing increased safety, performance, and comfort to the general aviation community.” Known for incorporating luxury automotive ergonomics, pilot-friendly avionics and advanced safety features into its high performance airplanes,

Cirrus has delivered nearly 5,000 new piston airplanes over the last decade. For nine years in a row, the Cirrus SR22 family of aircraft has been the best-selling four-place airplane in the world. Cirrus pioneered the use of the FAA-certified Cirrus Airframe Parachute System that is standard equipment on all Cirrus aircraft.

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July 2011

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Sports Travel and Tours, the leader in spectator sports travel, and one of the nation’s premiere Airshows, the California Capital Airshow (CCA), recently announced a partnership, which will deliver quality sports entertainment to their ever-expanding fan base. This is a brand new option for customers providing an all-inclusive travel package to one of the largest and most exciting airshows in the country. This new offering builds on the popular travel packages that Sports Travel and Tours offers via organizations such as The National Baseball Hall of Fame and Museum and The Pro Football Hall of Fame. Other programs offered include NASCAR, U.S. Open, Stanley Cup, Kentucky Derby and more. “We are excited to have this unique sporting event to make available to our clientele, as we’ve never offered this type of an event before,” said Teresa Weybrew, Director of Sales for Sports Travel and Tours. “We have negotiated and designed two different levels of participation with access to areas of the show that the general public is not able to take advantage of.” “Sports fans that have never been to an airshow are in for a rare treat. The CCA showcases five hours of non-stop thrills, chills and jaw-dropping excitement that will literally have fans on the edge of their seats,” said Darcy Brewer, Executive Director of the California Capital Airshow. “Guests will see the ‘best of the best’ in regards to both military and civilian pilots and aircraft; literally there is so much to see and experience that you can’t see it all in one day. With over 120 static aircraft and displays on the ground representing over nine decades of aviation history, sports fans will be mesmerized and entertained all weekend long.” The 2011 California Capital Airshow thunders into Sacramento on Sept. 10 and 11 at Mather Airport.

Packages offered include: • The Flight Line Experience: Featuring accommodations for three days and two nights at the elegant FourDiamond Sacramento Marriott Rancho Cordova. This package includes two-day admission to the Airshow and special tented Flight Line Club access for viewing of the show, commemorative poster, official souvenir program and more. • The VIP Experience: The VIP weekend features exclusive events not available to the general public such as the Performers Reception and Performers Gala. Once at the airshow, enjoy access to the exclusive Governors Club, an escorted tour of the “Hot Zone” where you will see the world’s most impressive and highly-secured military aircrafts, like the F-15 Strike Eagle, F-18 Super Hornet, rare and priceless warbirds, and so much more. In addition, you will have the opportunity to meet some of the world’s most renowned pilots and performers, preferred parking and more. For additional details on both these packages visit www.sportstravelandtours.com/cca or call 800/662-4424. “Having these two major players cooperating at this level will help us continue to meet our fans’ needs and interests. Customers have been asking for different sporting options to choose from and for the aviation enthusiast this will blow them away,” said Jay Smith, President of Sports Travel and Tours. “We have yet to scratch the surface of what we can offer to fans around the world.”

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BLUE ANGELS CONTINUE PERFORMANCES The Navy Flight Demonstration Squadron, the Blue Angels, will resume all previously scheduled performances for the 2011 season beginning with Quad City Air Show in Davenport, Iowa, June 18-19. During the past two weeks, the Blue Angels completed rigorous training and airshow demonstration practice to integrate Capt. Greg McWherter, the new commanding officer and flight leader,

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JULY 25-31, 2011 

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PREFLIGHT

TO

AIRVENTURE 2011

AIRVENTURE SURVIVAL GUIDE Top tips for a more pleasant AirVenture experience. By EAA staff

