Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email firstname.lastname@example.org. STATUS OF UPCOMING AVIATION EVENTS Cancellations have been noted according to the latest reports at milavia.net and other research. This Calendar includes only the information available by our press date, Friday, Oct. 30. Please confirm the status of an event before attending.
14 14 — 15 21
21 — 22 26 — 28 27 — 29
Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 3 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com. Corsicana, TX: Corsicana Airsho. CANCELED Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, www.flabob.org. Chino, CA: Live Demonstration of Lockheed P-38 Lightning, 11:30 a.m., Planes of Fame Air Museum, (909) 597-3722, planesoffame.org. Houston, TX: Planes on Parade, 10 a.m. to 1 p.m., Lone Star Flight Museum, Ellington Airport, (346) 708-2517, lonestarflight.org Stuart, FL: Stuart Air Show, Witham Field, (772) 781-4882, stuartairshow.com. Belle Chasse, LA: NAS JRB New Orleans Air Show. CANCELED San Bernardino, CA: San Bernardino Fest. CANCELED Monroe, NC: Warbirds over Monroe Air Show. CANCELED Dayton, OH: Plane Talks -Veterans Day, 10:30 a.m. to 3:30 p.m., National Museum of the U.S. Air Force, (937) 255-3286, nationalmuseum.af.mil. McClellan, CA: Veterans Day Open Cockpit, 9 a.m. to 4 p.m., Aerospace Museum of California, (916) 643-3192, aerospaceca.org. Mesa, AZ: Veterans Day Activities, 10 a.m. to 4 p.m., CAF Arizona Wing Aviation Museum, Falcon Field, (480) 924-1940, azcaf.org. West Chester, PA: Evening with Author Kurt Muse, 7 to 8 p.m., American Helicopter Museum, (610) 436-9600, www.americanhelicopter.museum. San Antonio, TX: JB San Antonio Air Show. CANCELED Lake Havasu City, AZ: Hangar 24 Craft Brewery AirFest. CANCELED Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, www.flabob.org. Ypsilanti, MI: Cold Storage Tour of Cold War Warriors, 10 a.m. to noon, Yankee Air Museum, (734) 483-4030, yankeeairmuseum.org. Fort Lauderdale, FL: Fort Lauderdale Air Show, Drop Zone gates 9 a.m., Fort Lauderdale Beach, (321) 395-3110, fortlauderdaleairshow.com. Palm Springs, CA: F-117 Stealth Fighter Experience, 5 to 6:30 p.m., Palm Springs Air Museum, (760) 778-6262. Nampa, ID: Warhawk Winterfest Weekend, 10 a.m. to 5 p.m., Warhawk Air Museum, (208) 465-6446, warhawkairmuseum.org.
7 12 19
Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 3 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com. Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, www.flabob.org. Chino, CA: Live Demonstration of Mitsubishi A6M5 Zero, 11:30 a.m., Planes of Fame Air Museum, (909) 597-3722, planesoffame.org. Mesa, AZ: Santa Fly-In, 11 a.m. to noon, CAF Arizona Wing Aviation Museum, Falcon Field, (480) 924-1940, azcaf.org. Dayton, OH: Plane Talks-Pearl Harbor Remembrance Day, 10:30 a.m. to 3:30 p.m., National Museum of the U.S. Air Force, (937) 255-3286, nationalmuseum.af.mil Santa Rosa, CA: Santa Fly-In, 10 a.m. to 2 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, www.flabob.org.
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In Flight USA Celebrating 37 Years
By Annamarie Buonocore
s 2020 comes to a close and we approach the holidays, it is time to pay tribute to the general aviation businesses that give so much to their local airports and communities. This month, we honor a dedicated flight school and FBO in Tracy, Calif. called SkyView Aviation. SkyView has a long history of providing excellent flight education, superior aircraft maintenance, and dedicated airport service. Located in California’s Central Valley, SkyView is a successful and growing operation, serving some of the greatest aspiring pilots. This month, In Flight USA was fortunate to be able to interview the owner, Richard Ortenheim. This is his story. In Flight USA: How long has SkyView been here? Richard Ortenheim: SkyView has been here in Tracy since 2007. We used to be down in Hayward. We have been in business for a long time, about 40 years. IF USA: What is your role in the operation? RO: I am the Founder and CEO of
A bird’s-eye view of Skyview Aviation in Tracy, CA. SkyView. I started off as a CFI in 1986. I worked for some other flight schools as an instructor and worked my way up to chief pilot before starting my own aviation company. I have been flying for a long time and am a Designated Airmen’s Representative (DAR). IF USA: Are you the only owner of
(Courtesy Skyview Aviation)
the operation? RO: I am currently the only owner of SkyView Aviation. My wife is also involved, but she runs a separate company called CC Aviation, which is a company that leases airplanes to flight schools. IF USA: How many locations do you have?
RO: We have this one here and one over in Byron, which is also a flight school and a maintenance shop. We do installations, restorations, modifications, and things like that. We have mechanics and pilots in both locations, and as the owner I go back and forth between the two places. IF USA: Tell me more about the services you offer. RO: We have a Part 61 for local students and a Part 141 for international students. We have a lot of certificates from private ground school to commercial and instructor certificates. We also do aircraft rental and of course maintenance. We have a private ground school and people can come and check out aircraft as needed. IF USA: What kind of aircraft do you use for instruction? RO: We use Piper Warriors, Cessna 172s, Cessna 152s, Arrows for complex training, and a Twin Comanche. We also have a simulator training device. For training, we mainly use Cessna 172s. That is what most people prefer to train in. IF USA: And you said you had a Continued on Page 9
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ON THE COVER COVER STORY
REACH FOR THE SKY AND ACHIEVE
30TH ANNIVERSARY: BELL FORT WORTH ALLIANCE AIR SHOW
By Annamarie Buonocore Story Begins on Page 4
Story and Photos by Nick Viggiano Story Begins on Page 47
THE STORY OF SKYVIEW AVIATION
Courtesy SkyView Aviation
NEWS NATA Launches Group Health Plans for Aviation Businesses ............7 AOPA’s Baker ‘Bullish” on Training Environment....................................8 NBAA Promotes Business Careers At Virtual Events ..........................11 EAA, United Join Forces to Promote Aviation Careers........................12 NBAA Seeks to ‘Capture Imagination’ of Youth ....................................14 SECAS Summit and Air Training Camp Set for March 2021................20 AOPA’s Air Safety Institute Releases Nall Reports ..............................22 Blue Angels' License Plate Vouchers for Florida ..................................24 FAA/AOPA Call Attention to Older Piper Fuel Valves............................32 Sun ‘n Fun Holiday Flying Festival Dec. 4-5 ..........................................34 AOPA Works to Save Oahu Airport..........................................................44
Editorial: I Want to be a Pilot When I Grow Up
Editorial: Turning the Calendar
Safe Landings: Late Clearance Changes ....................................................................................28
Author Interview: Flight Failures – Catastrophic Details
Flying With Faber: : A Safe Thanksgiving By Stuart J. Faber ............................................................29
By Ed Downs...................................................................6
By Mark Baker, AOPA President and CEO ..........................8
By Mark Rhodes ............................................................13
Use of Aircraft Engines Has Skyrocketed in Recent Years
By Koyel Ghosh ............................................................17
NY Army Guard Has First ‘Street to Seat’ Black Hawk Pilot
By Tech. Sgt. Ryan Campbell ..........................................19
Prep for Pylon Racing Seminar with Elliot Seguin
By Jamie Mitchell ..........................................................21
Introduction to Commercial Drone Use
By Bart Biche ................................................................42
Homebuilder’s Workshop: More Random Thoughts
By Ed Wischmeyer ..................................................................34
Goodies & Gadgets: Re-Imaging and Gift Giving From Aircraft Spruce ....................................................................38
DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50
In Flight USA Celebrating 37 Years
Editorial By Ed Downs 2017 Socata TBM 930
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I WANT TO BE A PILOT WHEN I GROW UP
t first glance, the title of this editorial opinion appears to sum up the career of this writer. Those words were recorded by my mother in a “baby book” she maintained when my twin brother and I were just three years old. Now, keep in mind this was a very long time ago, when most kids wanted to be a policeman, fireman, cowboy, or pilot. Given those mutable choices, pilot seemed like a good idea. Upon proudly mentioning my career choice to a pro pilot one day (now maybe eight years old), the old boy rather sarcastically pointed out that I could either be a pilot, or grow up, but don’t count on doing both. He was right. Choices are a lot more complex today. Technology has made a number of time honored professions obsolete, while new technology has made career choices possible that were the stuff of science fiction when this writer was a kid. The complexity of picking a life’s occupation came to mind as I read the press release sent to In Flight USA contributed by Pathways to Aviation (www.Pathways ToAviation.org), a company that helps students and career changers find careers and jobs in aviation. Their goal is to deliver the message that being a pilot is awesome, but it is not the only option for an aviation career. Annamarie Buonocore, our Associate Publisher, In Flight Publishing, visited with the management of Pathways to Aviation just days before this editorial was being written. In Flight USA has always promoted aviation careers and feels the approach being taken by Pathways to Aviation is unique and promising. Another article sent to us by Mike Rowe, host of the TV show “Dirty Jobs,” also highlighted aviation opportunities and the skills of individuals accepting the challenge of thinking out of the box. These articles caused this writer to give my own career choices a hard look, and assess my own career as a pilot. Allow me to share an interesting discovery. While claiming to be a long-time professional pilot, the fact is I have spent the largest part of my professional career in aviation-related activities that did not just involve driving airplanes. The point being made by Pathways to Aviation is that aviation offers and incredible variety of career paths, many not often thought of. Some of those paths are unexpected and downright adventurous. The list of
my excursions into aviation-related fields turns out to be rather long and points out that a career in the left seat is not the only option. Corporate management ranks high, with business skills being applied to flight schools, airlines, charter companies and manufacturing. An MBA, with aviation applications in mind offers almost limitless opportunities. How about the legal side; becoming an expert in a dedicated aera of federal law, like airman and aircraft certification, Federal Air regulations, flight standards and the complex task of managing the Operations Specification of charter and airline companies. Perhaps consider military opportunities, with many aviation related disciplines, maybe even the new Space Force. That would have captured my attention when I was a kid! Engineering can be limited to sitting in front of a computer, clicking keys and writing code, or it could be dedicated to figuring our where the center of mass belongs relative to the center of pressure on the wing of a specialized STOL aircraft. Then you design that airplane, build it, and fly it. Aero medicine leads to topics like human behavior and the ability of our species to travel where no person has been before (couldn’t resist it!). Badly needed are those who have genuine mechanical skills, advance technology “wrench benders” that do everything from torqueing down a bolt to analyzing the fully automated systems now common in aircraft. The days of the all-knowing A&P (Airframe and Powerplant) mechanic have morphed into a relatively new term, the Aviation Maintenance Technician (AMT), with specialties being defined that add particular value to career pathing. One can delve into the workings of the FAA, ATC, NTSB, and NASA, all full of opportunities. Let us not forget journalism and the opportunity to write books and publish articles, perhaps run a magazine? Even politics can enter the picture, as aviation experts represent all aspects of our vast industry through aviation “alphabet groups” (AOPA, EAA, NBAA and such) that represent our industry in Washington DC. Participating in the creation of Federal law and policies can be a frustrating task, but incredible rewarding when one knows you “made a difference.” The opportunities suggested are just Continued on Page 7
NATA LAUNCHES GROUND-BREAKING GROUP HEALTH BENEFITS PROGRAM FOR AVIATION BUSINESSES
The National Air Transportation Association (NATA) announced on Oct. 20, it has partnered with Peak Benefit Administrators for the launch of the NATA Healthcare Initiative Program. This brand-new, level-funded group Program for members provides medical health benefits with an integrated wellness and lifestyle improvement program. With premium savings over comparable traditional insurance plans, NATA’s Program offers five plans with options in several categories including health, dental, vision, life, and disability insurance. The NATA Program offers the highest level of service, with a dedicated CSR team. “NATA could not be more thrilled to bring this new Program to market at a time when access to quality health and wellness benefits and cost savings for employers and employees are paramount,” stated NATA President & CEO Timothy Obitts. “Prior to unveiling, we tested the health care Program with a few NATA members of different size in different or multiple geographic locations, and they all experienced savings.” “It has been a goal to assist our membership, primarily consisting of small businesses, with this key area of coverage that was lacking in our industry.
We are proud to offer a new option that provides solid coverage and professional service at a competitive price, no matter the company size,” added Obitts. “Healthcare continues to change at a rapid pace and the adoption of robust plan options that utilize modern technology is an important step to expand coverage and mitigate costs for employers. We are happy to offer our low cost services through this partnership with NATA which will allow us to further our mission to drive healthcare efficiency and coverage for small businesses,” stated Fred J. Meijering, Partner at Peak Benefit Administrators. Other Program highlights include portals for both employees, employers and unlimited use of their telehealth feature – Telemedicine-MD Live with $0 copays, immediate savings – no need to wait until renewal, and the ability to offer additional ancillary benefits Getting a quote is simple and is returned in 72-96 hours. There are programs for large groups of more than 100 employees and small groups of less that 100 employess. Learn more at the NATA website (www.nata.aero) or directly at www.nata.aero/nata-insurance-programs/nata-healthcare-initiative-program.
Editorial: I Want to Be a Pilot Continued from Page 6 a few of the aviation-related paths available, ones this writer has personally experienced. And yet, in spite of these excursions into “honest” work, this writer considers himself simply “a pilot.” So, what certificates have been most valuable? Sure, the ATP helps, but a closer look discloses that training has been this writer most productive activity. The words of a UCLA professor continue to ring clear. While I was undertaking post graduate studies in educational psychology, the professor offered an interesting prospective, “Prior to WWII, a person could learn one skill, often a family tradition, and make their living with that one skill the rest of their lives. Today, a person will find that their area of expertise will probably become obsolete at least three times during a lifetime. The key to the future is continuing education.” Now, one could say this was a smart professor looking for job security, but those words have proven to be true. All aspects of aviation change rapidly. The maintenance of proficiency,
the need to learn new skills and new technologies, all at a rapid rate, are the historical benchmarks of aviation. Almost all aviation careers require some form of certification (which helps limit job competition), and that certification must be maintained. Continuing education and self-improvement are the norm. Yep, “I want to be a pilot when I grow up.” How has that worked out? Some good, and some bad … but all a true adventure. This writer has travelled the world, been in a bar fight in Africa (really a bad idea), personally seen the curvature of the earth, taught my wife how to fly (we are still married!), met incredible people and shook hands with General Jimmy Doolittle… it doesn’t get much better than that. Aviation opportunities are too many to list, so talk to the pros and get some advice. Aviation can be a tiger, so grab it by the tail and enjoy the ride. And don’t worry about the “growing up” part… it is overrated!
