Calendar of Events
August 2021
www.inflightusa.com
3
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com. Note: Calendar includes only information available by our press date, Friday, Aug. 6. Some event dates have changed. Confirm the status before attending.
AUGUST
6—8
7—8
13 — 15
14 14 — 15
15
18 20 — 22
21
21 — 22
22 27 — 28 27 — 29 28 — 29
Q Seattle, WA: Boeing Seafair Air Show (virtual events/SEE WEBSITE FOR INFO), 9 a.m. to 5 p.m., Lake Washington, (206) 728-0123, seafair.org. Q Abbotsford, BC: Abbotsford Int’l. Airshow, gates Fri. 3 p.m./ Sat. & Sun. 9 a.m., (604) 852-8511, abbotsfordairshow.com. Q Ypsilanti, MI: Thunder over Michigan (drive-in airshow), 9 a.m., Willow Run Airport, (734) 483-4030, yankeeairmuseum.org. Q Rockland, ME: Wings & Wheels Spectacular, 10 a.m. to 3 p.m., Owls Head Museum, owlshead.org. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 3 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com. Q Troy, OH: Int’l. Harvester Scout Show & Swap Meet, 9 a.m. to 4 p.m., WACO Air Museum, (937) 335-9226, wacoairmuseum.org. Q Owensboro, KY, Owensboro Air Show, gates Fri. 4 p.m. at Owensboro Regional Airport/Sat. & Sun. 4 p.m. Downtown Riverfront, owensboroairshow.com. Q West Milford, NJ: Greenwood Lake Night Air Show, 7 to 9:30 p.m., Greenwood Lake Airport, (973) 728-7721, greenwoodlakeairshow.com. Q Vanderhoof, BC: Vanderhoof Int’l. Airshow. CANCELED Q Akron, OH: Props & Pistons Festival. CANCELED Q Nampa, ID: Warhawk Warbird Roundup. NEW DATE: 8/28-29/21 Q Watsonville, CA: “Second Weekends @ Watsonville,” 8 a.m. to 6 p.m., Watsonville Municipal Airport, (831) 768-3575, watsonvilleairport.com. Q Hollister, CA: Antique Aircraft Display & Open House, 10 a.m. to 2 p.m., Hollister Municipal Airport, (408) 804-3591, markstar@garlic.com. Q Westfield, MA: Westfield Int’l. Air Show. CANCELED Q Decatur, IL: 75th Anniversary Airshow, gates 10 a.m., Decatur Airport, decatur-parks.org. Q West Chester, PA: World Helicopter Day, noon to 5 p.m., American Helicopter Museum, (610) 436-9600, americanhelicopter.musuem. Q Waterford, MI: OCIA Air Show & Open House, Oakland County Int’l. Airport, (248) 666-3900, oakgov.com. Q San Diego, CA: Historic Aircraft Display, noon to 2 p.m., MontgomeryGibbs Field, (619) 301-2530. Q Atlantic City, NJ: Atlantic City Airshow “Thunder over the Boardwalk,” approx. start time 11 a.m., Atlantic City Beachfront, airshow.acchamber.com. Q Chicago, IL: Chicago Air & Water Show, Lake Michigan Lakefront, (312) 744-5000, chicago.gov. Q Tarkio, MO: Greatest Little Air Show, Gould Peterson Municipal Airport, wingnutsflyingcircus.com. Q Petaluma, CA: Petaluma Display Days, 9 a.m. to 4 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Arlington, WA: Arlington Fly-In, drive-in twilight airshow at sunset, west side of Arlington Airport, arlingtonskyfest.com. Q Hagerstown, MD: Open Airplane Day, 9 a.m. to 4 p.m., Hagerstown Regional Airport, (240) 313-2777, wingsandwheelsexpo.com. Q Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, flabob.org. Q Edmonton, Alberta: Alberta Int’l. Airshow, Villeneuve Airport, albertainternationalairshow.com. Q Camarillo, CA: Wings over Camarillo Air Show, gates 9 a.m., Camerillo Airport, (805) 419-3530, wingsovercamarillo.com. Q Long Pond, PA: The Great Pocono Raceway Airshow, gates 11 a.m., Pocono Raceway, poconoraceway.com. Q San Diego, CA: Historic Aircraft Display, noon to 2 p.m., MontgomeryGibbs Field, (619) 301-2530. Q Madras, OR: Airshow of the Cascades, gates Fri. 2 p.m./Sat. 9 a.m., Madras Municipal Airport, (541) 475-0155, cascadesairshow.com. Q London, Ont. : Airshow London - SkyDrive (drive-in), Fri. 6 p.m./ Sat. & Sun. 1 p.m., London Int’l. Airport, (519) 204-4537, airshowlondon.com. Q Nampa, ID: Warhawk Air Museum Warbird Roundup, 9 a.m. to 4 p.m., Nampa Municipal Airport, (208) 465-6446, warhawkairmuseum.org. Q Boise, ID: Gowen Thunder Idaho. CANCELED Q Montgomery, NY: New York Air Show, gates 9 a.m., Orange County Airport, (321) 395-3110, airshowny.com. Q Nova Scotia, Canada: Atlantic Canada Int’l. Air Show. CANCELED
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Q Brantford, Ont.: Community Charity Airshow. CANCELED Q Los Angeles, CA: LA Fleet Week, 10 a.m. to 6 p.m. daily, LA Waterfront, (310) 971-4461, lafleetweek.com. Q Marion, IN: Fly-In/Cruise-In, 7 a.m. to 2 p.m., Marion Municipal Airport, (765) 662-0988, flyincruisein.com. Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 3 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com.