sure to grab a grounds map, as locations of attractions/facilities may change from year to year. Even staggering meal times can help avoid the big mid-day crowds at the food stands. 9. Bring a camera and extra supplies. If you own a digital camera, extra batteries and memory cards are a smart investment. For film cameras, be sure to check your battery, have extras just to be safe, and bring two more rolls of film than you plan to shoot. If you bring a video camera, make sure you have an extra tape or memory card and at least one fully charged spare battery. 10. Watch the overhang! It’s natural to lean forward to look into the cockpit of your favorite aircraft, but wait just a second! Make sure the camera or sunglasses around your neck aren’t striking the aircraft. Those items can leave nasty scratches. 11. Oshkosh Rules Apply! - When you’re near aircraft, the rule is: "Always ask before touching." - For safety’s sake, eating and smoking are not allowed in the flight line or near airplanes. It is nearly impossible to see everything in one day, or even a week. Pace yourself and focus on what really interests you. Please remember that rules and regulations exist to ensure everyone’s safety and enjoyment. If you have any questions, just ask an EAA staff member – or an AirVenture volunteer, without whom AirVenture would not be possible. Enjoy your visit to EAA AirVenture Oshkosh. By heeding these few bits of advice, you’ll be well on your way.

Editor’s Note: We are pleased to publish the AirVenture Survival Guide each year as a reminder to regulars and a necessity-list to new visitors. Be sure to check the EAA website at www.eaa.org or the AirVenture website at www.airventure.org for details and planning your days in Oshkosh. or those who love aviation, Oshkosh is the place to be. Hundreds of thousands of enthusiasts will descend upon Wittman Regional Airport and the EAA AirVenture grounds to saturate themselves in their passion for flight. Take it from AirVenture veterans – be prepared so you can maximize your enjoyment on the grounds. Here are some fast and easy tips that have proven valuable for AirVenture attendees: 1. Slather on the sunscreen: One thing is certain: Sunscreen works. Make sure you cover exposed areas of your body with at least an SPF 15. If you bring children, don’t forget to cover them as well. 2. Bring comfortable shoes. Take good care of your feet. Wear the most comfortable walking shoes you have. Exploring the grounds can add up to several miles over the course of one day. 3. Wear a hat. Temperatures can range anywhere from the 60s to the 90s, but AirVenture has a stretch of very hot, humid weather. A hat can provide some protection from overheating. If, for some reason, you forget to bring one, there will be plenty of official EAA AirVenture

F

For those who love aviation, Oshkosh is the place to be. Hundreds of thousands of enthusiasts will descend upon Wittman Regional Airport and the EAA AirVenture grounds to saturate. (EAA Photo) Oshkosh hats available. (If you’re watching the air show from the flight line, the back of your neck will likely be fully exposed to the afternoon sun. A bandana tucked under the back of your cap can provide an effective sun block.) 4. Use lip balm. Not many people think of this, but bring some Chapstick, Blistex or other brand and apply often to prevent the sun from turning your lips into leather. 5. Wear sunglasses. A fairly obvious item on your checklist, one for which your eyes will thank you. A neck strap also comes in handy. 6. Check the forecast. If there’s a chance of rain during the day, be prepared with a light jacket or poncho, a small umbrella, and an extra pair of socks.

7. Drink lots of water/bring a water bottle. Dehydration can hit even the heartiest AirVenture attendees, especially on hot afternoons. Nothing prevents dehydration as well as water, and bottled water is available at the many concession areas. You can make plenty of use of the many water fountains located throughout the grounds. Don’t rely on soft drinks to prevent dehydration. 8. Organize your visit. Take advantage of all the information available before you get here. For example, if you plan to attend some of the hundreds of presentations, workshops and forums, check out the Presentation and Workshop Schedule that allows you to view the schedules by date, interest, keyword or presenter; find this at airventure.org. Be

WORLD’S LARGEST FLYING AIRSHIP COMING The largest flying airship in the world – the Farmers Airship, a Zeppelin NT owned and operated by Airship Ventures – is headed to EAA AirVenture Oshkosh 2011, where it will offer 45minute scenic flights over the AirVenture grounds and Winnebagoland for purchase. Airship Ventures, based at Silicon Valley’s Moffett Field in Calif., is touring the Farmers Airship throughout the country this summer for the first time, in partnership with Farmers Insurance. Flying since 2001, Zeppelin NTs have carried more than 80,000 passengers. The Farmers Airship is the fourth and most recent Zeppelin NT to be built and has been offering scenic “flightseeing” tours over California since 2008.