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In Flight USA Celebrating 37 Years
Thanks for Your Support in this Ddifficult Year By Mark Baker AOPA President and CEO
s we enter December, the final chapter of this tumultuous year, I can’t say I am sad to see it go. With the pandemic, many small businesses closing, protests, and political tension, it hasn’t been an easy year for any of us, personally or professionally. In the aviation industry, tens of thousands of airline employees have been laid off as major carriers have lost billions in revenue. And although general aviation is doing fairly well, it will take several years for our airline counterparts to get back to pre-pandemic levels. When contemplating all these issues, I find solace in flying; it’s my time to think and appreciate how blessed I am to have the freedoms that I do – namely the freedom to fly. Since 1939, AOPA has stayed true to that mission, laid out by its founding fathers. We have continued advocating on behalf of our members, educating leaders and policy-makers alike, and supporting activities that ensure the long-term health of GA. We’ve done so in great times and down times. And while some of our initiatives have changed over the years, the core of
our mission remains the same. I was not able to meet with many of you face to face at AOPA and industry events this year, but I am hopeful we will make up for it in 2021. As we bid a notso-fond adieu to 2020, I am excited to share our major priorities for the year ahead. As many of you know, ramp and pricing transparency at airports and FBOs has been a long-term goal for AOPA. I believe online transparency of FBO ramp fees, which sometimes include infrastructure fees, tie-down fees, parking fees, overnight fees, security fees, and more should be made available to all pilots, piston and turbine, during their preflight planning so they can make informed decisions and not be surprised when it comes time to pay. We also want to bring transparency to GA parking ramps on airports and standardize the labeling of these areas on airport diagrams. Airports that have GA transient ramps should label them on their diagrams, so pilots know their options before arriving at their destination. We want more transparency when it comes to insurance. Many of you are concerned about the spiking premiums, increased restrictions, and hassles just to get coverage. This is an important issue
and we are working to find ways to address this by, in part, better understanding how decisions are made about coverage and premiums. AOPA is working to continue growing the pilot population through our You Can Fly initiative and supporting legislation in Congress that focuses on workforce development. The National Center for the Advancement of Aviation would bring together all sectors of the aviation industry to collaborate on emerging technologies and training methods, maintenance and technician development, dissemination of STEM aviation curriculum in schools, helping veterans transition to opportunities in the aviation sector, and conducting aviation safety data analysis and research. We need an industry-coordinated approach to address workforce needs and the NCAA provides that missing piece. There are many good programs going on in aviation, but no concerted effort to pull everything together. Legislation for the NCAA has bipartisan support in Congress and the aviation community. I hear from many pilots about the frustration with the delays when it comes to special issuance medicals. AOPA is working with the FAA to address this issue and we have stood up our Board of Medical Advisors to assist in developing
these long overdue changes. There is no reason that the FAA cannot use today’s technology to communicate with pilots and aviation medical examiners. And while we have made some progress with getting more designated pilot examiners in the field, we have a long way to go. This remains a top priority for us. No one should have to wait months for a DPE. The FAA plans to advance a sweeping initiative to bring reforms to the light aircraft category, amateur-built aircraft, and the legacy fleet. We are excited about the Modernization of Special Airworthiness Certificates (MOSAIC), and believe it has the potential to fundamentally change and modernize the GA fleet. These initiatives represent a fraction of what our organization does on a daily basis. From our nationally recognized government affairs team advocating on behalf of GA on Capitol Hill, to our regional managers who deal with hundreds of local airport issues each year, to our staff in Frederick working on behalf of our members, AOPA is an effective leader in promoting and protecting GA, fueled by support from our members who all share the passion of flight. Thank you for your support this year and, from my aviation family to yours, happy holidays and blue skies!
AOPA’S BAKER 'BULLISH' ON TRAINING ENVIRONMENT DURING REDBIRD MIGRATION By David Tulis, AOPA
light training professionals and general aviation leaders attending the virtual Redbird Migration last month said the overall flight training appetite remained strong despite coronavirus pandemic restrictions and an economic slowdown. Ideas, encouragement, and support were shared during online presentations, informal coffee breaks, roundtable discussions, and live Q&As. Redbird CEO Charlie Gregoire said the conference’ s objective “was never really about teaching people how to fly” but to provide information, perspectives, and technical breakouts that might “spark a thought or an idea” on what a flight training organization could become. “There is no industry where people are more passionate about what they do.”
Industry Panel Confident About GA Opportunities “I’m bullish on where this is heading,” said AOPA President Mark Baker during a State of General Aviation panel during which participants voiced optimism about a robust domestic flight training environment that is bouncing back after COVID-19 restrictions. He pointed out that “ general aviation is doing well” and reiterated a previous observation that lately the nation’ s airspace has been filled with “ more Cessna 172s” than “Boeing 737 commercial airliners.” Baker also talked about the AOPA High School Aviation STEM Curriculum initiative that is opening aviation careers to countless young people. The ninththrough twelfth-grade private pilot or drone pilot pathway is reaching about 8,300 students through 450 classrooms in 218 schools and 38 states, with about 23 percent female participation.
Baker was joined by Women in Aviation International CEO Allison McKay, who said WAI members were “gobbling up” advances in technology that help lower aviation costs and increase safety. “ If we can lower the price of training, you are going to get a whole new demographic interested and excited by the prospect of actually being able to complete their goal.” Experimental Aircraft Association CEO Jack Pelton, General Aviation Manufacturers Association President Pete Bunce, and Helicopter Association International President Jim Viola joined the discussion led by Redbird Chairman of the Board and former AOPA President Craig Fuller. They spoke about K-12 STEM education, aviation opportunities for underserved populations, and international training.
Redbird CEO Charlie Gregoire said the virtual Redbird Migration conference’s objective was designed to “spark a thought or an idea” on what a flight training organization could become. “There is no industry where people are more passionate about what they do.” (Courtesy AOPA)
U.S. Flight Training Mostly Optimistic; Europeans Proceeding Cautiously “We’ re getting a lot of people coming back to flying, and some of them with hefty ratings,” said Ned Parks, a former Continued on Page 10
Cover Story: Skyview Aviation For all of your oil cooler needs, call us at:
The planes after the rain. Continued from Page 4 simulator on site? RO: Yes, we do. We have a simulator in our school building, and we have had it for the last five years. IF USA: Are you continuing your classes with the Covid-19 pandemic looming? RO: Yes, we are still doing classes. We have large classrooms where students can safely be spaced apart. We follow all guidelines and are looking forward to doing another private ground school class this spring. IF USA: How many people work at SkyView? RO: We have about 10 employees right now, and we have several independent flight instructors. We have 14 aircraft in the school at the moment, and we are considering adding on a couple of King Airs by Christmas of this year. We are looking to do more with business aviation, but that will take time with the FAA, of course, to get approval. We hope to get it by early next year. IF USA: What do you like best about being in California’s Central Valley? RO: I spent my first 15 years or so in Oakland and Hayward. It was very nice, but there were a lot of people, and it was very urban. That was okay because it was easier to get business in the early years. But once you have a reputation, then it’s okay to be out here. We are the only outfit at this small airport. We have two big runways and instrument approaches. We never have any fog or bad weather. We are an uncontrolled airport, but we are only five minutes from Livermore, 10 minutes from Stockton, and 20 minutes to Modesto, which is all controlled airspace. We are also only 20 minutes away from the Bay Area (by flight), so we can go over there and practice. Students save a lot of money on their training here because we are so close to the practice areas, like by Mount Diablo. We get our students off the ground very quickly. This is what I like best. We can fly early in the morning or
(Courtesy of Skyview Avaition) late at night. There is never any fog out here. It works well for training purposes. The sunny weather is great for taking private pilot or commercial exams. For instrument, we get practice in the clouds just five minutes away. IF USA: Do you like being by yourself out here? RO: It has worked very well. We have done a lot of business. We also do photography contracts, like aerial photography and other kinds of business contracts. We do agricultural work, like cropdusting, and we also offer imaging services. This is a great place between the Bay Area and the Central Valley. We are only an hour away from the San Francisco Airport, so that is no big deal, especially for international students. It is very peaceful out here. IF USA: Do you live in Tracy? RO: I used to live in Tracy, but I currently live in nearby Discovery Bay. It’s very close. IF USA: What are your plans for the future? RO: We are doing quite well, but we might be making some changes now. We are going to get more international students here once they open up the country. We will be increasing the amount of installations that we do and doing more radio installations. We will also be getting more into heavy industry with turboprops and King Airs. We also plan to get more into the business aviation side of things with the King Airs. IF USA: What country do most of your international students come from? RO: It depends on the time of year, but we get a lot from Sweden because I am from Sweden. Now that we are approved in Sweden for student loans, we will be seeing more students from there. That is a big deal. We will probably see a lot more Europeans here. We also get many from Taiwan, Japan, and the Philippines. That is our biggest crowd so far. We accept financial aid and look forward to welcoming more students. IF USA: Thank you!
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Continued from Page 8 FBO owner in northeast Ohio who began his aviation career as a military helicopter pilot. “You can’t find enough airplanes or enough staff,” he said during an online coffee break attended by U.S. and European flight training educators. “We’re seeing the same thing here in Miami. It’s nice to find that people are still confident in the industry and moving forward,” said airline transport pilot and Gold Seal Flight Instructor Felipe Santiago of Aviator Zone Academy at Miami Executive Airport. Santiago said the South Florida operation wasn’t affected by COVID-19 overseas travel restrictions because “100 percent of our students are domestic,” but he agreed finding suitable aircraft for the Part 141 school was a challenge. “We’ re having trouble finding the airplanes that fit our training model.” However, Corona, California, high school aviation teacher and band director Christopher Peterson sang a different tune. Peterson uses the AOPA High School Aviation STEM Curriculum for hands-on science, technology, engineering, and math instruction at Corona High School. He said the overall learning experience for young people “is tough” because students aren’t allowed on campus at all. The school’ s Redbird Flight Simulations lab has been idle since March and “when we do go back, it’ ll be masks, it’ll be shields… but it’s not going to look like regular high school at all,” he predicted. He was most concerned about high school seniors who are making lifechanging college, trade school, or career decisions. “Most of the seniors said, ‘I just want to go back,’” but freshmen are handling online learning “just fine,” he observed. European flight training appeared to be affected far more severely than activity in the United States, said Switzerland’ s Jen Michel-Karr. COVID-19 travel
George Bye of Bye Aerospace said during a breakout session at Redbird Migration that his Denver company is developing a line of electrically powered single-motor, low-wing aircraft for training and personal aviation. (Courtesy AOPA) restrictions between countries began soon after a pandemic was declared and stifled European flight training for most of the year. “We run a school similar to a Part 141 school and had to close down March 13, then things started picking up in early June, very slowly. People with COVID fatigue” relaxed during the summer and resumed some of their normal activities before a feared second wave of COVID-19 infections recently began. He estimated a “40 to 50-percent drop” in GA activity overseas and “ things are not looking good at all for the next six weeks.”
Electric Aircraft May Lower Cost of Entry for Training Market George Bye of Bye Aerospace said during a breakout session at Redbird Migration that his Denver company is developing a line of electrically powered single-motor, low-wing aircraft for training and personal aviation, with objectives to reduce operational costs, noise, and the carbon footprint. The program has a purpose: “ We’ re Continued on Page 12
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AOPA’s You Can Fly team paused its Flight Training Experience Awards after the onset of the coronavirus pandemic. What is typically a friendly competition among the top U.S. flight training schools morphed into a series of tips, techniques, and examples of perseverance that schools shared with each other. An inspiring video with the hashtag #FTEProject was produced that includes highlights, milestones, common concerns, and encouragement for fellow flight training professionals. See the video on YouTube at https://www.youtube.com/watch?v=cfaor_t DxMA&feature=youtu.be. For more information, visit the AOPA website at www.aopa.org.
NBAA PROMOTES BUSINESS AVIATION CAREERS ACROSS THE COUNTRY NBAA has redoubled its efforts to virtually reach out to college and university students as COVID-19 restricts in-person gatherings. NBAA representatives, including President and CEO Ed Bolen, recently spoke with university classes and participated in virtual career days. Bolen opened Auburn University’s Business Aviation Virtual Days on Oct. 20 by dispelling the myth that only large organizations use business aviation. “The reality is NBAA’s 11,000 members include Fortune 500 compa-
Bolen opened Auburn University’s Business Aviation Virtual Days on last month by dispelling the myth that only large organizations use business aviation. (Courtesy NBAA)
nies, but the vast majority of members are small to medium-sized companies,” Bolen said, explaining the value of business aviation in jobs creation, economic development, efficiency and productivity for the businesses participating in the industry and in humanitarian operations in the U.S. and around the world. He also shared what a career in business aviation can mean for students, saying the industry is “technology-rich and often on the cutting edge of innovation.” The industry also offers a unique sense of community as well as opportunities for personal growth and participation in humanitarian efforts. When queried by students as to the most significant change in aviation during Bolen’s career, he replied with various technological advances but said ultimately, the most significant change is the move to more diversity and inclusion in the industry, while honoring those who came before – the WASP (Women Airforce Service Pilots), Ninety-Nines, Tuskegee Airmen and others. Bolen suggested students interested in a career in aviation consider what
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motivates them and how they want to tell their story during interviews or other contacts with potential employers. “Part of COVID is showing us that we are all human beings. We don’t like to be isolated. We want to communicate – preferably in-person,” Bolen said. “We don’t know what the future holds so we
VIRTUAL EVENTS want to have the right people, those with discipline and the capacity to learn and those who want to be part of a team. The classes of 2020 and 2021 will need to be creative and relentless but we look forward to welcoming that class into the business aviation community, Bolen 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..........................................................................................Annamarie Buonocore Production Editors ............................................................................Anne Dobbins, Steve Pastis Associate Editors .................................... Paul T. Glessner, Nicholas A. Veronico, Sagar Pathak Staff Contributors ..............................................S. Mark Rhodes, Larry Nazimek, Joe Gonzales Columnists ..................Stuart Faber, Eric McCarthy, Ed Wischmeyer, Marilyn Dash, Ed Downs Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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EAA, UNITED AIRLINES JOIN FORCES TO ENCOURAGE AND PROMOTE FLYING CAREERS
EAA and United Airlines are teaming up to welcome and encourage young people to pursue aviation on all levels, with a variety of programs and activities that build on the strengths of each organization. The joint effort will build on the success of current EAA and United Airlines programs. That includes EAA Young Eagles, which has introduced flight to 2.2 million young people since 1992, and United’s Aviate program that offers aspiring and established pilots the most direct and best path to United Airlines. “United has been involved with EAA at various levels for some time, such as at our annual EAA AirVenture Oshkosh flyin, but each organization was seeking a way to create a comprehensive pathway for young people to discover aviation and then learn more about the exciting possibilities for their futures,” said Rick Larsen, EAA’s vice president of programs, publications, and marketing. “United’s Aviate program offers a terrific new opportunity to provide a pathway for those Young Eagles who seek flying careers, especially with United’s reach and visibility in the communities it serves throughout the country.”