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In Flight USA Celebrating 37 Years
HISTORICAL FLYING FLOATING MAGIC
COVER STORY
A
August 2021
An Interview with FLYING BOAT Filmmaker/Photographer/Pilot, Dirk Braun
By Annamarie Buonocore
viation has several noteworthy parts to its history that are truly magical and make younger generations wish they could experience them first hand. One such piece of historical magic is the Flying Boat (the last one used by Pan Am Airways is the Grumman Albatross which is the subject of this film) or Pan Am Clipper, which pioneered long distance air travel. This magnificent aircraft was a technological wonder that changed the world. Passengers would enjoy flying on these aircrafts all across the world and would revel in first-class service on board. Even some of the most passionate aviation enthusiasts know little about the Flying Boat, as its legacy was short lived. The aircraft was used before runways were abundant and served in all kinds of missions. Once an increase in airports and runways were built during WWII, the need for the flying boat diminished and the short-lived era was over. A beautiful art deco building at New York’s LaGuardia Airport is the Marine Air
Filming of the Flying Boat took the filmmakers to unique places to trace the history of this amazing ship. (Courtesy Flying Boat)
Terminal, a remnant from that era that is still in active use as a terminal today. For those who have always longed for a more complete story on how air travel worked before runways, there is a new breakout documentary film by Aspen-Los Angeles-based Filmmaker/ photographer/Pilot Dirk Braun. The 77-minute film is set in his dream and chronicles the experience of flying the legendary Grumman Albatross, a near perfect blend of form and function, told through ten passionate mechanics and pilots who have restored, fly, and maintain the last remaining examples of this legendary aircraft.
The movie provides a detailed history of the aircraft and offers perspectives of the handful of those who still fly and maintain them. The World Premiere of the film was presented to thousands at the Fly-in Theatre, headlining The 68th EAA AirVenture in Oshkosh, Wisconsin on the opening night of the world’s largest aviation celebration. It was shown later in the week to the public at Marcus Theatre in Oshkosh, Wisconsin. Among those who attended the public premiere included retired United States Air Force officer, fighter pilot, test pilot, and record-breaking aviator Dick
Rutan and American aviator, businessman and author Robert DeLaurentis. In celebration of the movie’s debut, Braun is donating sales from 100 limited edition fine art FLYING BOAT film posters (both signed and framed) to Pan Am Museum Foundation, Wittman Regional Airport in Oshkosh, Wisc. and Aspen Flight Academy. In Flight USA is fortunate to have had the opportunity to talk to Filmmaker/Pilot Photographer Dirk Braun and learn more about his inspirations and background. After all, it is not everyday when a young filmmaker takes on such a rare subject in aviation. This is the story of how FLYING BOAT came to be. In Flight USA: Is this your first film? Have you always been interested in making films? Dirk Braum: This is my first film. It took me about five or six years to make. It is actually a dream that I have had for a long time. My friend introduced me to the Albatross about 17 years ago. I deemed it the greatest adventure machine and fantasized about what I would do with one. I Continued on Page 20
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TABLE Volume 37, Number 12
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
August 2021
ON THE COVER COVER STORY
OF SPECIAL INTEREST
HISTORICAL FLYING FLOATING MAGIC
FLYING THE LARGEST USAF AIRPLANE
An Interview with “Flying Boat” Director Dirk BRAUN
By Sagar Pathak Story begins on Page 21 Photo essay on Page 49
By Annamarie Buonocore Story on Page 4 Courtesy Flying Boat
NEWS FAA Administrator Discusses Flight Training Rule, Confusion ............8 First-Ever High Octane Unleaded Avgas Approved by FAA..................9 FAA Addresses NBAA, Others’ Flight Training Policy Concerns........12 National Championship Air Races “Rookie School” A Success........24 AirVenture 2021 Facts & Figures Add Up to Outstanding Year ..........25
COLUMNS Editorial: The Little Blond Girl By Ed Downs ..................................................................6
Editorial: Cherish Your Freedom to Fly
Flying With Faber: An Exciting New Resort In Israel’s Negev Desert By Stuart J. Faber ........................................................29
By Mark Baker, AOPA ......................................................8
Anyone Giving, Receiving Flight Instruction in Experimental Category At Risk
Homebuilder’s Workshop: 3600 NM, 10 Days in the RV-9A By Ed Wischmeyer ..................................................................34
By Justine A. Harrison, AOPA ..........................................11
Remembering Airshow Pilot Dale Snodgrass ......................................42 BasicMed Report: Five Years of Safety, Efficiency, Growth ................44 D-Day Squad, Sound Off Present Documentary Film About “Operation Overload” ........................................................................46 Aircraft Spruce Releases New 2021/2022 Catalog ................................47
Dayton Air Show Came Back Strong By Mike Heilman ..........................................................14
GridRaster Provides Cloud-Based Technology To Enhance Aviation Safety By Annamarie Buonocore ..............................................33
DEPARTMENTS Calendar of Events ..........................................................3 Classifieds ......................................................................48 Index of Advertisers ......................................................50
6
In Flight USA Celebrating 37 Years
August 2021
THE LITTLE BLOND GIRL
Editorial By Ed Downs
2017 TBM930 930 2017 Socata Socata TBM
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1
991 was the beginning of a new life for this writer. Having just joined SkyStar Aircraft (Kitfox) as an officer in the company, and my wife “Sue” having joined the sales department, our lives were changing. I was finally free of the airline/aerospace world and deeply involved in “homebuilts,” a passion held since the mid 1950’s. The EAA had initiated the Young Eagles program, with volunteer pilots using their Experimental aircraft to give rides to kids. Long recognized that the “airport kid” had vanished into the past, the EAA hoped to interest youth in flying, either as a hobby or career. Skystar was located at Nampa Airport at that time, about 20 miles west of Boise, Idaho. Ten miles further west is the larger town of Caldwell, home of the large Caldwell Airport. It was early summer, and Caldwell was having a rather fancy “airport day,” with displays, food and fun. Local EAA chapters decided this would be a great opportunity to conduct a big Young Eagles program, putting Idaho on the map with respect to getting kids into the air. SkyStar volunteered our two demonstrators, a new Model 4 and