“Crossing the country with our partners Farmers Insurance we’ve brought the joy of the Zeppelin experience to dozens of communities and events, but I am not sure we’ve ever experienced one quite like AirVenture,” said Alexandra Hall, Airship Ventures CEO. “We’re thrilled to be bringing the first Zeppelin to sail the U.S. skies in more than 70 years to Oshkosh and celebrate aviation alongside so many enthusiasts and fans.” At 246 feet in length, the airship is 15 feet longer than a standard Boeing 747, and 50 feet longer than the largest blimp currently operating. The gondola accommodates one pilot, one flight attendant, and up to 12 passengers, with luxury features including huge panoramic windows, onboard restroom with window, and a

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180-degree rear observation window. “No matter how many times you’ve been to AirVenture, there is always something new to see and experience,” said Tom Poberezny, EAA and AirVenture chairman. “We are delighted to welcome Airship Ventures and the Farmers Airship to the one place in the world where all forms of aviation come together.” The Farmers Airship will be based at Pioneer Airport during AirVenture. Public tours aboard the Farmers Airship will be offered for $399/person July 2231; tour duration is 45 minutes. To purchase tickets in advance, call 650-9698100 ext. 111, or order via email at reservations@airshipventures.com.

OSHKOSH

The Farmers Airship, a Zeppelin NT that's been flying in California the past three years, is coming to AirVenture Oshkosh 2011. (Photo courtesy of Roger Cain/Airship Ventures)


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AIRVENTURE 2011  JULY 25-31, 2011

TOP 11 AIRCRAFT

TBM 3-E Avenger Among the 10,000 aircraft appearing at AirVenture, some tend to stand out a little bit more, whether because of uniqueness, history, flying characteristics, or simply looking pretty cool. From the dawn of flight to current innovations, there's plenty of aircraft to absorb in just seven days. Adam Smith, EAA vice president of membership, shares his “Top 11 of 2011” aircraft appearing at AirVenture that may be “flying under the radar.”

TBM 3-E Avenger Dozens and dozens of unique, aweinspiring aircraft will comprise the largest gathering of naval aircraft spanning all eras ever assemble in one location for the Centennial of Naval Aviation festivities. Just like every aircraft at Oshkosh, there's a story behind each one of them. But very few can tell a story like this Avenger. This one is a genuine World War II veteran, having fought in the Battle of Okinawa in 1945. Want proof? Check out the bullet holes.

Super Salto There's no question many of the large and noisy jets that attend AirVenture tend to get plenty of well-deserved attention. Bob Carlton's jet-powered sailplane, however, is at the opposite end of the spectrum - simply quiet and serene. Carlton “stole the show” with a beautiful balletic performance at the inaugural Night Air Show in 2010. We're really looking forward to seeing him fly again.

F8F Bearcat We'll have pretty much the full range

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Super Salto of “cats” that served in the U.S. Navy at Oshkosh this year, with everyone having their favorite. Mine is the Bearcat, a beautiful airplane with a fine reputation among those who flew it. Plus, this particular one's paint scheme reminds us it was used by the Blue Angels in their first season, way back in 1946.

AIRVENTURE 2011

Fairey Swordfish Mk.III appear, and potentially another on its way. They will play an integral part in the Tribute to Bob Hoover on Tuesday, July 26, recalling the infamous story that involves Hoover stealing an Fw 190 to aid his flight from captivity at the end of World War II.

The new generation of electric-powered aircraft is emerging, with many on display at AirVenture 2011. I've chosen the Elektra One from Europe because it looks like an interesting and practical design, has a great team of people behind it, and Oshkosh will be its first major public appearance in the U.S.

Bleriot XI History is always alive at AirVenture. You don't need to look further than EAA's Bleriot XI replica to see that. Fresh off the first "flight" of the five-year project, attendees can see the airplane in a special Airmail Centennial exhibit this year and is painted to represent the aircraft that Earle Ovington used in 1911 to make the first airmail flights in the U.S. Demo runs of its 101-year-old Anzani engine will be held throughout the week. Don't stand too close behind it, however, as you may get sprayed with castor oil!