As part of the agreement, EAA will become the Official Youth Aviation Partner of United Airlines, while United will be the Official Airline of Young Eagles. EAA and United will also share visibility, web portals, and links that introduce people to all the programs available from each. “United Airlines is proud to build upon our long-standing relationship with EAA and become the Official Airline of Young Eagles and EAA’s youth aviation education programs,” said Capt. Curtis Brunjes, United’s Managing Director of Aviate & Pilot Strategy. “We are deeply committed, through our Aviate program, to developing the next generation of airline pilots and this partnership in youth aviation programs at EAA will enable us to better reach young pilot aspirants and the diverse talent we seek.” The agreement brings together the best of EAA’s well-established, successful youth programs and United’s Aviate program to benefit young people interested in flight. Additional details and opportunities will be announced as the joint programming develops.
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Continued from Page 10 trying to solve a problem. We’re trying to address the cost of flying” that is often cited as a barrier to an aviation career. He’ s also keen on updating the 11,000-aircraft U.S. training fleet that averages 48 years old. The eFlyer family of electric propulsion aircraft begins with the eFlyer 2, “specifically targeted to the flight training mission” as a two-seat primary trainer with a three-hour flight time and an expected 135-knot airspeed. It’s expected to operate at about $23 per hour compared to a piston single at $110. The eFlyer 4 will “come to market shortly after the ‘ 2’ as a four-seat aircraft with air taxi, advanced training, and other business utilities,” and is expected to be a “five-hour airplane achieving 175 knots.” Hourly operating costs are expected to be similar to the eFlyer 2. The eFlyer 2 has a base price of $349,000, and the eFlyer 4 a base price of $449,000. The typically equipped aircraft will sell for $400,000 and $520,000,
respectively, Bye previously told AOPA. A six-seat eFlyer X retractable gear aircraft in development will be “lightly pressurized,” and is expected to “travel farther, faster, and higher” than its stablemates, Bye said. The gains in powerplant technology make for aircraft that are “whisper quiet” and eliminate the CO2 byproduct of fossil fuels. The eFlyer’s electric motor is “about 30 decibels quieter than a typical Cessna 172 or Piper Archer,” and could be beneficial for operations near residential and other noisesensitive areas, Bye said. Bye said the “critical design phase of the airplane has progressed nicely,” so the flying prototype is coming to the end of its use in the developmental program and the company is “making a pivot from the developmental prototype into conformed production aircraft.” eFlyers with serial numbers 1, 2, and 3 “are immediately pending,” and “ a lot of our production contracts are being signed or are in the final stages,” he said.
FLIGHT FAILURE CHRONICLES THE PAST AND PRESENT HISTORY OF AVIATION CATASTROPHES AND THEIR AFTERMATH By Mark Rhodes
he book Flight Failure: Investigating the Nuts and Bolts of Air Disasters and Aviation Safety (Prometheus Books) by Donald J. Porter is an up to the moment narrative of mainterelated aviation accidents including the recent Boeing 737 Max accidents. The accidents chronicled here run the gamut dealing with negligence that causes these disasters ranging from governmental to corporate to individual. Porter, a former aviation engineer with specialties in maintenance planning and airline fault diagnosis has crafted an immensely readable work by explaining the complexities of aviation mechanics and their potential to fail in plain language. Mr. Porter was kind enough to be interviewed about his work via email. In Flight USA: What was your intent on writing this book? Donald J. Porter: “From a young age I’ve been fascinated with how the smallest parts of a machine can fail and cause accidents. When it comes to airplanes, I later discovered that a missing cotter pin could kill people. There are dozens of ‘plane crash’ books on the market but none deal specifically with this level of detail. Alerting passengers and flight crews about maintenance mishaps was my reason for writing Flight Failure. They have a right to know about anything that endangers their lives. Although mechanics are ultimately at fault, it’s the work culture at the airlines and the repair stations they hire that deserve closer examination and regulation. The FAA has been remiss is doing this.” IF USA: How much of a challenge was it to explain some of the technological issues to readers who don’t have an engineering background? DJP: “To appeal to the widest possible reading audience, I found it necessary to rephrase technical descriptions of flight controls and other technologies to words that an average reader could comprehend. Sometimes it was simple. But other times, it took quite a bit of ingenuity. A prime example is TWA Flight 529, a Lockheed Constellation that crashed in Chicago due to a cotter pin that a mechanic forgot to snap into place. The hydraulic boost system for the elevator failed. It took several rewrites to explain
exactly how the system worked, but more importantly, why a missing pin costing a mere two cents killed the 78 people aboard.” IF USA: Were there cases/events that you, for whatever reason, had to leave out of your book? DJP: “Because of a deluge of “air crash” books devoted to pilot error, poor weather, and inadequate training, I elected to not write about those accidents. In many cases, the accidents could have been prevented. But when it comes to a missing pin or screw, nobody can save the day. There are no second chances.” IF USA: The incidents you write about go back decades to the present. Is there a thread you can connect here from aviation failures from the early 60s to present day? DJP: “Other than advances in avionics, propulsion, and composite structures, today’s aircraft embody much of the same technology that typifies propeller-driven airliners and light planes of the 1960s. As an example, today’s Beech Bonanza was first introduced in 1947. Even the Boeing 737 first flew in 1967. Other than digital data buses and fly-bywire flight controls, aircraft haven’t changed much for decades. Nuts and bolts still connect vital flight controls. In the book, I describe how an Allegiant Air MD-83 almost overran a Las Vegas runway and crashed – all due to a missing nut holding its trim tab. Later in the book, Continued on Page 18
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In Flight USA Celebrating 37 Years
NBAA PART OF NEW TASK FORCE SEEKING TO ‘CAPTURE THE IMAGINATION’ OF YOUNG PEOPLE
Recruiting young aviation professionals will require a unified effort from industry, government, academia and nonprofits – and more than a little creativity. That was the message delivered by officials while introducing the U.S. Department of Transportation’s new Youth Access to American Jobs in Aviation Task Force during a recent livestreamed public meeting. U.S. Secretary of Transportation Elaine Chao opened the presentation by
outlining the task force’s mission, noting the long-term prognosis for an aviation industry that “produces $1.6 trillion dollars in the economy and supports nearly 10.6 million jobs” is still healthy despite short-term COVID-19 setbacks. That expected growth, she said, makes workforce recruitment a high priority for the U.S. Department of Transportation. “The future of the industry requires more technicians, engineers, managers,
The U.S. Department of Transportation’s new Youth Access to American Jobs in Aviation Task Force, of which NBAA is a part, aims to support nearly 10.6 million jobs in the future by attracting young people to the industry. (Courtesy NBAA) pilots, as well as medical and legal professionals,” said Chao. “But fewer high school students are choosing to enter the industry pipeline.” To combat this issue, Chao said the task force is focused on developing ideas focused on three main objectives: increasing high school enrollment in STEM courses; guiding students to technical, community or four-year college aviation programs and working with industry partners to develop pathways to apprenticeships, development programs, or careers. The meeting’s key event was the “Understanding the Barriers and Needs for Successful Youth in Aviation Programs,” panel discussion, which highlighted ways to support the critical work being done across the nation to provide young people of diverse backgrounds with early access to aviation. Jo Damato, CAM, NBAA’s vice president of educational strategy and workforce development, is a member of the new task force, as well as serving on the group’s Expanded Pathways subcommittee, which looks to identify methods of enhancing aviation apprenticeships, job skills training, mentorship, education
and outreach programs that are exclusive to youth in the United States. “I know that the search for resources, scholarship opportunities, and mentors can be overwhelming for students and their teachers and parents if they don’t know where to start. At NBAA we are committed to attracting youth to aviation careers and we recognize that many young people from underrepresented communities need awareness that they can have thriving aviation careers,” she said. “We’re ready to help as we continue to focus on the value of mentorship, scholarships, internships, networking, and connecting with local and regional business aviation groups so we can reach students who have never considered aviation as their future path.” One advantage aviation has in recruiting today’s digitally oriented young people, according to FAA Deputy Administrator Dan Elwell, is being able to pitch to them that they’ll be on the cutting edge of technology. “Look at the kinds of changes that are happening: drones, supersonic, artificial intelligence, automation,” he said. “This industry blows the doors off any other.”
NBAA Promotes Careers Continued from Page 11 concluded. NBAA Northern Mountain Regional Representative Kristi Ivey recently spoke with freshman students at Rocky Mountain College in Billings, MT, and was joined by Vice President of Educational Strategy and Workplace Development Jo Damato, CAM, to talk with students at a recent University of North Dakota virtual event. Damato and Ivey emphasized there are multiple career paths in aviation. “It’s okay to embrace those left turns in life that lead to opportunities and pos-
sibilities,” said Damato. These events are just part of NBAA’s outreach to the next generation of business aviation professionals. The NBAA Mentoring Network, student resource page (nbaa.org/for-students/) and $25 membership and Young Professionals (YoPro) in Business Aviation program (nbaa.org/professionaldevelopment/yopro/), are all geared toward encouraging and developing the business aviation workforce. For more information, visit the NBAA website at www.nbaa.org
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USE OF AIRCRAFT ENGINES HAS NOW SKYROCKETED IN THE RECENT YEARS
By Koyel Ghosh
ircraft engines tend to propel the airplane forward with massive force that is formed by a considerable thrust and helps the craft fly really fast. Also known as gas turbines, aircraft engines work on the same credo. The engine imbibes air in at the front with a propeller and then, a swivel happens to elevate the pressure of the air. The fact that there is hardly any countering wave in turbine engines makes the vibration get reduced to a great degree. And, this, in turn, alleviates the wear and tear on engine components. Such engines yield constant power and just like a well-built turbocharger, ram effect in the motors twitches at about 60 knots, where the compactness of air begins to be recuperated due to a greater speed and the density of the intake air. Simultaneously, the power-to-weight ratio processed by a reciprocating engine is way smaller than that of the one produced on a turbine engine, where considerably more power is turned out per pound of weight. Here, it’s worth mentioning that aircraft engines call for specific and precise attention than other parts of the aircraft. Possibly the most convoluted part of the aircraft that propels the plane, the engine necessitates significant attention indeed. Without these motors, the airplane is nothing but a metallic paperweight with on-edge comfortable seats! Therefore, any maintenance conducted on the engine should be done with paramount care. Unlike the wheels or other gears and modules of the plane, engines are always babbled to extreme heat, cold, and several other afflictions such as blazing desert heat, a snowstorm, tropical mugginess, and even murky misty mornings. So, they are naturally exposed to an array of elements all the time, and although these elements get vaporized with the high temperature the engines do operate in, there remains a great possibility for the leftover residues to glue around. And, this can lead to system failure at any point of time. So, it doesn’t really take any extra verse to divulge how immensely important it is to keep an aircraft engine clean. But, then how exactly is this executed? At first, engineers unclutter the engine to let water seepage, and the motor is triggered to a gentle RPM cycle.
The GE Aviation Lafayette team completed assembly of its first Passport engine on August 31. The Passport production work transitioned from GE’s Strother, Kansas to the Lafayette, Indiana, facility earlier this year. (Courtesy GE) Freshwater is then impelled into the horses and pedaled through just like a washing machine. Finally, once the water spurs out from the back of the machine, the cleaning is considered to be done. The specialists give an eagle’s gaze on the monitoring systems to crosscheck if there is any significant improvement in the motor’s power. After the engines are scrutinized and thoroughly inspected for all the essential measures, the green ticket is indicated to the team members for a deep clean. Pilot Workshops has recently launched Aircraft Engines: A PilotFriendly Manual citing a number of necessary guidelines for aircraft owners and pilots with a sound text message for aircraft engine maintenance. The manual is available in both formats – eBook and printed. The evocative and eloquent diagrams and pictures on each page have made the work much preferred and approachable among the novices too. Also, the piece is written in a clear, plain language which makes it a perfect suit for the beginners or learners. According to Allied Market Research, the global aircraft engine market is anticipated to manifest a significant CAGR from 2020 to 2027. Rise in call for easy and comfortable travel of passengers has boosted the market in several ways. Also, increase in need for faster transportation of goods has supplemented the market even more. On the other hand, high maintenance and manufacturing cost is expected to curb the growth to a certain extent. However, in the last few years, use of aircraft engines, for defying drug peddling, terrorism, and others, has escalated to a considerable extent. This Continued on Page 18
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In Flight USA Celebrating 37 Years
Flight Failure Continued from Page 13 there are details about the grounding of the SF50 Vision Jet – caused by two improperly installed screws in its flight control system. Other mishaps include helicopters and light fixed-wing airplanes. These events still happen but are seldom classified as “accidents” because people haven’t died.” IF USA: Was there a particular inci-
dent (s) included in the book that resonated with you in particular? DJP: “The aborted takeoff of the Allegiant Air MD-83 caused me to want to write this book. The blame for the incident was pinned on the air carrier, its MRO, and the FAA. But nothing changed, in spite of a shocking investigative report penned by an FAA safety inspector that was leaked to the media. I
also researched the TWA Flight 529 accident in Chicago. Much like Allegiant Air, a bolt had come loose in the elevator control system because of a missing pin. These two events, one resulting in a horrific accident and the other a now-forgotten incident, formed two of the maintenance mishaps described in the book. The two 737 MAX accidents in the first chapter complement the other incidents.