the current rage of the Experimental world, the Kitfox Speedster. With its clipped wings, round cowl, new tail section and a brilliant “day-glow” paint scheme, it brought to mind the cool racing planes of the 1930s. But this Speedster was not a production model, instead it was the marketing prototype, and could be a bit “quirky” at times. I decided to be the pilot that would fly this plane for the two-day Young Eagles event. Sue had carefully organized the ride process, including EAA and parental paperwork. Each youngster would be escorted to the plane by a SkyStar volunteer, with a parent walking with the child. An abbreviated walk-around followed. The planes “Crew Chief” assisted the child to get on board, adjusted cushions to assure good visibility and access to the stick. I wanted each flight to be a mini flying lesson. The kids were given a ballcap, and the use of headsets with a hot mic. All was well planned to provide a superior experience. Rides began on Saturday morning, with good planning paying off. Each flight was essentially a long right-hand pattern, climbing to about 2,000 feet AGL. This allowed the kids to get a good view of the surrounding sugar beet and potato fields, the towns of Caldwell and Nampa, with Boise visible in the distance, back up against high mountains and ski resorts. To the north were moun-
tains leading to popular Lake McCall, to the south were the Owyhee Mountains and the Snake River. Incredible country to fly over! Each kid was invited to try the stick, most accepted. The flying went well, but with an undertone of disappointment on my part. Most of the kids just looked upon the opportunity as a free carnival ride. By Sunday afternoon, I was tired and looking for the event to end. I had lost count after the 60th kid. Then I saw Sue walking out with The Little Blond Girl. Holding her mothers’ hand, she appeared pensive and shy. Maybe 10 years old, but small for her age, she had huge blue eyes that seemed to take everything in but said nothing. With more cushions than usual, The Little Blond Girl was propped up and belted in, still saying nothing. The oversized ball cap and David Clarks virtually hid her face, a shot that would have been popular on today’s YouTube. I began my practiced line of pattern as we taxied out, but The Little Blond Girl was transfixed, looking out of the left side window (I fly from the rights seat). I was concerned that she was frightened. Immediately after takeoff, I began describing what we were seeing, the cities, mountains, fields and so on. Again, I could see only the back of her head as The Little Blond Girl continued to stare out the left window. She did not speak. I decided to cut this flight a bit short and transitioned from the wide right hand down-wind to a long base leg. I had stopped talking and began to concentrate on the approach and landing, with my left hand on the throttle, making minor power adjustments. That is when it happened. I suddenly felt The Little Blond Girls right hand grasp my throttle hand, holding on tightly. I turn my head away from the approaching runway to see that The Little Blond Girl was looking directly at me, her great big blue eyes wide open and tears rolling down her face. She then whispered, “It is all so beautiful.” I suddenly realized that her demeanor was that of a little girl being overwhelmed by the magic of our planet. Her hand continued to rest on mine, as if trying to share her emotion… and she did… as I held back my own tears of discovery. The Little Blond Girl continued to hold my hand, like the touch of the angels, as we landed and taxied back to the ramp. She wiped her face to hide the tears from her mother, who greeted her on the ramp, intending to hustle her away quickly. But The Little Blond girl paused for just a moment, looked directly at me, and genContinued on Page 9
August 2021
www.inflightusa.com
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Calendar of Events Continued from Page 3 4—5
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8 10 — 12 11
11 — 12
12 15 — 19 17 — 19 18
18 — 19
19 24 — 26 25
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Q Buzzards Bay, MA: JB Cape Cod Airshow & Open House. CANCELED Q Bethel, PA: Golden Age Air Museum Flying Circus Airshow, gates 10 a.m., Grimes Airfield, (717) 933-9566, goldenageair.org. Q Millville, NJ: Millville Wings & Wheels Airshow, 9 a.m. to 5 p.m., Millville Municipal Airport, (856) 327-2347, millvilleairshow.com. Q Brunswick, ME: Great State of Maine Air Show, gates 8 a.m., Brunswick Executive Airport, greatstateofmaineairshow.us. Q Houston, TX: CAF Houston Wing Warbird Weekend, 10 a.m. to 4 p.m., West Houston Airport, (281) 579-2131, houstonwing.org. Q Cleveland, OH: Cleveland National Air Show, gates 9 a.m., Burke Lakefront Airport, (216) 781-0747, clevelandairshow.com. Q Toronto, Ont.: Canadian Int’l. Air Show, Canadian National Exhibition, (416) 263-3650, cias.org. Q Kingston, Ont.: Garrison Kingston Family Fun Fest. CANCELED Q Gatineau, Quebec: Aero Gatineau-Ottawa 2021 Airshow, gates Fri. noon/Sat. & Sun. 9:30 a.m., Gatineau-Ottawa Executive Airport, aerogatneauottawa.com. Q Cheyenne, WY: Wings over Warren Air Show. CANCELED Q Osceola, WI: Osceola Wheels & Wings, gates 7:30 a.m., L.O. Simenstad Municipal Airport, (715) 450-0399, wheelsandwings.org. Q Waukegann, IL: Northern Illinois Airshow, gates 9:30 a.m., Waukegan Regional Airport, (847) 244-0055, northernillinoisairshow.com. Q Truckee, CA: Truckee Tahoe Airshow & Family Festival, 9 a.m. to 4 p.m., Truckee Tahoe Airport, (530) 386-3100, truckeetahoeairshow.com. Q Hagerstown, MD: Wings & Wheels Expo, 9 a.m. to 4 p.m., Hagerstown Regional Airport, (240) 313-2777, wingsandwheelsexpo.com. Q Portsmouth, NH: Thunder over New Hampshire Air Show, Pease ANGB, thunderovernewhampshire.com. Q Midland, TX: CAF High Sky Wing AIRSHO, gates 8:30 a.m., Midland Int’l. Airport, (432) 254-6182, airsho.org. Q Hughesville, PA: Lycoming County Balloonfest/Air Show, gates Sat. 7:30 a.m./ Sun. 10 a.m., Lycoming Fairgrounds, (570) 279-6192, balloonfestairshow.com. Q Atlanta, GA: CAF WWII Heritage Days. NEW DATE: 10/9/21 Q Lockport, IL: Military History Weekend, park opens 9:30 a.m., Dellwood Park, (815) 838-1183, lockportpark.org. Q Watsonville, CA: “Second Weekends @ Watsonville,” 8 a.m. to 6 p.m., Watsonville Municipal Airport, (831) 768-3575, watsonvilleairport.com. Q Hollister, CA: Antique Aircraft Display & Open House, 10 a.m. to 2 p.m., Hollister Municipal Airport, (408) 804-3591, markstar@garlic.com. Q Oakland, CA: Open Cockpit Day, noon to 4 p.m., Oakland Aviation Museum, (510) 638-7100, oaklandaviationmuseum.org. Q Reno, NV: National Championship Air Races, Reno Stead Airport, airrace.org. Q Troy, OH: Open Cockpit Bi-Plane Rides, WACO Air Museum, (937) 335-9226, wacoairmuseum.org. Q Oconto, WI: Oconto Elks Fly-In, 9 a.m. to 4 p.m., J. Douglas Bake Municipal Airport, info (920) 373-6948, ocontocounty.org. Q Dulles, VA: Dulles Day Plane Pull, Washington Dulles Int’l. Airport, specialolympicsva.org. Q Petaluma, CA: Petaluma Display Days, 9 a.m. to 4 p.m., Petaluma Municipal Airport, (707) 778-4404. Q Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, flabob.org. Q