Focke-Wulf Fw 190s For years, we've been waiting for this legendary Luftwaffe fighter to fly at Oshkosh. When it rains, it pours (insert “Sploshkosh” joke here). This year, we have at least two Fw 190s confirmed to

Burt Rutan considers the Boomerang one of his greatest accomplishments, and rightly so. It's an incredible combination of performance, safety, and the unmistakable “look” of a Burt Rutan aircraft. Missing from the Oshkosh landscape for about a decade, the Boomerang is being prepared for flight by a group of Scaled Composites employees in order for one of Burt's most unique and eyecatching designs to be represented at the Tribute to Burt Rutan planned for Thursday, July 28.

sents two significant firsts – the first time anywhere that aviation enthusiasts can tour the 787 and the first public showcase of the 787 in North America.” For one day only, attendees can tour the Boeing 787 Dreamliner while it is on static display on ConocoPhillips Plaza and witness it in flight during its arrival and departure. It is scheduled to arrive at 9:30 a.m. on July 29 and depart following that day’s afternoon airshow, at approximately

P-51D Twilight Tear Fresh out of restoration, Oshkosh will host another aircraft with genuine World War II combat history. So fresh, in fact, that the nose art for the aircraft will be painted on the airplane during AirVenture. Watch this among all the great activities taking place on Scotts Warbird Alley.

Sonex Onex With great looks and performance at a very affordable price, Sonex Onex seems almost singlehandedly to be making the single-place airplane cool again. While a lot of the excitement and attention at Oshkosh falls on expensive hardware, the Onex reminds us that, particularly in the homebuilt areas, there are dozens of "dream planes" that are within the reach of your average Joe (or Jane).

Rutan VariEze Prototype Fairey Swordfish Mk.III Vintage Wings of Canada is bringing one of the largest biplanes you will ever see – one that has a great “presence” in the sky and on the ground. Even though it was slow and lacked adequate defense, the “Stringbag” was considered one of the finest naval aircraft of the World War II. Originally designed as a reconnaissance aircraft for the Royal Navy's Fleet Air Arm, this lumbering biplane anachronism flew on into the era of high-performance monoplanes, even jets, and achieved phenomenal success. The Swordfish is a unique addition to the Centennial of Naval Aviation celebration.

BOEING 787 MAKING LANDMARK VISIT EAA and AirVenture chairman Tom Poberezny have confirmed that the Boeing 787 Dreamliner is scheduled to make a landmark appearance at EAA AirVenture 2011 on Friday, July 29, giving aviation enthusiasts a glimpse into the next generation of commercial airliners. “We're proud and excited that Boeing recognizes the significance of EAA AirVenture Oshkosh in the global aviation community,” Poberezny said. “This repre-

Bleriot XI

Rutan Boomerang PC Aero Elektra One

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It surprises me how many people have been coming to Oshkosh for years, but have never made a visit to the EAA AirVenture Museum. You have one of the world's greatest aircraft collections at your fingertips included right in your admission ticket! There are many gems amongst the 150 aircraft on display, with my personal favorite being one of the youngest. Burt Rutan's prototype VariEze caused a sensation when it first appeared at Oshkosh in 1975 and helped launch a career that, quite literally, went into the stratosphere. The VariEze represents the spirit of innovation that runs deep through EAA and Oshkosh.

AIRVENTURE 2011

6 p.m. The Boeing 787 Dreamliner is an allnew airplane featuring a host of technologies that provide exceptional value to airlines and unparalleled levels of comfort to passengers. It is the first mid-size airplane capable of flying long-range routes, enabling airlines to open new, non-stop routes preferred by the traveling public. “Showcasing innovation, the introduction of new designs, and major indus-

try announcements are key elements that solidify EAA AirVenture Oshkosh as aviation's world showcase,” Poberezny said. “Large or small, AirVenture represents the broad spectrum of aviation like no other event. The appearance of the Boeing 787 is one of many firsts you can expect to see at Oshkosh in 2011.”


JULY 25-31, 2011 

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PREFLIGHT

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AIRVENTURE 2011

ONE-OF-A-KIND FORD BLUE ANGELS MUSTANG GT AT AIRVENTURE

TO BE

SOLD

Vehicle inspired by naval aviation team to benefit Young Eagles For the fourth straight year, Ford Motor Company has created a unique, “one of one” aviation-themed vehicle for auction to benefit the EAA Young Eagles program. The one-of-a-kind 2011 “Blue Angels” Mustang GT, which honors the Centennial of Naval Aviation, will go to the highest bidder at the Young Eagles Auction during AirVenture 2011 at the annual Gathering of Eagles event on Thursday, July 28. The exterior of the “Blue Angels” Mustang GT, which was inspired by the acclaimed naval aviation demonstration team, features a unique blue chrome finish with a yellow gloss accent and “Blue Angels” scripted along with its iconic crest. The Blue Angels’ crest is also stitched into its leather Recaro seats. Under the skin, the “Blue Angels” Mustang is all performance with a supercharged 5.0L V8 engine producing more than 500-hp, Ford Racing handling pack, performance exhaust, and racetrack