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In both the Indonesian and Ethiopian accidents, a malfunctioning AOA sensor brought each of the jets down. It took nothing more than two small parts.” IF USA: Were you concerned that a book about flight disasters might put a reader off of commercial air travel? DJP: “As a longtime aircraft mechanic, helicopter tech rep, and product support manager at a major aircraft manufacturer, I have accumulated years of technical experience that average passengers and pilots have not. The arrival of COVID-19 has changed public attitudes concerning air travel that will depress load factors for years. And when the 737 MAXs take to the skies again after sitting outside in blistering heat and freezing climates for 18 months, it’s something that anyone planning to fly on a MAX should consider carefully.” For more on Flight Failure and author Donald J. Porter see www.porteraero.com. To purchase see www.amazon.com/ Flight-Failure-Investigating-DisastersAviation/dp/1633886220/ref=sr_1_1?dc hild=1&keywords=flight+failure&qid=1 602683566&sr=8-1.
Aircraft Engines Continued from Page 17 aspect has already mellowed down the above impeding factor and paved the way for a number of opportunities for the key players in the sector. To sum up, it can be said that the global market of aircraft engines has already gained huge momentum and, in the next few years, the sector is expected to proliferate even more. For more information on Aircraft Engines, visit here at www.alliedmarket research.com/aircraft-engines-market
Koyel Ghosh is a blogger with a strong passion and enjoys writing on miscellaneous domains, as she believes it lets her explore a wide variety of niches. She has an innate interest for creativity and enjoys experimenting with different writing styles. A writer who never stops imagining, she has been serving the corporate industry for the last three years.
NY ARMY GUARD HAS 1ST 'STREET TO SEAT' BLACK HAWK PILOT
Lars Olson recites the enlistment oath at the headquarters of 3rd Battalion, 142nd Aviation at Army Aviation Support Facility #3, in Latham, N.Y. Olson is the first "streetto-seat" member of the New York Army National Guard, going straight from Warrant Officer Candidate School to Initial Entry Rotary Wing Training, rather than serving for a while before becoming a pilot. (U.S. Army and Tech. Sgt. Ryan Campbell)
By Tech. Sgt. Ryan Campbell New York National Guard
ars Olson, a 23-year-old who is going directly from “street to seat” to become a New York Army National Guard UH-60 helicopter pilot, was recognized during an Oct. 16 ceremony at the Army Aviation Support Facility. It’s unusual for a recruit to join the Army National Guard and go directly to pilot training school, said Sgt. 1st Class Barbara Morgan, Olson’s recruiter. Normally, a Guard Soldier has to serve for a while and then apply for acceptance to flight school, she said. Under the “street-to-seat” program, the Chatham resident and small business owner will go directly to Warrant Officer Candidate School after graduating basic training, followed by Initial Entry Rotary Wing Training. He will then be assigned to 3rd Battalion, 142nd Aviation, headquartered in Latham, flying their UH-60 Black Hawk aircraft. Olson officially joined the Army at the Albany Military Entrance Processing Station Oct. 14. But his family could not be there because of COVID-19 pandemic restrictions, so the battalion conducted a second ceremony for Olson so his family could be present. He is the first Soldier to join a New York Army National Guard aviation unit through this program, Morgan said. “It was something I saw active duty could do,” said Olson. “I wanted to stay close to home, be part of the community, and serve the community.”
That’s when he contacted Morgan, a recruiter at New York National Guard headquarters in Latham. The process was long and tedious because of delays caused by the COVID-19 pandemic, but Olson was determined to get it done. “He was scheduled to get a flight physical at Fort Indiantown Gap, Pennsylvania, but they weren’t able to do the eye exam,” said Morgan. “This was in March and everything was shut down in New York, so he scheduled it on his own and the closest place was in West Virginia.” Making the trek to West Virginia with his parents, then on to Pennsylvania, Olson was able to get everything completed within a couple of months. “The process was brand new to the New York National Guard,” said Olson. “We kind of just rolled with the punches and figured out how to get it done.” It was a process that began when Olson said he initially planned on going to law school but decided that wasn’t the path for him. “I was sitting at home and said, you know what, that’s really not what I want to do,” said Olson. “I wanted to do something more, and this is what I came up with.” The idea came from his father, John, who served in the Army in Vietnam from 1967 to 1968, earning a Purple Heart and Bronze Star with valor. “He always spoke really highly of the helicopter pilots that he knew in Vietnam,” said Olson. His father said he thought it was a great opportunity for Lars. “I think the public really underrates Continued on Page 21
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In Flight USA Celebrating 37 Years
JLC AIRSHOW MANAGEMENT ANNOUNCE THE 2021 SECAS SUMMIT & AIR SHOW TRAINING CAMP
The Southeast Council of Air Shows (SECAS) and JLC AirShow Management are excited to announce the second annual SECAS Summit on March 18-21, 2021. In addition to the summit, a new and innovative air show training camp program will be included. This will be the first time a regional organization will combine an annual meeting with air show ground and flight training. Air show performers, demonstration teams, air bosses, announcers, FAA (FSDO) members, and event organizers are invited to attend. The combined event will be hosted at the Russell Regional Airport in Rome, GA. “Our first summit was a great success. Following an air show season of COVID-related issues, we’re especially excited to begin 2021 with a fresh start and expanded content,” said SECAS President Greg Gibson. The air show training camp is jointly organized by Air Boss, Inc. and JLC AirShow Management. The camp will focus on ground training, flight training, air show showmanship, and best practices with an emphasis on safety. Whether
The Southeast Council of Air Shows (SECAS) and JLC AirShow Management are excited to announce the second annual SECAS Summit on March 18-21, 2021. (Courtesy JLC AirShow Management) new to the industry or an air show veteran, attendees will have the unique oppor-
sionals. An FAA approved aerobatic box, TFR, and temporary air traffic control tower will be provided. “This is a rare opportunity for new and established air show performers to rehearse and perfect their air show demonstrations with support and guidance from some of the top professionals in the industry,” said JLC AirShow Management President John Cowman. “George and I are proud to offer this training opportunity in conjunction with the SECAS Summit. We look forward to hosting the event at our facilities in Rome, GA.” Save the date – March 18-21, 2021. Additional details and registration for the four-day training camp and summit will be announced soon. For more information, visit the SECAS website at newsecas.org or call 252/284-4700 or call the JLC Airshow Management office at 706/291-0030 or visit their webiste Wings Over North Georgia Airshow at www.wingsovernorthgeorgia.com.
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FOR PYLON RACING SEMINAR WITH ELLIOT SEGUIN
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inter maintenance breaks and inevitable poor weather provide the perfect opportunity to prime yourself and your aircraft for the next PRS and the September 2021 return of the National Championship Air Races in Reno, Nevada. Whether you are a seasoned air racer or first-time rookie, the Pylon Racing Seminar (PRS) is a great opportunity to prepare, practice, and become certified in the STIHL National Championship Air Races, but even PRS demands its own preparation. 2019’s Sport Class Bronze winner, Elliot Seguin, shares his advice for attending PRS and the steps you can take now to survive and thrive this June at Reno-Stead. 1. Stay healthy. Keep hydrated, nourished, and wellrested during PRS. Bring your reusable water bottle! Limit caffeine intake and avoid the temptation to indulge at the hotel bar during informal evening debriefs. 2. Arrive with a foundation. Don’t expect PRS to take you from zero to hero. Make sure you’ve read and understood both the general RARA and class-specific standard operating procedures before you arrive. Reach out to your class leaders if the documentation is unclear, and perhaps, find a nearby racer to fly with before the event. YouTube is a
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great source for cockpit footage from the different racecourses. Practice counting pylons using the videos and then use Google Earth to confirm valuable landmarks. Print out presentations ahead of time and bring a pen, so you’re ready to take notes. 3. Be proficient in your race plane. PRS is about learning to race, not basic aircraft pilotage or formation; you should have those other skills sharp before you arrive. Managing your aircraft’s quirks and temperamental race engine should be second nature, so you have the bandwidth to learn. Fly enough to be as proficient as possible in your race plane before you get to PRS… and then go fly some more. Continued on Page 22
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Black Hawk Pilot Continued from Page 19 the opportunity the National Guard delivers to young people today, and I’m very excited for him,” John Olson said. He said he spent 15 months in Vietnam, an experience he wouldn’t trade for anything. Flying into combat on many occasions, John called helicopters “the cavalry of today’s military.” As the only staff photographer permanently assigned to the Stars and Stripes newspaper, John said he relied on Army helicopters to take him into battles such as Khe Sahn and Hue, two of the biggest engagements of the war. Over the course of the next 10 weeks, Lars will be leaving behind his business providing group and private tennis lessons and will be the Army’s newest Warrant Officer Candidate after what he
described as a lot of effort by his recruiter. “I have to give Sgt. Morgan a lot of credit,” said Lars. “She stuck with it and was able to do a lot of the legwork.” Held at Fort Rucker, Alabama, Initial Entry Rotary Wing Training is 32 weeks long. Lars will receive a helicopter instrument rating after graduating. Lars said this is all part of many things he is looking forward to accomplishing. “Learning to fly, moving away from here for a little bit, experiencing something new and seeing other parts of the country,” said Lars. “And then I can’t wait to come back here and be part of the community again.” “I got my wish,” Olson said after reciting the enlistment oath in front of one of 3/142’s Black Hawk helicopters.
In Flight USA Celebrating 37 Years
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The Aircraft Owners and Pilots Association Air Safety Institute (ASI) has released the 29th and 30th editions of the Joseph T. Nall Report along with a new platform that provides access to more current accident data in near real-time. The findings from the 29th and 30th Nall Reports note a continued decrease in overall accident rates. The year 2017 saw a decrease in total accidents from 2016. The overall total and fatal accident rates for 2017 continued its downward trend
finishing with a total accident rate of 4.81 per 100,000 hours, and a fatal accident rate of 0.76 per 100,000 hours. Although 2018 saw an increase in total accidents, the good news is that the overall total and fatal accident rates continued its downward trend, finishing with a total accident rate of 4.56 per 100,000 hours and a fatal accident rate of 0.74 per 100,000 hours. This highly anticipated report comes with several unique enhanceContinued on Page 24
Pylon Racing Seminar Continued from Page 21 4. Know your engine and emergency procedures. Practice engine failures before PRS. Arrive having already run your engine in race mode with simulated flame out experience. PRS is not the place to attempt an SFO for the first time in years. If your aircraft has a wide range of engine failure glide slopes, you should be comfortable with them all and able to consistently re-assess your current energy quickly and accurately. 5. Study formation flight. Familiarize yourself with formation procedures. During the course of a week, you will move from conventional cooperative formation to air racing specific nonconventional formation. This jump is challenging for everyone, but a solid foundation of conventional formation skills will allow you to focus on new material being presented. 6. Make sure your plane is as ready as you are. PRS is no place for maintenance. Get your preventative work done ahead of time. “The seminar schedule is challenging, but can be managed if your plane is healthy; the time crunch can get daunting when you need to change a tire partway through the week,” says Seguin. 7. Bring a friend. PRS doesn’t offer much down time. Small tasks can clobber your schedule and add unnecessary stress to the week. “Having a friend to lean on can help a lot,” Seguin notes, “Especially if they know their way around your airplane and your toolbox.”
8. Organize your tools ahead of time. Chances are, your race plane doesn’t fly as often as it will at PRS. When was the last time your gloves were still wet with sweat from your last flight as you climbed into the cockpit? Hot starts, hot brakes, and the long tow from the hangar to the ramp will take their toll. Have a tool bag at the ready for any maintenance surprises, but don’t get too carried away. As Seguin points out, “heavy tools can likely be borrowed on site.” 9. Try out your race gear. If you have a new helmet and boots, “have you flown in them three times in the same day?” Seguin asks. “Helmet clearance may seem adequate during an easy lap around the home pattern, but Reno-Stead has some nasty afternoon turbulence. When you are number six in the flight, it might be hard to talk lead into staying away from the rotors. After a week of the canopy hitting your helmet back, you may be sick of it.” Rigorously fly in all of the gear you’re planning to use at PRS, including flight suits, gloves, and flight helmets. 10. Check your ego at the door. Accept criticism from your instructors and never take it personally. They are here to help you become a safer and faster pilot. Don’t be intimidated by more experienced racers. “At the end of the day, we’re all going around the same course together,” says Seguin. Connect with your classmates and ask questions, as they will appreciate your willingness to learn. Race day will be here before you know it, so get a head start on the competition and we’ll see you in Reno this June. Remember: Fly low, fly fast, and start PRS prep now!
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The The Trinidad Trinidad Center Center 1968 CESSNA 210 Maintained by Mangon Aircraft Service Center since 1976 in Northern California. Mangon's bought the plane 15 years ago and it has been their company "driver" ever since. Brand new interior. Very complete maintenance records. Thoughtful upgrades in avionics and equipment. Plane is being sold AS-IS WHERE-IS in Petaluma, CA. Call TJ to discuss the plane.
2006 EVEKTOR SPORTSTAR Special Light Sport Aircraft (SLSA) can be used for primary flight training. Very easy to fly and very little rudder input. Great fuel economy at about 4 gallons mogas/hr. Fantastic visibility with bubble canopy and shade over comfortable cabin. Holds 32 gallons of fuel. Well maintained by Rotax specialist since 2014. Glass panel with steam gauge backup.
1978 CESSNA 414A If youâ€™re looking for a great value in a cabin class twin, this is it. Gear up landing 2018. Engines removed and reinstalled by Mangon Service Center. Engines repaired by Pacific Continental Engines, Inc. New Hartzell Top Hot (scimitar) props installed. Airframe repairs by Steve's Aircraft.
1941 BOEING/STEARMAN A75 N1 Thousands of WWII era pilots trained in this ubiquitous biplane. Fly low and slow and make a huge amount of noise. Nobody will miss you as you fly by. An older restoration, still mechanically very strong airplane owned and maintained by an A&P IA for many years.
1941 DOUGLAS DC-3A Operated by central Iowa airlines as a passenger aircraft. Later converted to a freighter aircraft. Dual cargo doors, cargo floor, parachute jump door, gill liner interior, an interior power cargo winch and heavy landing gear. Later fitted with 8 passenger seats. Part 125 R.F.S. progressive maintenance program. Logbooks and maintenance binders.
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In Flight USA Celebrating 37 Years
3,000 VOUCHERS NEEDED TO MAKE THE BLUE ANGELS LICENSE PLATE A REALITY
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Aviation Museum Foundation to sell 3,000 vouchers before the plate goes into production. The voucher is redeemable for the plate once the sale requirement has been met and the plates are in production.