Virginia Beach, VA: NAS Oceana Air Show, gates TBA, NAS Oceana, oceanaairshow.com. Q Montrose, CO: Tribute to Aviation — Static Display Event, Montrose Regional Airport, (970) 249-3203, tributetoaviation.com. Q Mirabel, Quebec: Volaria Festival Aéronautique, Montréal-Mirabel Int’l. Airport, volaria.ca. Q Santa Rosa, CA: Wings over Wine Country Air Show. CANCELED WARNING: Fake tickets are being offered for this event. Please call (707) 5757900 to report any attempt to sell you these fake tickets. Q Great Bend, KS: Great Bend Airport Airfest, Sat. 9 a.m. to 9:30 p.m./ Sun. 10 a.m. to 3 p.m., Great Bend Municipal Airport, greatbendairfest.com. Q San Diego, CA: Historic Aircraft Display, noon to 2 p.m., MontgomeryGibbs Field, (619) 301-2530. Q San Diego, CA: MCAS Miramar Air Show. CANCELED Q Sacramento, CA: California Capital Airshow, Mather Airport, californiacapitalairshow.com. Q Madison, IN: Airport Aviation Day/Fly-In, gates 10 a.m., Madison Municipal Airport, (812) 273-1914, madisonmunicipalairport.com. Q Wendover, UT: Wendover Air Show, Wendover Airfield, (435) 6657724, wendoverairbase.com. CHECK STATUS BEFORE ATTENDING Q Leesburg, VA: Leesburg Air Show, shuttle to/from parking 10:45 a.m. to 4:30 p.m., Leesburg Executive Airport, leesburgairshow.com. Q Easton, MO: Easton Airport Day, Opening Ceremony 10 a.m., EastonNewnam Field, eastonairportday.com. Q Santa Rosa, CA: PCAM Wheels & Wings Car Show, 8 a.m. to 2 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900. Q Robinson, IL: Wings by the Wabash Airshow, Crawford County Airport. Q Havelock, NC: MCAS Cherry Point Air Show, gates 9 a.m., cherrypointairshow.com. Q Simsbury, CT: Simsbury Fly-In/Car Show/Food Trucks, 8 a.m. to 5 p.m., Simsbury Airport, (860) 693-4550, simsburyflyin.com.
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CHERISH YOUR FREEDOM
8
S
By Mark Baker
In Flight USA Celebrating 37 Years
TO
FLY
August 2021
A Defining Moment that Forever Changed Everything
eptember 11, 2001, is a day that I will never forget. Watching the morning news over a bowl of cereal, I was planning my flight to Chicago for an afternoon meeting. Suddenly, everything changed. The memories of the events from that day still haunt many who watched the horrible aerial siege in real-time. A memory now, but one painted so vividly, it’s hard to believe 20 years have gone by. The terrorist attacks of 9/11 were a defining moment in history that forever changed our society and culture. Patriotism grew like we’ve never seen in modern times, and with it, a call for heightened security. In the aftermath of the attacks, our nation’s first and foremost duty was to protect its citizens–ensuring that our country and people were safe. And with that, ensuring our skies were safe. Within hours the world’s busiest, most complex airspace system went
quiet. Watching the live flight map that morning was incredibly unsettling. In the days and weeks following 9/11, the future of aviation–especially the future of general aviation–remained uncertain. Even after commercial traffic was cleared to resume, GA remained grounded. Top government officials considered undue restrictions and limitations on GA, leaving a large population of safe and conscientious pilots left to defend themselves from government overreach. General aviation never had an argument against safety and security; it was one against unnecessary bureaucracy. There needed to be a proper balance. In what can only be described as controlled chaos, AOPA worked around the clock alongside the Department of Defense, the FAA, and other security stakeholders to get GA off the ground. Slowly and incrementally, we reclaimed our freedom to fly. Reflecting on those dark days 20 years later, I am amazed at what we were able to accomplish. It’s made me more cognizant and appreciative of the free-
doms we still have. Our industry has worked hard over the past two decades with a vested interest in keeping the skies safe–not only from threats, but by being the safest pilots we can be. Safety wears many hats. Some of our most important security initiatives grew from a post-9/11 world. In 2003, our AOPA Airport Watch program was established by AOPA in coordination with the Transportation Security Administration, which uses more than 600,000 pilots as the eyes and ears for reporting suspicious activity at airports. The program has been a significant model for educating security agencies and government officials on the value of partnering with GA. Unfortunately, increased security came with consequences for GA. Fences, badges, and new restrictions at some airports weren’t exactly the welcoming environment pilots want for newcomers or our neighboring communities. But fighting to ensure a vibrant future for GA has been part of AOPA’s mission since its founding in 1939. That didn’t fall to the
FAA Administrator Stephen Dickson discussed numerous topics, including flight training, during the Meet the Administrator forum on Thursday, July 26 at Theater in the Woods during EAA AirVenture Oshkosh 2021. With the recent developments and controversy surrounding the issue of flight training in experimental, primary, and limited category aircraft, Dickson addressed the topic early on during his opening remarks. “It’s been a source of frustration for many of you, and it’s been a source of frustration for me as well,” Dickson said. “This letter of deviation authority situation has been on my mind, and I’m not any happier about this situation than any of you are. The good news though, like many challenges in aviation, is we have found a way to work together to get through it very quickly and efficiently. … It’s not the first thing I wanted to have to talk about at my first AirVenture [as FAA administrator].” Dickson went on to say that he expects the current situation, which requires owners of experimental aircraft to acquire a LODA to train in their air-
craft, to be resolved through rulemaking. “The bottom line is that we’ve got a rule on this topic that does not say what we want it to say. We had guidance out there for the agency and our inspectors that was incorrect,” Dickson said. “This is a very narrow issue, and I just want to assure everyone that this is not going to pollute other issues you may be concerned about. … We do need to rewrite the rule so it says what we want it to say. The problem is this rulemaking process takes a lot of time. We needed a solution in the near-term. That was to set up an expedited way for owners or instructors to receive a letter of deviation authority so they could operate in compliance with the regulation. … I told my people that if we had to do this, we needed to make it as painless as possible. The LODA allows owners to obtain the flight training that we all know is in the interest of safety.” That in mind, he pointed out that this isn’t something the FAA is looking to bust people on. “Our inspectors are not going to be out there conducting active surveillance on this,” he said. “We’re not going to be
out there looking for issues. … We’ve already initiated the rulemaking and we’re off on our way so we make sure we get the situation figured out.”