brake components. “Ford is a long-time supporter of EAA and our mission to showcase the finest innovation and technology in flight,” said Tom Poberezny, EAA and AirVenture chairman. “The high interest among aviators in the U.S. Navy and the ‘Blue Angels’ Mustang team will make this a very sought-after item and ensure EAA’s ability to do some amazing things for our future aviation enthusiasts.” The Ford “Blue Angels” Mustang will be on display inside the Ford Hangar during EAA AirVenture. This unique automobile continues Ford’s generous support for the EAA Young Eagles program, which exceeds $1.3 million in recent years. The Young Eagles Auction is part of the EAA Gathering of Eagles on Thursday, July 28, at the EAAAirVenture Museum. The Gathering of Eagles annually draws more than 1,000 aviation enthusiasts in support of Young Eagles

EXPERIENCE AIRVENTURE Experience AirVenture in a new, “cooler” way in 2011. The EAA Aviators Club presented by Shell Aviation is a place to unwind, replenish, and watch the air shows from the best seats around. Open Monday, July 25, through Saturday, July 30, the air-conditioned oasis is the perfect place for individuals, families, or large groups to meet and share their AirVenture stories. Daily and

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and other EAA programs that inspire young people to become the engineers, aviators, astronauts, scientists, and innovators - the aviation pioneers of tomorrow. The “Blue Angels” edition joins the three other one-of-a-kind Mustangs created by the Ford Design and Engineering teams for the EAAYoung Eagles Auction in recent years, each desired by both aviation and automotive enthusiasts alike. In 2008, the Mustang AV8R, with cues from the F-22 “Raptor,” introduced the glass-roof canopy and delivered a record auction contribution of $500,000. In 2009, the AV-X10 “Dearborn Doll” auctioned was crafted in honor of World War II aircraft. In 2010, Carroll Shelby, a former U.S. Air Force flight instructor, and Jack Roush, a long-time P-51 pilot, collaborated for the first time to create the SR-71 “Blackbird” inspired by the legendary reconnaissance jet. “The Ford Design and Engineering

NEW WAY

weekly passes are available to purchase. In addition to relaxing in an air-conditioned building, Aviators Club members will also enjoy complimentary lunch, non-alcoholic beverages and snacks throughout the day, complimentary dinner on Saturday before the Night Air Show, reserved air show seating outside on the flightline at show-center, electronics charging stations and bag storage,

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restroom facilities with flush toilets, and daily visits with some of the week’s air show performers and special guests. Aviators Club proceeds go toward helping support EAA’s mission and grow participation in aviation. Capacity for this escape is limited, so reserve your place at EAA Aviators Club. Purchase your AirVenture 2011 admission tickets and Aviators Club tickets at the AirVenture

team members have really embraced the opportunity to build these one-off projects,” said Kevin Keling, Ford corporate events manager. “We develop the theme early and then marvel at the creativity and ingenuity of the team. This blue chrome paint is fantastic and unlike any thing you’ll see in production anywhere. The small details such as puddle lamps projecting jets are amazing!” To participate in the auction, prequalify by contacting Matt Miller in the EAA Development Office at 800-2361025 or via e-mail by Monday, July 25. For more information on the Gathering event, visit www.airventure.org.

AVIATORS CLUB

website. Tickets may also be purchased at the EAA Aviators Club during AirVenture based on availability.

Steve e Weaverr Aircraftt Sales s Purveyor of Quality Aircraft Since 1968

Route 3, Box 696, Philippi, WV 26416

Phone: 843.475.6868 Fax: 803.753.9761

Website:: www.steveweaver.com m • e-mail:: airplanes@steveweaver.com

“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver Let 43 years of experience go to work for you.