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ments. First, ASI has completed a major overhaul of the report to provide near real-time accident data analysis as the data are updated on a rolling 30-day cycle. “I am excited that this major effort has significantly accelerated the accident analysis process. This allows us to release the 29th and 30th Joseph T. Nall Reports, which provide a snapshot in time for 2017 and 2018 data, respectively,” said ASI Senior Vice President Richard McSpadden. “In addition, the new interface allows anyone to select accident analysis graphs for multiple years, from as far back as 2008 to preliminary data trends for 2020. The NTSB takes approximately two years to issue its final findings for accidents, so as we move into 2021, initial accident data rates will also begin populating for the year 2019,” McSpadden said. ASI’s summaries for a given period provide insight and comparisons of selected dates versus previous years. Please review the summaries for a detailed analysis of trends and rates for non-commercial and commercial fixedwing operations, non-commercial and commercial helicopter operations, and sport/experimental operations. View the 29th and 30th Joseph T. Nall Reports at www.aopa.org/trainingand-safety/air-safety-institute/accidentanalysis/joseph-t-nall-report.
In Flight USA Celebrating 37 Years
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TOM CRUISE AND JERRY BRUCKHEIMER NAMED ‘HONORARY NAVAL AVIATORS’
Film producer Jerry Bruckheimer and actor Tom Cruise became the U.S. Navy’s 35th and 36th Honorary Naval Aviators, respectively, during a brief ceremony held at Paramount Studios in Los Angeles Sept. 24. The designations were presented by the Commander of Naval Air Forces, Vice Adm. DeWolfe Miller III, prior to a screening of Top Gun: Maverick, which is scheduled to premiere on July 2, 2021. As honorary Naval Aviators, Bruckheimer and Cruise are authorized to wear the “wings of gold” of a U.S. naval aviator and are entitled to all honors, courtesies and privileges afforded to Naval Aviators. The citation for the award stated, “In the history of motion pictures, there is not a more iconic aviation movie than the 1986 Paramount Pictures film Top Gun. Its characters, dialogue and imagery are
ingrained in the minds of an entire generation of Americans. The movie captured the hearts of millions, making a profound positive impact on recruiting for Naval Aviation,” and “significantly promoted and supported Naval Aviation and put aircraft carriers and naval aircraft into popular culture.” The citation went on to say that Cruise and Bruckheimer made great efforts to “ensure the Top Gun franchise is as authentic as possible, staying true to the unparalleled tactical excellence of the Navy Fighter Weapons School, the ethos of Naval Aviation, and the fighting spirit of the men and women of the world’s greatest Navy.” The distinction of honorary Naval Aviator has not been bestowed in more than two years. Previous designees include Bob Hope in 1986 for his contriContinued on Page 30
Blue Angels License Plate Continued from Page 24 As a process to gain public support, the Naval Aviation Museum Foundation is offering numbered Commemorative Challenge Coins to the first 3,000 Floridians who purchase a voucher from the Escambia County Tax Collector’s website (https://escambiataxcollector .com/voucher). The 1.5” antique bronze coin showcases the Blue Angels crest on the front and the words “I Helped Make History” on the back. This exclusive coin is a way to thank those who helped make the Blue Angels license plate a reality for the State of Florida. “This support moves us one step closer to making the Blue Angels license plate a reality for the state of Florida,” said retired Rear Adm. Kyle Cozad, president and CEO of the Naval Aviation Museum Foundation. “The ordering process is easy and the plates are available to registered Florida drivers across the state.” The National Naval Aviation Museum is the world’s largest Naval Aviation museum and one of the mostvisited museums in the state of Florida. Share the excitement of Naval Aviation’s rich history and see more than 150 beautifully restored aircraft representing Navy, Marine Corps, and Coast Guard Aviation. These historic and one-of-akind aircraft are displayed both inside the
DIVORCE – PATERNITY MEN’S RIGHTS Museum’s nearly 350,000 square feet of exhibit space and outside on its 37-acre grounds. The museum is currently phasing back into opening. “Phase 1 has been very successful and it has been a wonderful sight to see our active duty personnel and their families enjoying our exhibits, especially in recent weeks where a visit provided a break in the aftermath of Hurricane Sally,” said Museum Director Capt. Sterling Gilliam, USN (Ret.). “We are excited to move into Phase 2 (having occurred on Oct. 15), which will return us to the visitation parameters that existed before our closure in March due to COVID-19.” The timeline for the final phase is yet to be determined as the museum awaits a Navy decision on security protocols that allow the public to access NAS Pensacola. For more information and to plan a visit call 1-800-327-5002 or visit the Museum website at www.navalaviation museum.org.
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In Flight USA Celebrating 37 Years
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
LATE CLEARANCE CHANGES Detailed planning and execution are important pillars that both enhance and help ensure flight safety. Accordingly, flight crews routinely program FMCs with complex flight plans and clearances, which are then studied and briefed with expectations of near perfect execution. A late clearance change can result in a variety of complications and threats to flight safety, but rarely is it the sole contributor to an incident. Rather, the late clearance change is a stimulus that creates additional priorities and triggers a new sequence of events that a flight crew must then manage in real time. Late clearance changes occur often and during all phases of flight. Frequently, FMCs must be reprogrammed, and many types of deviations can result. Common problems stemming from a late clearance change include traffic conflicts, track and altitude deviations, unstable
approaches, and go-arounds. Human factors that influence outcomes may also be present, such as increased workload and situational awareness. This month, Callback shares reports of late clearance changes that contributed to some less common, but sobering, incident types. Examine the interactions at play between the late changes and the situational dynamics of the moment. Note, also, the workload that each change created and the sequence of events that cultivated each reported incident.
threat or stress. This was the second flight using [a new performance procedure] for both me and the First Officer (FO). Our planned runway was 25R at intersection Foxtrot. We received a taxi clearance for Runway 25L (Alpha hold short of Foxtrot). I asked for flaps 5, and we started moving. Then…Ground Control told us to taxi to [Runway] 25L, but to have the numbers ready for [Runway] 25R at Foxtrot intersection. I briefed the takeoff and called for the Before Takeoff Checklist. We both pointed to the flap indicator and responded, “5.” The FO started reconfiguring for [Runway] 25L. He finished reconfiguration when we were holding short of Taxiway Foxtrot. We both verified the change of runway by using the Quick Reference Handbook (QRH) procedure for “Takeoff Runway or Performance Procedure Change.” We then got clear-
Takeoff Turmoil A B767 Captain described events surrounding a late clearance change for their assigned departure runway. • Preflight and pushback with normal engine start was accomplished with no
ance to hold short of [Runway] 25L. [Runway] 25L was a landing runway, and their intention was to have us take off after two landing aircraft. We got clearance to [line up and wait] with a reminder of aircraft on final. When we got the clearance for takeoff, I advanced the power levers and pushed N1. Immediately, we got the FLAPS Configure Warning. I reached quickly for the flap lever to verify it was in its detent. The flap lever was not in the detent, and I moved the flap lever to flaps 5 quickly. The configure warning silenced quickly, and we proceeded with a normal takeoff. Before rotation speed, I looked at the flap indicator to verify that it was 5 and then executed a normal takeoff and departure. In hindsight, I should have never reached for the flap lever. Instead, I should have initiated a rejected takeoff. When we Contnued on Page 32
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Flying With Faber A SAFE THANKSGIVING
y favorite holiday of the year is almost here. It’s time to dust off my Thanksgiving recipe file and select the menu items. Generally, I prepare a dinner for 15-20 people. From the cornbread for the stuffing to the pumpkin pies, I make everything from scratch. I’m old fashioned. I avoid the modern Thanksgiving dishes. I prefer the standard roast turkey and stuffing, baked ham, sweet potatoes, mashed potatoes, cranberry sauce and pumpkin pie. Occasionally, I’ll throw in prime ribs of beef.
I’m not suggesting that others follow my plan. It’s up to everyone how they want to celebrate their Thanksgiving. Whatever you decide, be safe and have a joyous time. Here are a few recipes, which are perennial hits.
Basic Cornbread Make 2 days ahead.
Safe and Virus-Free
The Turkey Dinner
(Stuart J. Faber)
I’ve seen countless reports on TV describing folks who have gathered for weddings, birthdays or holidays, many of whom came down with the COVID-19 virus within days after the event. Since the onset of the pandemic, I’ve had no dinner guests. This Thanksgiving, I plan to have one other couple. We are taking extraordinary precautions. First, we will all be tested for virus at least twice on the two days prior to Thanksgiving. Fortunately, testing is relatively swift and easy in Los Angeles. Next, I’ll set two tables, one in each adjoining room. The tables will be approximately fifteen feet apart. We will set the entire dinner on the dining room table just before the guests arrive. Cutlery and china will consist of paper plates, cups and serving pieces. One-by-one, we’ll march to the dining room to fill our plates. Masks are mandatory except while eating. After dinner, we will call it an early evening. I will prepare plates for two other couples. They will retrieve them from the porch and scurry home. Then, I’ll fire up Zoom for a cyberspace celebration. A few families who have prepared their own dinners will join in. This segment of the evening is my only departure from my old-fashioned tradition. The pilgrims didn’t have Zoom.
Stuart J. Faber and Aunt Bea
(Stuart J. Faber)
1 tablespoon plus 1/4 cup vegetable oil 1 cup yellow cornmeal 1 cup all-purpose flour 2 teaspoons baking powder 1 teaspoon salt 1/4 teaspoon cayenne 1 cup buttermilk 1 egg Preheat the oven to 400 degrees F. Pour 1 tablespoon of vegetable oil into a 9-inch baking pan or heavy cast iron skillet. Place the pan into the oven as it preheats, allowing it to heat for at least 10 minutes. Combine the cornmeal, flour, baking powder, salt, and cayenne in a large mixing bowl and stir with a wooden spoon. Add the buttermilk and egg to the mixture and stir well to blend. Pour the cornmeal batter into the preheated pan and bake in the oven for 25 minutes or until lightly golden brown. Remove from the oven and let cool before serving or using in the stuffing.
Roast Turkey To Brine Turkey Separate skin from meat on breast, legs, thighs and back. Rub 1 tablespoon kosher salt inside cavity. Rub 1 1/2 teaspoons each of salt under skin of breast, back, legs and thighs. Wrap turkey in plastic wrap. Refrigerate 24 to 48 hours. Mire Poix (A fancy term for chopped vegetables). 2 medium onions, chopped
(Stuart J. Faber)
3 carrots, chopped 3 stalks celery, chopped Turkey 1 fresh turkey, 14 to 17 pounds 1 stick butter, softened 2 tablespoons each dried sage, rosemary, thyme 1/3 cup finely chopped parsley 1 tablespoon oregano Kosher salt and freshly ground black pepper 2 tablespoons paprika 2 teaspoons baking powder 6 cups chicken or turkey stock, preferably homemade Remove turkey from refrigerator 1 hour before cooking. Preheat oven to 425 degrees. Mix the butter, herbs, ½ tablespoon each salt and pepper, baking powder and paprika until well combined. Poke holes in breast, thighs and legs. If stuffing turkey, add stuffing. Remove all giblets, neck and gizzard from cavity. Season cavity with salt and pepper. Put a handful of the mire poix in the cavity. Sprinkle the remaining mire poix on the bottom of the roasting pan. This will serve as the rack and will also add sumptuous flavor to the gravy. Rub the entire surface of the turkey with a thin layer of the butter mixture. For an extra flavor and moisture step, place your hand between the skin and the breast and place some butter mixture between the skin and the meat. Heat the chicken stock in a saucepan. If desired, place neck and giblets in roasting pan. Discard liver. Place the turkey, breast side up, on top of the mire poix and roast for about 45 minutes. The breast will become golden brown. Reduce heat to 350 degrees and continue to roast for another 1 1/4 to 2 hours, depending on the size of the bird. Baste the turkey every 15 minutes with the chicken stock and the drippings. After 1 1/4 hour, check frequently with an instant thermometer inserted into the thickest part of the thigh without touch-
ing the bone. The thermometer should register 170 degrees. Any juices that run should be clear, not pink. Total time: Approximately 3 to 3 1/2 hours. Remove the turkey and place on a carving board. Cut up neck meat and giblets and set aside. Cover the turkey loosely with foil and let rest at least 30 minutes before carving. For gravy (don’t purchase store-bought), remove most of the grease, then place the roasting pan on stovetop burner. Turn heat to high. Scrape bottom of pan with a wooden spatula to loosen all of the tasty drippings. Add 3 tablespoons of flour and mix with remaining drippings until the flour disappears. Add 2 tablespoons of butter for richness. Add 4 cups of chicken or turkey stock, bring to a boil until the liquid thickens. Add 1/2 cup cream or milk.
Sweet Potato Balls These little critters are always met with surprise and delight. It’s a tasty and unique way to serve sweet potatoes. 5 large sweet potatoes or yams 2/3 cups brown sugar 2 tablespoons orange juice 1 teaspoon orange zest 1/2 teaspoon nutmeg 2 cups shredded sweetened coconut 1 teaspoon cinnamon 1/2 cup granulated sugar 1 bag miniature marshmallows Bake the potatoes or yams (I prefer yams), until tender. Peel and mash. This can be done one day ahead. Stir in brown sugar, orange juice, zest and nutmeg. In a separate bowl, mix coconut, sugar and cinnamon. Form balls about 2 inches in diameter. As you form balls, insert one marshmallow into each ball. Roll each ball generously in coconut mixture. Place about 2 inches apart in glass baking dishes. Bake in 350-degree oven for 15-20 minutes, until coconut just starts to turn light brown. Watch carefulContinued on Page 30
In Flight USA Celebrating 37 Years
Flying With Faber Continued from Page 29 ly so that marshmallows don’t burst, and coconut does not burn.
Stu’s Secret Ingredient Mashed Potatoes Tired of the same old mashed potatoes? You will love this version. 6 medium russet potatoes 1/2 cup sliced scallions 2 cloves garlic, minced 2 tablespoons butter 8 ounces sour cream 4 ounces cream cheese 4-5 tablespoons hot milk extra butter Grease a 2-quart casserole. Peel and quarter potatoes and boil in salted water until tender. Drain. Sauté scallions and garlic in butter until tender. Mash potatoes, cream cheese and sour cream with masher. Add onion and garlic, plus kosher salt and pepper to taste. Add enough milk to achieve desired consistency. Transfer to prepared casserole and chill up to 24 hours. Bake uncovered in 350-degree oven for 45-50 minutes until heated through. Sprinkle with parsley.
Baked Ham with Pineapple Mustard Glaze This ham usually disappears quickly.