AOPA President and CEO
wayside. To confront these challenges, we had to try harder to break down barriers to entry and make aviation more accessible and affordable. From introducing young students to our high school aviation STEM curriculum and awarding a range of scholarships, to helping pilots start flying clubs and bringing pilots back through our Rusty Pilot program, we’ve made progress in fueling a passion for GA. We know that we are stronger in numbers. For the first time in decades, the number of pilots is increasing. On this anniversary we will relive and remember the tales of heroism, tragedy, and resilience that tested us as Americans. As a nation, we will always have our guard up, and while parts of the world may not be much safer 20 years later, we should be proud that we have worked very hard to keep our skies safer than ever. We are lucky to live in a country where this freedom is protected and preserved. Let’s always make sure we cherish this freedom to fly.
FAA ADMINISTRATOR STEPHEN DICKSON DISCUSSES FLIGHT TRAINING AT AIRVENTURE AOPA Turns To Congress to Solve FAA - Created Flight Training Crisis
Sen. Jim Inhofe (R-Okla.) and Rep. Sam Graves (R-Mo.) have introduced the Certainty for General Aviation Pilots Act of 2021 in both houses to clarify “that individuals engaged in aircraft flight instruction or testing, including phased testing of experimental aircraft, are not operating an aircraft carrying persons or property for compensation or hire.” The bills were introduced July 22 to reverse the damaging impact of an FAA directive that as of July 12 requires pilots who receive training in experimental aircraft to obtain a Letter of Deviation Authority (LODA) from the FAA. The instructor who receives compensation also must obtain a LODA. Pilots and instructors engaged in compensated instruction in limited category aircraft or the handful of primary category aircraft in the registry
FAA Administrator Steve Dickson discussed changes in flight training rules at AirVenture. (Photo courtesy EAA AirVenture) must obtain a regulatory exemption (not the same as the LODA process but providing the necessary permission) before conducting training. Those training in aircraft with a standard airworthiness certificate are not impacted. The need for a remedy arose after a federal court upheld an FAA cease-anddesist order against a Florida company, Warbird Adventures, that the FAA said was providing paid instructional flights in a Curtiss P-40 Warhawk, an airplane with Continued on Page 10
FIRST EVER HIGH OCTANE UNLEADED AVGAS APPROVED BY FAA
August 2021
General Aviation Modifications, Inc., (GAMI) – a leading general aviation engineering company – announced on July 27, at AirVenture, that the FAA has approved Supplemental Type Certificates (STCs) authorizing use of its G100ULTM highoctane unleaded avgas. GAMI elected to follow the wellestablished FAA Approved Model List (AML) STC process whereby the FAA issues the initial STCs with an AML of specific aircraft and engines, and then progressively expands the scope of that AML based on additional testing and data. These new STCs represent the initial major milestone for bringing G100UL avgas to airports and aircraft across North America. As the Approved Model List for these STCs expands over the next several quarters, the scope of the aircraft and engines on the AML will provide the functional equivalent of a fleet-wide certification for spark ignition piston powered aircraft and engines to operate on G100UL avgas. Tim Roehl, GAMI president, said, “The FAA approval of G100UL high octane unleaded avgas is a truly huge development for the future of general aviation! GAMI and all of its employees have dedicated themselves to this project for over a decade. Now is the time for all of the stakeholders in the general aviation community to stand up and celebrate. These AMLSTCs are the ‘beginning of the end’ for the continued use of lead in aviation gasoline.” The general aviation industry’s ultimate goal is an FAA fleet-wide authorization for practical unleaded avgas that can replace 100LL with no negative impact on safety and the general aviation community. All three associations collectively acknowledge GAMI’s G100UL fuel STC approval and support further evaluation and testing to determine the fuel’s full potential and what it has to offer the general aviation community. “This STC is a positive step as we seek a fleet-wide solution for an FAA approved unleaded fuel,” said AOPA
Editorial
Continued from Page 6 tly caressed the wing strut, with her huge blue eyes thanking us, me, and the plane. She then disappeared into the remaining Sunday crowd. I never saw her again. But The Little Blond Girl taught this pilot a lesson that I benefit from every time I fly. No matter what the purpose of the flight, I allow myself to look outside, take in the view and quietly say to
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President and CEO Mark Baker. “We look forward to learning more about how the STC will be used, and next steps in expanding the number of engines that can safely take advantage of it.” “We commend GAMI for its hard work and commitment to producing a high-octane unleaded avgas and support its continued testing on a broader range of engines and airframes,” said GAMA President and CEO Pete Bunce. “While this STC is a start, demonstrating the safety and viability of a high-octane fuel as a replacement for 100LL requires significant testing on high-performance engines, as well as certain airplanes and helicopters at the most demanding boundary of the performance envelope encompassing the existing fleet of aircraft.” “We appreciate GAMI’s long-standing commitment to addressing the immense technical challenges of replacing leaded high-octane avgas with an unleaded solution intended to satisfy the safety and performance needs of the fleet,” said EAA President and CEO Jack Pelton. “This STC is a positive first step and we look forward to GAMI’s continued efforts to test additional engines and ideally work toward a path for fleet-wide authorization.” AOPA , EAA, and GAMA have partnered with the FAA and other industry associations in establishing the Piston Aircraft Fuels Initiative (PAFI), to reach the goal of a safe and viable unleaded avgas that could replace 100LL and maintain the utility of the existing fleet of GA aircraft.