Sell Your Airplane Fast with an In Flight USA Classified Ad Turn to Page 62 for details or call (650) 358-9908 to use your Visa/MasterCard


July 2011

www.inflightusa.com

CESSNA LAUNCHES MOBILE VERSION OF CUSTOMER SERVICE WEBSITE Cessna Aircraft Company has launched a new mobile version of its Citation Customer Service website. Customers can go to Cessna.mobi on their smartphone, iPad or tablet to access contact points for technical information, Cessna Service Parts and Programs, Citation Service Centers, field service reps, customer care, authorized service facilities and the Customer Service leadership team. In addition, the site includes a calendar of special events staffed by Citation Service Center and Cessna Service Parts and Programs experts. “Our mission is to continue to be the

No. 1 aircraft customer solution provider in the world. We accomplish this through timely and accurate resolution of customer requests and through agile global service and support options. This new version of our website enables a Citation pilot anywhere in the world to quickly and easily access the full range of Cessna Customer Support services through a mobile Internet device,” said Brad Thress, Cessna’s senior vice president of Customer Service. For more information, go to Cessna.com.

WICKS AIRCRAFT SUPPLY TAKES ON PHENIX FITTINGS FOR EXPERIMENTALS Wicks Aircraft Supply has teamed with an established high performance plumbing fixture company to expand their list of fluid control products for homebuilders. The company, Phenix Industries, has been in the business of providing fuel fittings for the auto racing industry for the past 40 years. They are also involved in boating and aviation. Wicks will be offering flexible metal hoses, hose ends, filters, bulkhead fittings, hydraulic brake fittings, dry sump components and special fittings. The fittings are designed to be tightened without wrenches, to avoid leaks and to prevent vibration-loosened hose connec-

American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION

1977 Grumman Tiger AA5B

1978 Piper Warrior II

3179 TTSN, 1600 SMOH, KING IFR, GPS, A/P, NDH ..............................................$39,950

1285 SMOH, 7502 TTSN, King IFR, DME, A/P, Nice paint and interior .......... $29,950

1962 B33 Debonair

1979 Beechcraft F33A

IO-550 300 hp, 950 SFRMAN, 5100 TTSN, KING DIGITAL IFR, GPS, DME, A/P.....$49,950

287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, NDH ......................$139,950 Two Cessna Skyhawks

D

L SO 1971 Bellanca Super Viking 17-31A Completely Refurbished in 2002 and Hangared, 3478 TTSN, 1311 SMOH, Digital IFR, A/P, Like New...............$49,950

tions. The entire product line can be viewed in Wicks’ online catalog at www.WicksAircraft.com. Wicks also offers a free printed catalog that can be obtained by calling 800/221-9425.

AIRCRAFT SPRUCE ANNOUNCES THEIR 2011-2012 CATALOG Aircraft Spruce & Specialty will begin distributing printed copies and CD versions of their new 2011-2012 catalog at EAA’s AirVenture 2011. Now almost 900 pages, the Aircraft Spruce catalog has become to aviation what the Sears and Montgomery Ward catalogs were to all Americans a century ago. Few people today begin a homebuilt or restoration project without an Aircraft Spruce catalog and most people who own a certified aircraft find it invaluable for routine maintenance, upgrades, and pilot supplies. There are hundreds of new products in the catalog as one might expect of a company that offers more than 60,000 different items relating to aviation. The catalog lists various composite, wood and metal construction materials, hardware, airframe parts, engine parts, covering supplies, instruments, avionics, tools, pilot supplies

61

1980 Cessna 172 N 250 SFRMAN, 5600 TTSN, King Digital IFR, DME, Garmin Transponder, Original Paint and Interior. NDH.........................................................SOLD 1973 Cessna 172M Skyhawk 3650 TTSN, 1950 SNEW Engine, King Digital IFR, GPS, long-range fuel tanks..............................SOLD

1967 Piper Cherokee 140

1976 Piper Archer II 181

5600 TTSN, 1034 SMOH, 200 STOH, King IFR, S-Tec 30 A/P, Full Horton Stol Kit and Speed Mods, New Paint, Hangared, NDH .......................................................$24,950

King Digital IFR, Garmin 150 GPS, 2000 SFRMAN, 7400 TTSN, NDH ........$33,950

YOUR PLANE HERE

1967 Piper Cherokee 140 3745 TTSN, 1496 SMOH, 371 STOP, Color GPS, S-Tek 20 A/P, Well Maintained, NDH, Hangared............................................$24,950

as well as books and videos on every imaginable subject relating to aviation. Aircraft Spruce ships most products within 24 hours by ground or overnight service. View Aircraft Spruce’s complete product line at www.aircraftspruce.com. Request your complimentary copy of the company’s free catalog (in print or on CD). For more information, please contact Aircraft Spruce at 877/477-7823.