(Stuart J. Faber)
1 whole or half spiral cut cooked ham Glaze 1 cup brown sugar 1 tablespoon corn starch 1/4 teaspoon salt 1 8-oz can crushed pineapple 2 tablespoons lemon juice 1 tablespoon mustard Glaze: Mix sugar, corn starch and salt in saucepan. Stir in pineapple, lemon
juice and mustard. Stir over medium heat until mixture thickens. Boil one minute. Set aside. Preheat oven to 275 degrees. Cut away skin and trim fat from ham to a thickness of about ½ inch. Place ham fat side up in shallow roasting pan with foil. Cook about 10 minutes per pound. A whole ham should take about 2 ½ to 3 hours. A half ham should take about 1 ½ to 2 hours. Temperature on instant thermometer should read 130-140 degrees. Add a light coat of glaze about 30 minutes before the ham is done. Rub it over entire ham. For a sweeter, glossier glaze, first lightly brush with maple syrup or honey 30 minutes before completion. Remove ham from oven and place on a platter. Brush generously with glaze.
Cornbread and Sausage Dressing I think that there should be a law against stuffing mixtures that come in a box. Every holiday, this stuffing evokes cheers from our guests. It’s quick and easy to make cornbread. The problem is, while it sets in a bowl for two days, we often eat half of it before the holiday. 2 teaspoons unsalted butter 1/2-pound mild Italian sausage or andouille sausage, cut into 1/2-inch pieces 1 1/2 cups chopped yellow onions 1 cup chopped celery 1 cup chopped green bell peppers 1 tablespoon minced garlic fresh corn from 2 ears 1/2 pound sliced mushrooms Basic Cornbread, recipe above 3 slices of stale white or whole wheat bread, torn into 1/2-inch pieces 1/2 cup chopped green onions 1/3 cup chopped fresh parsley 2 teaspoons chopped fresh thyme 1 teaspoon each sage and oregano 1 teaspoon salt 1/2 teaspoon freshly ground black pepper 1/8 teaspoon cayenne 1 cup coarsely chopped pecans 2 large eggs, beaten in 1/4 cup milk 1 to 2 cups chicken or turkey stock, as needed Melted butter as needed Preheat the oven to 350 degrees F.
Generously butter a 13 by 9-inch baking dish and set aside. In a large skillet, cook the sausage until brown and the fat is rendered, about 5 minutes. Add onions, celery, bell peppers, and garlic, and cook for 2 minutes. Remove from the heat and transfer to a large bowl to cool. With your fingers, crumble the corn bread into the bowl, add bread, the green onions, pecans, parsley, and thyme, and mix well with your hands. Add the salt, pepper, cayenne, and eggs, and mix well with your hands. Add enough broth, 1/2 cup at a time, to moisten the dressing, being careful not to make it mushy. Transfer to the prepared dish and cover with aluminum foil. Bake until heated through, about 25 minutes. Uncover and bake until golden brown, about 15 minutes. You can also fill the turkey cavity with a portion of the stuffing. Caution-do not stuff turkey until you are ready to roast it. It’s also not a good idea to make the stuffing the night before. Yield: 8 servings. Double recipe for 16 servings. Will fill one 16-pound turkey and one 13 by 9-inch pan.
Whole Orange Ginger Cranberries I hope you don’t use those canned cranberries. This recipe, which takes about 15 minutes to make, can be prepared one day ahead.
(Stuart J. Faber)
24 ounces fresh cranberries (2 packs) 3 cups sugar 1 1/2 cups fresh orange juice 1 1/2 tablespoons orange zest 1 1/2 tablespoons finely minced fresh ginger Combine all ingredients in saucepan. Cook over medium heat until berries pop open, about 10 minutes. Toward the end of the cooking, skim off and discard foam that rises to top. Cool.
Cool. Refrigerate covered. These will keep in refrigerator for up to 2 weeks.
Fabe’s Pumpkin Ice Cream Pie
Pumpkin Ice Cream Pie (Stuart J. Faber) Crust 1 1/2 cups graham cracker crumbs 3 tablespoons sugar 1/4 teaspoon cinnamon 1/8 teaspoon salt pinch nutmeg 5 tablespoons butter, melted Filling 3 cups french vanilla ice cream 3/4 cup pumpkin 1/3 cup brown sugar 3/4 teaspoon ground ginger 1/2 teaspoon cinnamon 1/4 teaspoon nutmeg pinch salt 1 tablespoon orange juice Crust: Preheat oven to 375 degrees. Combine all dry ingredients. Add melted butter and mix well. Reserve 1/4 cup of crumb mixture. Press remaining mixture into a 9-inch pie pan. Pat down crust with the bottom of a cup. Pour the reserved crumb mixture into a small baking pan and spread out the crumbs. Place pie pan and small baking pan in oven and bake for 8 minutes. After six minutes, remove pan with reserved crumbs and place on a rack. After 8 minutes, remove pie pan and place on a rack. Cool both pans completely. Filling: Remove ice cream from freezer. Soften slightly before measuring. Place pumpkin, ice cream, brown sugar, orange juice and spices in a mixing bowl. Mix at low speed with a paddle mixer until combined and smooth. There should be no streaks of pumpkin. Check for flavor. Pour mixture into cooled crust. Smooth with a spatula. Place in freezer until frozen. Remove from freezer, sprinkle top with reserved crumbs and serve.
Tom Cruise and Jerry Bruckheimer Continued from Page 27 butions to the morale of the Naval Aviation community, Jim Neighbors in 2010 for his support of the Pacific Aviation Museum and contributions to the morale of service members in his on-
screen role as U.S. Marine, Pvt. Gomer Pyle, and Susan Ford Bales in 2016 for her role as ship's sponsor for aircraft carrier USS Gerald R. Ford (CVN 78). In Top Gun: Maverick, Cruise is reprising the iconic role of Navy pilot
Pete “Maverick” Mitchell. Bruckheimer produced both films, with Top Gun grossing more than $350 million at the box office worldwide and influencing an entire generation of Naval Aviators. The Top Gun movie franchise is
named for the U.S. Navy’s Fighter Weapons School, also known as “TOPGUN,” based at Naval Air Station Fallon, Nevada, which provides advanced tactics training for Navy and Marine Corps aviators.
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In Flight USA Celebrating 37 Years
FAA CALLS NEW ATTENTION TO OLDER PIPER PA–28 FUEL SELECTOR VALVES
By Dan Namowitz,AOPA
he FAA Safety Team is reminding pilots who fly older models of Piper PA–28 Cherokee-series airplanes to be on the alert to prevent inadvertently switching off the fuel selector valve or binding it when changing from one fuel tank to another in flight. A recent notice from the safety group calls new attention to the operating and maintenance guidance included in a special airworthiness information bulletin issued in 2014 and directed at owners and operators of Piper models PA–28-140, PA–28-150, PA–28-160, PA–28-180, PA–28R-180, and PA–28R-200 airplanes. The SAIB notes concerns – called to
the FAA’s attention by an accident — “that the fuel selector valve can be inadvertently switched off and/or may bind when switching fuel tanks and can cause a loss of power in flight.” The FAA Safety Team noted in the Oct. 9 reminder posted on its website that there has been “a long history” of addressing issues associated with the mechanism’s design. AOPA reported on two such instances in August 2019: The FAA on Aug. 5, 2019, issued an airworthiness concern sheet seeking information from operators of PA–28 aircraft of specific serial numbers on their experience with first-generation fuel selectors with a design that “does not include any protection against inadvertent disruption of
the position of the lever from its intended position nor does it prevent over-rotation which could result in mistakenly selecting the OFF position when not intended.” (That ACS included a narrative of the history of previous service actions that had been taken to address fuel-selector valve concerns). AOPA’s 2019 article also noted that in an unrelated action in 2018, the FAA had issued an airworthiness directive calling for inspection of some PA–28 fuel selector valve cover placards for correct positioning and allowing owners/operators who held at least a private pilot certificate to conduct the inspection. For more information, visit the AOPA website at www.aopa.org or the FAA website at www.faa.gov.
[JAYNA] by 1,000 to 1,500 feet. [We were] unable to get relief due to the busy radio. We then met all of the following restrictions and landed uneventfully on Runway 33L. I believe the first Controller issued…Runway 22L in error. The ATIS was reporting…Runway 33L. That is…why we asked for confirmation. [It] seemed like a very late change, but not unheard of.… The facts that the two arrivals have different routings and that they are on different approach plates make it difficult to change, especially when we were already inbound to ROBUC. The late change back to our original runway caused us a delay in descending, and the busy radios made it impossible to communicate our need for relief on the hard altitude at [JAYNA]. ATC must listen carefully to aircrew readback and confirm that the clearance is conveyed properly. Also, a descend via clearance is far better than step downs on an arrival, and the aircrew can plan better for the arrival. This small change from Runway 22L to Runway 33L on this arrival [led] to a heavy workload in the cockpit. Changes that late should be avoided.
rushed to change and set up the approach. I was given a late turn to intercept and overshot the localizer. That was followed by a turn to 080 to intercept,…3,000 feet until established, clearance for the approach, and [a frequency] switch to Tower.… I corrected back to intercept the localizer, checked in with Tower, and was cleared to land. Intercepting the localizer, I was…still above 3,000 feet descending. I mistook what I later identified as the Vertical Speed Indicator (VSI) bug (that was about -450 FPM) as being slightly above glideslope, and I continued what I thought was a slightly above the glideslope descent. I broke out about the same time Tower said, “We have a low altitude alert, check your altitude.” I stopped the descent and could see I was lower than the glideslope, as the field was further ahead. Tower asked me to confirm my altitude as 1,780 feet, and I did. I then noticed the green diamond bug had appeared and realized that I had mistaken the [VSI] for the glideslope indicator. I…joined the real glideslope and landed. When they gave the late change to Runway 5L, I should have asked for a box around until I had everything set up. My acceptance left me rushing, leading to mistakes.
A recent notice calls new attention to the operating and maintenance guidance included in a special airworthiness information bulletin issued in 2014 and directed at owners and operators of Piper models PA–28-140, PA–28-150, PA–28-160, PA–28-180, PA–28R-180, and PA–28R200 airplanes. (Courtesy AOPA, by Mike Fizer)
Safe Landings Continued from Page 28 got a runway change with our taxi clearance, I should have…stopped on the taxiway and accomplished the runway change procedure. The stress factor went from none to very high when we got the runway change and a short taxi with…new performance procedures on a very busy airport. How we both misread the flap indicator on the Before Takeoff Checklist, I have no idea. Maybe we were too occupied in our minds with the new performance procedure.
Arrival Confusion and Altitude Deviations After expecting one runway, multiple runway changes led to multiple problems for this air carrier First Officer. • Expecting…Runway 33L and approaching ROBUC, we were told to expect Runway 22L. We asked the Controller to confirm Runway 22L and again, read that back. This changed the routing and is also on a different arrival page. We configured the FMC for the new arrival and reviewed the plate.… Level at FL190, we were switched to the Approach Controller, who then said to expect Runway 33L. Again, we asked about the change back and confirmed the new runway. The radio was extremely busy, and it was difficult to tell the Controller about the change. The new Controller was not aware that we were previously given the ROBUC3 [arrival] to Runway 22L. We, again, changed the [FMC] for the new arrival routing and extended the speedbrake to meet the altitude restrictions. We also tried to convey our problem about the change to the Controller, but the radio was simply too busy. We crossed PROVI well above 11,000 feet and missed the hard restriction at
Track Deviation and Controlled Flight Toward Terrain A Caravan Captain received a late runway change when the preceding aircraft delayed on the runway. Events became rushed, and the situation deteriorated in IMC. • Everything was set up for [the ILS to Runway] 5R. While [I was] turning base,…the preceding aircraft…had a problem and was delaying on the runway. ATC advised to descend from 4,000 feet to 3,000 feet and to expect the [Runway] 5L localizer. I started a descent to 3,000 feet and reset the approach in the radios to [Runway] 5L. I was
Misidentifying the Landing Runway After the Captain accepted a late runway change, this First Officer turned toward a runway that had not been assigned. • We were cleared for a visual approach to Runway 12L. Approaching the marker, ATC asked if we could sidestep and land on Runway12R. I was the Pilot Flying (PF). I looked up and mistakenly looked at Runway 11 and hesitated to respond because the PAPI showed 4 white lights.
The Captain responded that we can sidestep and proceeded, heads down, to input the localizer frequency for the right runway. I immediately disconnected the automation to fly the aircraft onto profile, not realizing I was…looking at the wrong runway.… I was fixated on Runway 11, trying to get on profile.… ATC advised we were turning for Runway 11 and instructed us to correct course toward Runway 12R. Upon the instruction, I noticed the third runway and realized, at that point, the error I had made. I corrected course immediately, and we landed on [Runway] 12R.
Landing Without a Clearance This B737 Captain described a late runway change and other events that led to landing without landing clearance. • On arrival into Miami, the FO briefed Runway 26L. Miami changed the airport around at the last minute to land on [Runway] 8L. I set up the navigation radios and briefed the approach while the FO flew and configured the airplane. The [Runway] 8L localizer did not identify, so the FO switched to LNAV under VFR conditions.… Miami had not switched the localizer from the [Runway] 26R approach to [Runway] 8L.… [We got a] late switch to Tower, and I dialed in the incorrect frequency.… [We] checked in, and we both believed we received clearance to land. After landing, the FO realized we were on the wrong frequency and checked in with Tower. Due to compressed time because of the runway change with the…wrong localizer identifier, I rushed…and dialed in the wrong frequency. After attempting to check in with Tower, I assumed Tower issued clearance to land when, in reality, we were on the wrong frequency.
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In Flight USA Celebrating 37 Years
ext messages have become pervasive and anathema when driving. But… Sometimes if you’re at an airport off in the sticks and want to pick up a clearance, today’s procedure is to make a call on your cell phone. Picking up your takeoff clearance on a cell phone doesn’t always work well in a noisy cockpit, there’s always the question of what number to call, and all that. So why not pick up your clearance as a text message? And couldn’t you pick up the flight plan part of your clearance (not the takeoff clearance) as well, and the text message would already be written down, error free? And easy to Bluetooth to the onboard nav system. Here’s how it would work. When you’re ready to pick up your clearance (the flight plan part, not the takeoff clearance from an uncontrolled airport), you send a text message to a national FAA reserved phone number. That facility knows your phone number (caller ID) and looks up your flight plan because your phone number is already on the flight plan in the pilot information section. Bingo! You’ve got your flight plan in text form, no read-back/hear-back errors, less frequency congestion on ground or clearance delivery, no questions on how to spell MXYZPTLK intersection. (Look up MXYZPTLK – it’s the best I can do for humor these days). And the phone numbers would make spoofing more difficult. And if this is a new system, those damnable obscure abbreviations could be replaced with understandable, less error prone words. Abbreviations remind me of my favorite story from an AOPA Flight Instructor Refresher Clinic: under comments on a METAR was the acronym
By Ed Wischmeyer
MORE RANDOM THOUGHTS “ROSNOT.” That meant “Rattlesnake On Steps, No Observation Taken.” Obviously. At an uncontrolled airport, when you’re ready to take off, send another text message, maybe to a different number, and get your takeoff clearance. Yes, text messages do sometimes get delayed. One evening, just before bedtime, I got an invitation to lunch. Those delays would not compromise flight safety, though, and there’s got to be a solution in there somewhere. Similarly, text messages could be used in case of a comm radio failure in flight. Yes, you’re not supposed to use cell phones in flight, but maybe text messages after a comm radio failure could be made an exception. And text messages seem to get through when voice messages do not.