Next Steps
The scope of engine and airframe testing now approved by the FAA was comprehensive. In further collaboration with the FAA, GAMI will complete two additional tests that will provide the data required to vastly expand the scope of the Approved Model List. These two routine tests are already underway, and will Continued on Page 10 myself, “It is all so beautiful.” Epilog. Today that flight would need a permission slip from the government. Today, I would be charged with having made a flight “for compensation or hire,” in that “goodwill was generated.” How sick is a bureaucracy that must assign a legal standing to a child’s moment of discovery.
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In Flight USA Celebrating 37 Years
August 2021
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Continued from Page 9 repeat and validate earlier successful testing previously approved by the FAA. When these tests are completed, the pathway to a large expansion of the Approved Model List will be clear, and when the AML is fully expanded, G100UL avgas will provide a functional fleet-wide dropin replacement for 100LL. As GAMI keeps its focus on expanding the AML, it has collaborated with Avfuel Corporation – a leading global supplier of aviation fuel and services – to work through the logistics of distributing this first-ever high octane unleaded aviation gasoline. Avfuel is establishing a supply chain to responsibly bring G100UL avgas to market on a commercial scale. Together,
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GAMI and Avfuel have committed to a process that will ensure G100UL avgas is available to all legitimate distributors and vendors on an equitable basis in terms of access and economics. “We owe it to our industry, our communities and the companies that have worked diligently toward a suitable answer to help make a solution work,” said Craig Sincock, Avfuel’s president and CEO. “The work GAMI has accomplished is admirable and exciting, and we congratulate its team on this exciting first milestone. Avfuel is honored to provide its expertise to help further the unleaded avgas initiative.” Once the FAA expands the AML and Continued on Page 13
Flight Training at AirVenture
Continued from Page 8 a limited category airworthiness certificate. The decision stated – incorrectly, say aviation groups – that “when the student is paying for the instruction, the student is being carried ‘for compensation.’” The directive triggered uncertainty in the pilot community that has generally understood flight training to be entirely unrelated to flying an aircraft for compensation or hire. The FAA also said money is not the only form of compensation instructors can benefit from. “The bureaucratic response from the FAA’s legal office actually impedes safety, which is unacceptable. We will work with our industry partners and our membership to support legislation in Congress so we can bring clarity and coherence to this whole issue,” said AOPA President Mark Baker. On the introduction of the identical bills in the House and Senate, Graves, the House Transportation and Infrastructure Committee Republican Leader, issued a statement calling for the FAA to return to a “commonsense” policy. “The FAA’s recent change to its longstanding legal guidance on flight training put 40,000 general aviation pilots in regulatory non-compliance overnight,” he said. “Besides creating a significant amount of confusion, the FAA needlessly added more bureaucratic red tape for pilots that does nothing to improve aviation safety. In fact, the FAA’s actions are actually creating safety concerns because they undermine a basic principle of aviation safety that a pilot should be trained in the aircraft he or she will be flying. This bill restores the FAA’s previous commonsense interpretation of these flight training regulations and reestablishes a system which had been in place and working for decades.”
Inhofe, the bill’s lead sponsor in the Senate, said the legislation would eliminate unnecessary regulatory burdens. “America’s aviation community is vital to our nation,” he said. “That’s why I introduced the Certainty for General Aviation Pilots Act, legislation that will remove needless bureaucratic burdens that hinder pilots from flying aircraft tomorrow that they were able to fly yesterday. This bill would remove new and unnecessary regulations and get pilots safely back to the skies. I am proud to fight for their priorities in Congress and I look forward to working to getting this bill signed into law.” Baker and the leaders of 10 other aviation organizations noted their strong support for the legislation in letters to Graves and Inhofe. AOPA will continue strong advocacy for restoring flight training to its safe, sensible prior status and will work to ensure that a regulatory slippery slope has not been created for flight training. The bottom line for now, as AOPA is informing members who contact us with questions, is that since July 12 anyone providing or receiving flight instruction in their experimental, limited, or primary category aircraft is at legal risk if they do not have a LODA (experimental aircraft) or exemption (limited or primary category aircraft) in place before conducting or receiving the training. This story changes and evolves often. Visit the AOPA website for updates, www.aopa.org. EAA (eaa.org) will also carry updates on their website, along with full texts of the rules, and government actions, on the FAA website, faa.gov.