1978 Cessna 152

1976 Cessna 150M

0 SMOH, 10,050 TTSN, Digital VFR, NDH .......................................................$24,950

3478 TTSN, 1650 SMOH, 380 STOP, nice original airplane, NDH ..................$19,950

AVAILABLE: FLIGHT SCHOOL / OFFICE SPACE 927 sq. ft. plus 10 tiedowns Robert Coutches

(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541

www.americanaircraft.net


Celebrating Twenty-Seven Years of In Flight USA

62

July 2011

InFlight USA Classifieds (All ads run for 2 months) 00

Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.

Phone: (650) 358-9908

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Soaring With Sagar: Real World Refueling Continued from Page 16 Forces top units that produced F-16 instructor pilots. So as the pilots took a break from their aerial dog fighting, they swooped up to the tanker and topped off with a couple of thousand pounds of fuel and got back to their valuable training. During the next hour and half, we had a total eight Vipers from the 56th FW/308th FS come up for fuel. They had call signs such as APEX, KNIGHT, and FLAG and each faced a daunting task of flying in formation with a heavy refueling tanker that could easily push it around, as well as flying through clouds. But our pilots handled the flying and the multiple radios, and the boom operator handled the aerial refueling and got the F-16s the fuel that they needed, despite the hydraulic fluid coating the window. And to top it off, one of the F-16 pilots was a rookie pilot and made his first trip to the tanker. Luckily he had his Instructor pilot with him as well as SRA Racchini to guide him through the challenging task of aerial refueling. But that was just another layer of complexity to the flight. Then of course a few of the F16s wanted even more fuel then they were originally allocated. This put CPT Studer in the difficult position to quickly figure out how much fuel they could spare the fighters and still maintain enough fuel reserves for the KC-135 to make it back to March ARB safely. And as CPT Adams put it, “Today was a challenging day for everybody. But those eight F-16s got the fuel they needed to complete their necessary training and our crew helped contribute to that.” Back on the ground, Lt. Col. Brice Middleton, Commander of the 912th put it best. “As busy as it was, with all of the problems you had, those are just issues that they (the aircrew) are going to face in combat situations in the real world in the AOR. Often times these crews are oversees talking to controllers who speak a different language and have to deal with a couple of different radios, including AWACS, ground controllers, the fighter CAP frequencies, so this was just a sample training mission for these folks. I’d rather much see it here in the United States in a controlled environment then to have them see something that busy and chaotic for the first time and not be prepared for it.”

Powered by four CFM International CFM-56 turbofan engines, the KC-135R has a max speed of 530 mph at 30,000 feet. (Sagar Pathak)

Pilots Capt Rick Adams(L) and Capt Jamie Studer (R) are on short final to runway 32 at March Air Reserve Base, home to the 452nd Air Mobility Wing. (Sagar Pathak)

Clockwise from top left: In addition to delivering fuel in flight, the KC-135R can carry 83,000 pounds of cargo and 37 passengers, including ambulatory patients (Sagar Pathak), The KC-135R Stratotanker entered service in 1956 and is the work horse of the USAF (Sagar Pathak), The refueling probe in the rear of the KC-135R offloads up to 200,000 pounds of jet fuel using the "Flying Boom" method. But the boom can also be outfitted with a drogue to refuel Navy aircraft.

Above: A lone F-16 from the 308th FS “Emerald Knights” at Luke AFB waits off the right wing dodging clouds while his wingman takes on fuel. (Sagar Pathak) Left: (L to R) SrA Shawn Racchini, Capt Jamie Studer, and Capt Rick Adams, crew of RATTS32 pose in front of their KC-135 Stratotanker at March ARB.(Sagar Pathak)


Celebrating Twenty-Seven Years of In Flight USA

66

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July 2011 In Flight USA  

In Flight USA is the magazine that serves general aviation throughout the United States. with aviation news, features and monthly columns co...

July 2011 In Flight USA  

In Flight USA is the magazine that serves general aviation throughout the United States. with aviation news, features and monthly columns co...

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