••••• Aviation safety is not always objective. It is often highly politicized and topics of interest seem to come and go like fads. A current fad (again) is how to handle a turn back after engine failure after takeoff, the so-called “impossible turn.” There are many answers out there, but when I look at those answers, I end up wondering what the question/s is/are. And giving an answer without stating the question is sort of like the statement about “Never ASSUME, because it makes an ASS out of U and ME.” If I were to publish this list as a response to somebody’s article, I would undoubtedly lose friends and alienate people, to misquote Dale Carnegie. Hopefully by doing this in the clear, I can help stimulate constructive thought. So here’s my list of questions about turning
back after takeoff. • Standard thinking is that a pilot would take four seconds to react to an engine failure and decide what to do. What’s the documented basis for this, factual or historical? • In multi-engine flying, for a while it was taught (and maybe still is) that engine failure is more likely to occur at first power reduction after takeoff. What are the statistics for single engine aircraft power failure after takeoff? • Another phenomenon that was discussed years ago is to not switch fuel tanks immediately before takeoff because the engine may continue to run until just after liftoff. How often does that occur these days? (A friend had something similar happen due to a defective fuel selector valve. The fuel selector valve was turned off to allow carburetor work. When turned back on, there was slow fuel flow but sufficient fuel flow to fill the carburetor float chamber (bowl), and that provided enough fuel for a normal runup. Then the bowl refilled on the way to the runway, and there was enough fuel for a full power takeoff, up to about 100 feet. Then, with restricted fuel flow, the engine lost substantial power. Fortunately, there was enough fuel flow for level flight, barely, and a safe landing followed.) • Discussions of the “impossible turn” always assume a constant turn rate. Why? • Similarly, those turns are made at Vx or Vy. Why? Those speed selections seem like a rhetorical convenience rather than an engineering optimization. • And how sensitive are the turnback procedures to holding precise speed? Where are the numbers? How much dif-
ference does Vx vs. Vy make? • How many pilots have tried to hold a precise bank and airspeed in a power off descending turn? I’m relatively well experienced in lowspeed maneuvering and I find it extremely challenging. My opinion is seconded by an extraordinarily well qualified, internationally known former test pilot. And in an emergency, chances of flying precisely might go way down. • Why is wind almost never discussed in the impossible turn scenario? • If you do succeed in getting the plane turned around and headed back to the runway, will you be too high to land? Too low to make the runway? • And if you can make the runway, landing downwind, where will you stop? • What’s the strategy for handling any traffic on the runway? Or that just took off? • Accident statistics exist, of course, and will document many failed “impossible turns.” (Having spent decades researching accident databases, I’ve seen that not everything makes it into the databases accurately or at all.) The other question is, how many impossible turns succeeded and are not recorded anywhere? In my plane, the highest workload is often right after takeoff. Contributing factors are monitoring cylinder head temperatures, checking that the autopilot engaged properly, frequency change and frequency congestion, changed in assigned heading and altitude (Class C airspace), checking for traffic, watching for thermalling buzzards, and power reduction. I’m always amazed at how poorly I know the area surrounding the airport. I should do better.
ORGANIZERS ANNOUNCED THAT SUN ‘N FUN WILL BE HOSTING A HOLIDAY FLYING FESTIVAL AND CAR SHOW ON DECEMBER 4TH AND 5TH, 2020 Organizers announced on Oct. 26 that Sun ‘n Fun will be hosting a Holiday Flying Festival and Car Show on Dec.45, 2020. The two-day fly-in / drive-in event will include numerous aircraft displays, a large airplane and car show, plus food vendors, live music, and many other activities, held on the Sun ‘n Fun Expo Campus at the Lakeland Linder International Airport. Admission is free, parking is only $20 per vehicle, and proceeds will benefit Sun ‘n Fun’s Aerospace Center for Excellence STEM
education programs, which have been deeply affected by the loss of the annual Sun ‘n Fun Aerospace Expo due to COVID-19. Details can be found at www.flysnf.org. Continued on Page 36 F35 Lightning II & F-16 Viper Demos for Holiday Flying Festival and Car Show! Sun ‘n Fun has announced that USAF Air Combat Command is sending two of it’s most exciting assets to perform for you at Sun ‘n Fun’s Holiday Flying Festival and Car Show. (Courtesy Sun n’ Fun)
In Flight USA Celebrating 35 Years
In Flight USA Celebrating 37 Years
Holiday Flying Festival and Car Show ship with Sun ‘n Fun. This exciting flying has its roots all the way back to WWI but is most associated with back country flying in mountainous regions. More than 100 participants are expected to compete in this Sun ‘n Fun first, vying to see who can take off and land in the shortest distance for a cash prize. The contest will be live-streamed online by Live Airshow TV. Attending pilots will have a rare opportunity to meet and interact with some notable industry leaders. On Saturday, Dec. 4 at 10 a.m., the Aircraft Owners and Pilots Association (AOPA) will be sponsoring a General Aviation Town Hall, where pilots can submit questions and get live answers on the state of GA in the COVID era. Scheduled panelists include Sun ‘n Fun / ACE President and CEO John Leenhouts, AOPA President and CEO Mark Baker, and Experimental Aircraft Association (EAA) President, CEO and Board Chairman Jack Pelton. Aircraft parking is free, with donations gladly accepted. In addition to the airplane show and STOL competition, planned flying activities include a Friday evening Hot Air
Balloon Glow, night airshow featuring the Aeroshell Aerobatic Team and Wild Blue Rodeo. On Saturday, a balloon launch is planned, plus flybys and sky typing on Saturday from The GEICO Skytypers. Airplane rides will also be available for purchase from local air ride professionals. The car show will have numerous categories including muscle cars, antique/classic, and exotic, and should be a welcome addition for those who have missed car gatherings. The Lakeland Corvette Club is helping to organize. The airplane show will have similar categories; Warbird, Vintage, Homebuilt, Aerobatic, and LSA. Food vendors will be onsite both days, and there will be numerous exhibitors from both aviation organizations and local businesses showcasing a variety of products and services. On Saturday, the Lakeland Linder International Airport is sponsoring the Sun ‘n Fun 5k, with proceeds benefitting Women in Aviation and the Lakeland Aero Club. A children’s area is planned, with play areas and First Responder displays of fire trucks and law enforcement
equipment. Live music will be provided from local headliners The Cliff Brown Band and up and coming Nashville country music star Eli Mosley.
About Sun ‘n Fun / Aerospace Center for Excellence, Inc.: The Aerospace Center for Excellence (ACE), a 501(c)(3) non-profit, has emerged as a nationally recognized leader in STEMrelated and aerospace education through its various learning centers, outreach programs, summer camps and scholarships aimed at preparing students for tomorrow’s aerospace challenges. Located on the Sun ‘n Fun Expo Campus in Lakeland, Florida, the organization is known for its annual Sun ‘n Fun Aerospace Expo fundraising event as well as the Florida Air Museum, which is Florida’s Official Aviation Museum and Education Center. ACE is the world’s leader in producing licensed teenage private pilots and delivers youth programs that engage over 50,000 students a year. For more information, www.ACEedu.aero.
A LS O
Continued from Page 34 “We are extremely excited to bring this unique event to the people of Polk County and our flying community,” said Greg Gibson, CMO and Air Operations Director for Sun ‘n Fun. “In cooperation with the Lakeland Linder International Airport and the City of Lakeland, we have crafted the weekend’s activity in total compliance with all local, state, and federal health guidelines to ensure that anyone attending can feel very comfortable that they and their families are safe while still having a fantastic show.” Gibson mentioned that sanitizing stations would be available throughout the event and described the cleaning prep and maintenance for the event as “extensive.” Gibson says the event is exclusively outdoors, with more than 300 acres of available area for attendees to spread out. “We have a huge footprint here on the airport. It makes sense to use it for an outdoor community function like this, especially with December’s nice Central Florida weather!” Headlining the event will be a Short Takeoff and Landing (STOL) competition, put on by National STOL in partner-
W. R. SPICER is a retired U.S. Marine Corps Lieutenant Colonel Harrier Pilot, who has also flown the A-4 Skyhawk and several different models of Helicopters. His career experiences include enlisted service as a “Sea Goin” Admirals Orderly, helicopter pilot in Vietnam, Harrier Squadron Commander as well as an unusual assignment as an exchange officer with the Royal Navy and Royal Marines that found him involved “On Her Majesty’s Service.”
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November 2020 www.inflightusa.com 37
In Flight USA Celebrating 37 Years
OODIES WINTER RE-IMAGING AND GIFT GIVING COVERED BY AIRCRAFT SPRUCE Winter months are a good time to revamp. It’s also coming into gift giving season. AND ADGETS AND Here are some product ideas from Aircraft Spruce for both revamping and giving!
uAvionix AV-30-C Primary Flight Display - Certified “Retro-Fit” Your Cockpit with a Digital Upgrade! Upgrade your legacy vacuum-driven instrument to digital precision attitude and directional gyro customizable display. Install two AV-30-C displays, one configured as an Attitude Indicator, and the other as a Directional Gyro to replace your outdated problem-prone vacuum system. AV-30-C blends into your existing panel seamlessly. By mounting from behind, it preserves the original look and eliminates the need for cutting or replacing your panel.
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The Next Five Minutes By Dick Rutan Book This limited edition book comes numbered and autographed by Dick Rutan. Dick had always been a risk-taker, possessing both a talent and passion for flying. Even at a young age he knew he wanted to achieve something of significance as a pilot. Although his motivation was strong, Dick struggled academically with what he learned decades later was undiagnosed dyslexia. With determination, he painfully devised ways to transcend those academic limitations and attain his goals. Little did he realize that the setbacks he experienced along the way would provide him with the exact skill-set he needed. This young man who had been deemed unfit for college would repeatedly succeed despite the odds. He rose through the ranks of the military and became a highly deco-
rated fighter pilot who flew 105 combat missions over North Vietnam. Following his Air Force career, he set numerous aviation records, many of which remain unbroken. An inductee of the National Aviation Hall of Fame, he was the recipient of aviation’s most coveted awards and was presented the Citizens Medal by President Ronald Reagan. Throughout his life, Dick sought adventure and welcomed challenge, frequently finding himself at “danger’s door” wondering what The Next Five Minutes of his life would be like. In his words, “It’s great to be an American…to live in a free country where, if you can dream it, you can do it. The only way to fail is if you quit.” The book sells for $34.95.
Flight Outfitters Waypoint Backpack This thoughtfully-designed backpack has room for all your aviation gear but is flexible enough to work as an overnight bag or an everyday laptop case. The large center compartment accommodates a headset and kneeboard, with plenty of room left over for a change of clothes. Two
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Liteye’s Counter-UAS Systems for Airports
Advancing drone technology and the frequency of malicious drones at airports has created an urgent need for drone detection and defense systems at airports all over the world. Liteye’s combat proven Counter-UAS System is designed to protect airports and critical infrastructures from hostile small unmanned air systems (sUAS) incursions. Using similar detect, track and classify technology currently used by the US military, the Liteye system gives the airport authority an early warning capability, allowing air traffic control to temporarily warn off specific at-risk incoming flights. The system also identifies the point of origin of the drone user, allowing emergency personnel to respond appropriately.
Liteye’s Counter-UAS Detection System DETECT - smart-sensor package capable of remotely detecting small Drones (UAS) TRACK - tracking and classifying them, providing end-user situational awareness and a IDENTIFY - forensic tool that assists in apprehending and prosecuting malicious drone or UAS operators. Liteye’s Counter-UAS technology is the ideal solution for protecting airports against the danger posed by malicious drone intrusion.