ANYONE GIVING OR RECEIVING INSTRUCTION IN A LIMITED, PRIMARY, OR EXPERIMENTAL CATEGORY AIRCRAFT IS AT RISK
August 2021
T
By Justine A. Harrison
www.inflightusa.com
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FAA Prosecutors Pursuing CFIS Providing Training For ‘Free’
AOPA
he FAA issued a new directive effective July 12 that “provides notification on flight training for compensation in certain aircraft,” specifying it applies to receiving and providing instruction in limited, primary, and experimental category aircraft. Meanwhile, in court proceedings, the FAA is prosecuting flight instructors who volunteered their time instructing in limited category aircraft and didn’t receive a penny for doing so, arguing the volunteers had received compensation. “The FAA can’t have it both ways while claiming it is clarifying the situation. This is contrary to the FAA’s mission and obligation to promote safe flight,” said AOPA President Mark Baker. Last week FAA prosecutors quoted FAA Advisory Circular 61-142, “defining ‘compensation’ as the receipt of anything of value that is contingent on the pilot operating the aircraft… [it] does not require a profit, profit motive, or actual
payment of funds. … accumulation of flight time and goodwill in the form of expected future economic benefits can be considered compensation. Furthermore, the pilot does not have to be the party receiving the compensation; compensation occurs even if a third party receives a benefit as a result of the flight.” The FAA alleged volunteer instructors received compensation by “accumulating flight time” and “generating goodwill.” In other words, the FAA believes giving away your time and talent equates to compensation. While pilots and flight instructors receiving and giving instruction in standard category aircraft are not affected by this recent move, it is a roadblock for those seeking instruction in these three specific categories of aircraft, potentially causing some to forego proper training and therefore impacting safety. Until July 12, the FAA never required students who provided experimental aircraft to have a LODA to receive flight training and flight reviews. Now the FAA “clarified” that own-
ers and operators of more than 39,000 experimental aircraft, as well as the CFIs who provide instruction in them, need LODAs in place to receive or give “compensated” instruction in those aircraft. But in reality, it doesn’t appear to matter if no money is exchanged for instruction
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in limited, experimental, or primary aircraft; the FAA can and is arguing that anything is “compensation” solely because the FAA labels it so, and that it can prosecute a flight instructor for someone else receiving “compensation,” even Continued on Page 12 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ............................................................................Anne Dobbins, 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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FAA ADDRESSES NBAA, OTHERS’ FLIGHT TRAINING POLICY CONCERNS
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The FAA has responded to industry concerns over a recent policy notice regarding flight training in certain aircraft that hold special airworthiness certificates saying the notice will not impact flight instruction in other types of aircraft. Earlier this summer, the FAA published a policy notice explaining flight training for compensation in aircraft that hold special airworthiness certificates, including limited, experimental and primary category aircraft. View the notice at nbaa.org or directly at https://nbaa.org/wp-content/ uploads/aircraft-operations/safety/FAA2021-0592-Notification-of-Policy-forFlight-Training-in-Certain-Aircraft.pdf. Currently, limited, experimental and primary categories of aircraft are prohibited from being used for compensation in Part 91. In the notice, the FAA noted, “a flight instructor providing flight training in one of these categories of aircraft for
August 2021
Flight training confusion and concern: Currently, limited, experimental and primary categories of aircraft are prohibited from being used for compensation in Part 91. (Courtesy NBAA)
compensation is acting contrary to the regulations absent a letter of deviation authority (LODA), if applicable, or exemption.” The policy explained instructors must obtain a LODA to instruct in experimental category aircraft and an exemption to instruct in limited or primary catContinued on Page 18
Giving or Receiving Instruction Continued from Page 11 if the instructor receives none. The overreach and refusal to draw limits is breathtaking. So, what does this mean for pilots who want to receive a flight review or transition training, or just brush up on techniques with an instructor in their limited, primary, or experimental category aircraft? And what does this mean to the instructors who want to teach them? To stay out of the FAA’s legal crosshairs until the courts decide whether the FAA’s legal arguments are winning ones, you’ll need to get the FAA’s permission first. For training in experimental aircraft, that means obtaining a Letter of Deviation Authority, as outlined in the July 12 directive. For limited and primary category aircraft, that means obtaining an exemption. Flight instruction is a noble profession, one that takes a significant investment in terms of time, money, and effort. Flight instructors deserve to earn a living without needless bureaucracy. Pilots, particularly those who fly unusual aircraft with unique flight characteristics, need access to training without meaningless “approval” processes that have no impact on safety, beyond degrading it by delaying training and adding barriers to access. Can there be flight training that doesn’t result in hours of experience for the instructor or student? Why did the FAA issue a policy that targets flight training “for compensation” if it also
The FAA argued in court that flight instructors who volunteered their time training pilots in limited category aircraft were given "compensation" whether money changed hands or not. The recent FAA directive requiring approval to provide compensated instruction also applies to experimental and primary category aircraft. (Chris Rose/AOPA) argues there is no situation that doesn’t fit its “kitchen sink” definition of compensation? It sure would be nice if it could “clarify” that. We will continue to probe the FAA for answers to these questions while also working through whatever means necessary to remove these impractical barriers to training. If you’re a member of AOPA’s Pilot Protection Services plan and have questions about the approvals needed to give or receive training in a particular aircraft, the AOPA Pilot Protection Services legal team is standing by to assist you. The AOPA Pilot Protection Services can be reached at 800-872-2672. To learn more, visit AOPA’s website at www.aopa.org.
August 2021
www.inflightusa.com
High Octane Unleaded Avgas
Continud from Page 10 production of G100UL avgas expands to support the needs of the market, GAMI anticipates the existing blue 100LL avgas will disappear from the market, providing a long-awaited solution to the environmental and engine operational pitfalls of leaded fuel. Based on plans for expanded production, GAMI anticipates G100UL avgas supply will meet North America’s demand for high-octane aviation gasoline within the next four years.
Overview of GAMI’s G100UL Avgas
GAMI, in conjunction with its sistercompany, Tornado Alley Turbo, Inc., (TAT) has extensive experience with the FAA STC process as more than 30,000 high performance aircraft and engines fly with its FAA-certified products. Leveraging this regulatory certification experience, GAMI has worked diligently for 11 years to develop a functional drop-in unleaded avgas solution that maintains or improves engine performance and, simultaneously, significantly reduces routine maintenance costs imposed by the use of leaded avgas. Achieving these goals also resolves the ever-present and existential threat to both the environment and the use of high performance piston powered general aviation aircraft if a commercially viable unleaded avgas replacement was not found. Ultimately – by providing a suitable alternative prior to any possible regulatory ban on leaded fuels – the widespread use of G100UL avgas preserves and protects an integral component of the national air transportation system: high performance spark ignition piston-engine aircraft. Developing a commercially viable unleaded high-octane aviation gasoline proved to be a complex challenge due to a myriad of technical and economic issues. At the beginning of the project, GAMI developed an essential set of design requirements. These requirements included the necessity for a single high octane unleaded avgas to be compatible with all of the existing aviation gasolines when the different existing fuels are co-mingled in the fuel tanks of the aircraft. Absent this key requirement, there would have been insurmountable quality control, logistics, infrastructure and supply chain issues. GAMI addressed these concerns with its G100UL avgas product, which is a complete solution that meets the essential requirements of any replacement for aviation gasoline. G100UL avgas can be mixed with 100LL in any proportion, and is compatible with the existing fuel infrastructure without modification, enabling
its immediate adoption into the marketplace and seamless transition from 100LL. In addition, G100UL avgas can be produced both by current fuel producers in the industry or within the specialty chemical processing industry, helping to maintain a competitive cost structure and widespread availability using the existing avgas distribution infrastructure. George Braly, head of engineering at GAMI, said, “In 2009, GAMI first filed an application with the FAA for supplemental type certificates allowing the use of a newly-developed fuel chemistry for an unleaded high-octane aviation gasoline. Now, after more than a decade of further development, and fundamental research into fuel chemistries and the technology to accurately measure detonation intensity levels in different fuel chemistries, we are excited that the FAA has issued the initial Approved Model List STCs for use of G100UL highoctane unleaded avgas.”