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In Flight USA Celebrating 37 Years
In Flight USA Celebrating 37 Years
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INTRODUCTION TO COMMERCIAL DRONE USE By Bart Biche CEO/Chief Pilot, B-8 Drone
n 2016 the FAA issued new rules for commercial operation of small drones, commonly referred to as Part 107. This significantly reduced the requirements for commercial operation and opened the door to a new era of growth in drone applications. Since 2016 the drone industry has seen rapid growth that is expected to continue. It is estimated that by 2021, the commercial drone industry will be selling 1,000,000 drones per year with the volume doubling by 2025. The Association for Unmanned Vehicle Systems International projects more than 100,000 new jobs will be created in unmanned aircraft by the year 2025. Per the FAA website the current state of drones in the United States: • 1,718,674 Drones Registered • 499,422 Commercial Drones Registered • 1,215,753 Recreational Drones Registered • 197,378 Remote Pilots Certified There is growth and opportunity in fields such as construction, agriculture, real estate, mining, utility scale solar, oil & gas, inspection, insurance, and disaster management. This article will look at how to get started and take advantage of the emerging opportunities as a commercial drone pilot. What’s a drone? Technically the term is UAV (Unmanned Aerial Vehicle), or UAS (Unmanned Aerial System) which includes the vehicle, payload and control systems. This is very broad and covers everything from the smallest toy to the largest military systems. FAA Part 107 narrows things to sUAS (Small UAS). These are systems where the UAV and payload weigh less than 55lbs (25kg) and have a maximum ground speed of 100mph (87knots). That is still a very broad range covering UAV that are fixed wing, rotary
Aquiline Drones Ascends to New Heights to become Fastest-Growing, Full-Service Drone Company in the USA. (Courtesy Aquiline Drones) wing, single prop to multi-rotor. But the vast majority of UAV being deployed are quad copters. They are economical, highly capable and very versatile. They are the entry point for a commercial operation. This article only considers sUAS flown under FAA Part 107, and from here out will just be referred to as drones. If you get compensated in any way, then it is a commercial drone operation and falls under FAA Part 107 and requires an FAA Remote Pilot Certificate. To become a Remote Pilot, you need to meet certain eligibility requirements and pass a written test. The test costs $150 and covers Part 107 regulations, basic aeronautical knowledge – like NOTAMs & TFRs, airspace classification and reading aeronautical charts. Once certified, you must take a recurrent knowledge test every two years. The FAA requires drone operations to be run like any other aircraft operation. Flight logs, flight records, checklists, maintenance logs, battery logs, pilot training, etc. For more information go to www.faa.gov/uas. Commercial drone operations are not about the fun of flying drones, butrather about delivering valuable information that saves money. To achieve that goal, focus on the system. The drone, drone control architecture, payload, and backend software all work together as a system to collect and process data into Continued on Page 46
Launching San Mateo County Edition January 2021 For More Information Contact: Annamarie Buonocore at 650-358-9908
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In Flight USA Celebrating 37 Years
AOPA WORKS The Aircraft Owners and Pilots Association continues to work alongside the Save Dillingham Airfield group to keep open the Oahu airport that offers visitors glider rides, skydiving, and flying lessons – with activity that supports 130 jobs and injects $12 million into the struggling state economy. A newspaper poll that sampled public opinion on Hawaii’s economic prospects stressed the importance of travel to the state’s recovery from the “April trough” that slammed tourism and business transportation and triggered major statewide job losses as the coronavirus pandemic took hold. “The University of Hawaii Economic Research Organization last month forecast that it will take more than three years – until after 2023 – for the state economy to regain the level it was at last year or even the year before,” the Star Advertiser reported on Oct. 20. Against that tenuous but hopeful backdrop, it would be a “travesty” if the Hawaii Department of Transportation acted on its intention to end its lease of Dillingham Airfield (Kawaihapai Airport) from the U.S. Army four years early, ending its run as a general aviation airport and shutting down 11 businesses that inject
$12 million into the local economy, said state Sen. Gil Riviere (D-District 23) in a recent broadcast interview. “There’s just so much potential. We’ve got to save it,” he said. The aviation sector has rallied around the airport since the state revealed plans to seek an early end to its airport lease that would otherwise expire in 2025. But now the harsh impact of the pandemic on Hawaii has raised Dillingham Airfield’s profile far beyond the airport boundary as the community at large pins its optimism for recovery on drawing visitors back to Hawaii’s renowned attractions. However, time to save Dillingham Airfield – known to backers as “Northern Oahu’s Gateway to the Sky” – is growing short. The scheduled closing date is June 30, 2021; the Save Dillingham Airfield support group recently warned that state officials plan to take preliminary steps toward the shutdown in January. Riviere believes that the closure plan undervalues the airport’s contribution to the community’s well-being and its starring role in Hawaii tourism. “This is the number one drop zone in the world. More people jump out of airplanes at Dillingham than any place else in
SAVE OAHU AIRPORT the world, so it’s a travesty,” Riviere said. Melissa McCaffrey, AOPA Western Pacific regional manager, said the next eight to 12 weeks will be critical for airport advocacy. “For more than nine months now, AOPA and the Save Dillingham Airfield group have tried to provide solutions to the Hawaii Department of Transportation, all of which include preserving the airfield as a joint civilian-military-use facility. Unfortunately, Hawaii DOT has continued to move forward with their plans to prematurely exit out of their FAA Airport Improvement Program obligations and the lease with the U.S. Army, inevitably killing off the businesses and jobs at the now thriving airfield,” she said. McCaffrey urged aviation supporters “to be geared up and ready to assist” on several possible fronts perhaps including submitting testimony to support a legislative strategy, contacting elected officials to advocate for the airport, and joining the airport-support group. Riviere, in his news interview, added that despite the short timeline, he remained upbeat about the airport’s chances to survive. He said three management companies have been identified that could take over
Officials say it would be a “travesty” if the Hawaii Department of Transportation acted on its intention to end its lease of Dillingham Airfield (Kawaihapai Airport) from the U.S. Army four years early, ending its run as a general aviation airport and shutting down 11 businesses that inject $12 million into the local economy. (Courtesy State of Hawaii, Department of Transportation, Airports) airport administration from the Department of Transportation, which runs Hawaii’s public airports, if the state wants to opt out. Both the FAA and the military would have to sign off on any closure arrangements, which would require an ambitious project to restore the property to its original condition, he said. To learn more, visit the AOPA website, www.aopa.org and Save Dillingham Airfield website at savedillinghamairfield.org.
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1985 CESSNA CITATION 501 – N361DE
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In Flight USA Celebrating 37 Years
Introduction to Commercial Drone Use Continued from Page 42 usable information. The backend software for a specific application will often interface with the drone control architecture and the payload to create an autonomous mission that optimizes data collection. Thinking in terms of the sys-
tem, not just the drone, is critical. Drones are an enabling technology. They provide an economical means to position sensors in places that were previously impractical or impossible to reach. There are four main classes of sensors commonly used with drones. A standard
RGB camera capable of taking high resolution photographs and video is by far the most common. Entry level commercial drones almost always come with a camera that is not interchangeable with other payloads. Thermal cameras are seeing increasing use in applications ranging from
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search & rescue to building inspections. Special purpose cameras that capture the IR signature reflected off vegetation are common in agriculture for assessing plant health. LIDAR, a laser range finding technology is used to create accurate 3D models of surfaces and structures. The information obtained using a drone is used in a wide range of applications, but there are only two main mission profiles. First is aerial photography/videography. It is probably the first thing that comes to mind when thinking about the commercial use of drones. It is common in real estate, advertising, and entertainment industries. But also, has growing use in insurance, inspection, and progress monitoring applications. Photography/videography may be flown manually, or it may use automated flight plans. The only backend software required is standard photo and video processing software. Mapping is the key mission profile for commercial drones. It provides the data that supports a wide range of applications across a wide range of industries and may utilize any of the sensors mentioned above. Mapping starts with a series of overlapping aerial images. The drone flight is generally fully automated. The backend processing software creates a flight plan and controls the drone and the camera based on a few input parameters. The images are combined using a sophisticated mathematical process to create an accurate 2D image and a 3D computer model. The output is dimensionally accurate and has accurate global positioning. Start to finish the entire process can be done in a few hours, but requires significant, highly specialized, backend processing. There are multiple companies supplying mapping software starting at around $3,000 per year. Most commercial applications do not require a specialized drone. The upper end of the current quad copter market suits both recreational and commercial use. These drones are generally in the $1,000 to $2,500 range and are highly capable. Expect a fixed camera that cannot be exchanged for a different payload. Look for a high-resolution camera of at least 12mp that also shoots full 4K video. Upper end cameras at 20mp are readily available. This class of drone will use GPS for location and stability and will have built-in automated flight profiles and the ability to program specific flight profiles. Obstacle avoidance in single or multiple directions is an important feature. These drones are highly capable and easy to fly. The learning curve to profiContinued on Page 47
30TH ANNIVERSARY OF THE BELL FORT WORTH ALLIANCE AIR SHOW By Nick Viggiano
American Aircraft Sales Co. WE HAVE MOVED! 70 YEARS IN BUSINESS–NEW LOCATION
he year 2020 was the 30th Anniversary of the Bell Fort Worth Alliance Air Show. As unforgettable as the year 2020 has turned out to be, the 2020 Bell Fort Worth Alliance Air Show was unforgettable as well, only in a good way! With a year that canceled most air shows and many other entertainment activities, the 30th Anniversary of the Bell Fort Worth Alliance Air Show was a welcome relief to the DFW area aviation fans. Because of the social distancing, this was the first North Texas Drive-In Air Show. Tickets could only be purchased in advance. Attendees arriving in their vehicles were directed to parking area and individual parking spaces. Each space was large enough to facilitate social distancing, and room for folding chairs and folding tables. As with performers, staff and media, masks were mandatory when outside of vehicles, with the exception being when drinking and eating. Most of the attendees that I got to talk to liked the drive-in arrangement. Some said that they watched the air show in past years from the parking area, and
1955 Beechcraft T-34B Mentor
The Navy C-130
stated they enjoyed the comfort of being in and around their vehicle. The 30th Anniversary of the Bell Fort Worth Alliance Air Show presented an all-star lineup with the U.S. Air Force Thunderbirds as the headliner! The lineup included the All Veteran Parachute Team, David Martin in his Breitling CAP 232. World renown Red Bull Air Racer and air show performer Michael Goulian and his Extra 330SC performed. Also, in the lineup were the heavy hitters: the U.S. Air Force’s A-10, C-17, F-35 and F-22 demonstration teams. The A-10 team came with the Thunderbolt II (Warthog) in the nostalgic D-Day Invasion Strips Livery. The C-17 Globmaster III put on an amazing show with the heavy lifter landing in less than Continued on Page 49
Commercial Drone Use Continued from Page 46 cient manual flight is short. When the need expands to specialty sensors – thermal, IR or LIDAR etc. – then a higher end drone is required. The next tier consists of 4, 6, and 8 rotor drones. These start around $5,000 for the drone with no payload. They generally carry more sophisticated avionics and allow the mounting of a wide range of payloads. The sensor packages can easily cost more than the drone. The larger size allows the larger payloads associated with higher end or specialty sensors. There is also a wide range of specialty drones, like fixed wing drones common in wide area mapping and popular in agricultural mapping. This group also includes purpose-built systems where companies supply an integrated drone, sensor, software package targeted at a specific application. Where to start when you are starting out? Remember to think system. Remember that the drone is not the key element, and understand that you will get paid for the results you provide, not which drone you fly. So, start at the back.
Understand what application or market you want to serve. When starting out, this may be unknown, but that is OK. Next, research backend software. The processing software field is exploding as drones become integrated into more applications. There is a wide range of options, but major packages like DroneDeploy and Pix4D are extremely broad and provide capabilities that suit many different markets and applications. Not all software packages support all drones. Major software providers tend to focus on the most common drones in the market. Once you select supporting software, your drone selection will be narrowed. Commercial drone use is an exciting new world full of opportunities. As commercial drone usage increases, drones are overcoming the perception that they are simply annoying and intrusive toys and are increasing seen as valuable business assets. On the near horizon are improvements in autonomous flight enabled by advances in obstacle detection and the use of AI for real time obstacle avoidance. AI will also play an increasing role in the automated interpretation of drone data.
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1977 Cessna 172 Skyhawk 180 HP
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YOUR AIRCRAFT Continued on page 49 HERE
3359 TTSN, 1275 SFRMAN, Original IFR panel. Paint and interior are mostly original. Not flown since 2006. Needs Annual Inspection. ..........................................$69,950
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In Flight USA Celebrating 37 Years
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Expert help to sell, buy or rent property. Serving the Bay Area. Alex Sousa, eXp Realty of California, San Ramon, CA, (650) 483-5537. 10/20
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Bell Fort Worth Alliance Air Show Continued from Page 46 1,000 feet and taxing backwards after landing. The hometown favorite was the F-35. Produced by Lockheed, the F-35 is built at the Lockheed Plant at the Naval Air Station Joint Reserve Base, just a hop without the skip 16 miles away. The F-22 Raptor put on its standard, but mind-blowing routine. The demonstration included the power loop, split, and tail slide, pedal turn as well as a highspeed pass and the dedication pass. The most incredible maneuver though is when the Raptor hovers in the air. It accomplishes this by standing on the thrust from its two Pratt & Whitney F119 PW-100 augmented turbofans. The exquisitely restored P-51D Mustang Happy Jacks Go Buggy was at the show. This P-51 has much of the original equipment that was standard during WWII. It has the original SCR-522 Radio Assembly. A working ANN-6 Gun Camera and the only Mustang with an operational ANAPS-13 Tail Warning Radar. During WWII, the ground crews created “paper drop tanks.” These were created to carry more fuel than the factory tanks. These are replicas fabricated out of carbon fiber, and although these tanks are nonfunctional, the restoration team recreated the plumbing that transfers the fuel from the tank to the wing tanks! No wonder Happy Jacks Go Buggy won the EAA 2008 Grand Champion Award at Oshkosh. It was unfortunate that people couldn’t see this beautiful restoration up close, but it put on a great flying display! And of course, the show had the crowd pleasing “Heritage Flight.” The Heritage Flight was created in 1997 to celebrate the 50th Anniversary of the United States Air Force. For those that have not seen a Heritage Flight, it consists of classic warbirds with current military aircraft. This year’s flight at Alliance comprised of a P-51 in the diamond formation lead with the F-22 on right wing. The F-35 flew the left wing position with the A-10 flying the “Slot” position. Closing out the show was of course the headlining Thunderbirds. Saturday started with beautiful Texas blue skies but by the time the Thunderbirds were to perform the skies became overcast and that necessitated the team perform the “Flat Show.” Aviation fans on Sunday awakened to a dreary overcast sky, but the clouds broke up just before the air show started. It remained mostly sunny, but there were enough clouds and the base of the clouds were low enough to dictate that the Thunderbirds perform their “Low Show.” The team in their red, white (mostly
Discount Code: IN2020
The USAF Thunderbirds performed their “Low Show.”
Happy Jack’s Go Buggy (Nick Viggiano)
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The Heritage Flight
white) and blue F-16s with the Thunderbird painted on the underside was missing Thunderbird #3! Number 3 (Right Wing) pilot Capt. Michael Brewer was at home with his wife and family to welcome a new Co-Pilot, a baby boy! Public Affairs Officer Capt. Remoshay Nelson came by the media area to inform the media of the day’s plans, answer questions and to hand out Thunderbird stickers. We in media row were thankful for her information and patience in answering questions. Missing Number 3 did not detract from their usual thrilling performance and they performed all their maneuvers to perfection! The “Sneak Pass” seemed especially fast and loud, surprising not only the crowd but some of the seasoned media in attendance, as well! Strange, unusual, Covid year 2020 or any normal year, the 2020 Bell Fort Worth Alliance Air Show celebrated their 30th anniversary in spectacular fashion. Hopefully next year we will be back to normal and the aviation aficionados
Opening the 2020 show. (Nick Viggiano)
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Michael Goulian going flying, his routine on the ground. (Nick Viggiano) can get up close and personable with these magnificent aircraft and crews.
In Flight USA Celebrating 37 Years
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NORTHERN CALIFORNIAâ€™S TAILWHEEL AIRCRAFT SPECIALIST
The monthly general aviation news magazine for November 2020. This month, we learn about flight schools and their plans moving into 2021. En...
Published on Nov 3, 2020
The monthly general aviation news magazine for November 2020. This month, we learn about flight schools and their plans moving into 2021. En...