Industry Initiative Background
The initiative to develop G100UL avgas was prompted by growing environmental interest in removing the last vestiges of lead from 100LL avgas – the only commercially-available motor fuel to still contain lead. As the United States Environmental Protection Agency elevated the threat of a nationwide ban on 100LL avgas in the late 1990s, GAMI started a research and development effort to find a functional drop-in replacement for the leaded fuel. Finding a commercially viable unleaded avgas solution was not only important to the industry from an environmental standpoint, but also because spark ignition piston powered aircraft that require avgas are responsible for a number of high-value operations for the aviation industry, as well as local and state communities. These critical infrastructure activities include: pilot training that is essential to all aviation segments, including the air carrier transportation system; medical air transport; search and rescue; firefighting via helicopters and other small aircraft; agricultural applications such as crop spraying; small businesses requiring flexible connectivity; pipeline inspections that require small aircraft flying at low altitudes; access to remote communities, such as those throughout Alaska; law enforcement; and border patrol. Monitor www.gami.com during the coming weeks for expanded details about the testing and data supporting the approval of G100UL high-octane unleaded avgas.
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DAYTON AIR SHOW CAME BACK STRONG WITH FANTASTIC PERFORMER LINE-UP
In Flight USA Celebrating 37 Years
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The award winning AeroShell Aerobatic Team performs a diamond formation flyby in their World War II era AT-6 ‘Texans” at the Friday night Vandalia, Ohio air show parade. (Mike Heilman)
I
By Mike Heilman
t has been two years since the CenterPoint Energy Dayton Air Show took flight due to the cancellation of the 2020 show. The organizers had planned a “drive-in” show format for 2021, but in May with COVID numbers declining in Ohio they decided to go to the traditional full show. The traditional show included performance acts, static aircraft, concessions, and open seating for fans. Headlining the show were the United States Air Force Thunderbirds. The Thunderbirds were excited to get to perform in front of fans after last year’s show season was cut short. Major Michelle Curran, Thunderbird Five, Lead Solo explains how the 2020 season began: “It was strange, we were packed, already to go to our very first air show. Our advance pilot had already left to go there, so we had trained all winter to get ready for this. It was super exciting and then it’s just cancelled. Then, it went from being cancelled to you are all going home, and we don’t know when you are going to fly again, and you are going home and quarantining.” The Thunderbird’s kept practicing as Curran continues: “Much like everyone else, we were in shock trying to figure out what was going on, but we rallied, and we got to put the jets to use and our skills to use by doing the America Strong Flyovers. We went all over the country, as did the Blue Angels. We got to really support the front-line workers. It was really challenging flying, but it was super rewarding.” In 2020, the Thunderbirds experienced a special opportunity with a flyover of the Indianapolis 500 in August. Major Curran explains what that was like: “That was cool, because we do a lot of stuff with Daytona,
An A-10 ‘Warthog’ from the Indiana National Guard (ANG) 122nd Fighter Wing with a unique black and gray paint scheme arrivals for static display at the 46th annual Dayton Air Show. The paint scheme is celebrating the Indiana ANG centennial (1921-2021). (Mike Heilman)
National Aerobatic Champion Michael Wiskus performs a low pass in his Lucas Oil S-1-11B Pitts biplane at the 2021 Dayton, Ohio Air Show. (Mike Heilman)
U.S Air Force Thunderbirds performing their circle and arrival maneuvers at the 2021 Dayton Air Show. (Mike Heilman)
but Indy is harder for us to do because it is in the middle of our show season normally. When that worked out with our schedule, it was super cool. A lot of us have never spent time in Indy. The people were so welcomContinued on Page 17
August 2021
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In Flight USA Celebrating 37 Years
August 2021
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Dayton Air Show
Continued from Page 14 ing, and the city was so amazing. We got to peak around the curtains because there were no fans and we got to see all the things at the race. That was just awesome, I wish we could do that every year.” Major Curran was excited to perform for a second time in Dayton, which is rare for Thunderbird team members: “I didn’t expect to be here a third year. It was supposed to be a two-year assignment and here I am, my second trip to Dayton. We have an extra year on the team for a lot of us just to bring the experience over since we didn’t have a show season last year. It’s good to be back. I have a bunch of family coming in because I am from the Midwest. We are back to having a normal season at this point. Interaction with the fans is really motivating to us. It’s where we can really connect with people.” The Dayton Air Show was a homecoming for Major Kyle Oliver, Thunderbird Six, Opposing Solo. Major Oliver was born at Wright-Patterson Air Force Base and graduated from Beaver Creek High School in Dayton. Oliver explains why he decided to be a fighter pilot. “I grew up in the Air Force. My dad served honorably for 20 years, so I assumed that I would follow in his footsteps. I really didn’t know there was anything to do other than joining the Air Force. I watched Top Gun too often as a kid and I went to too many air shows and I said that was something really cool that I would like to do.” Major Oliver also explained what affect the Dayton Air Show had on him: “We came out to the show in 2005. That was the first time I took it seriously, when I saw the team fly that day. That was kind of the turning point, when I said that being a fighter pilot is not some phase I’m going to grow out of. That is something I want to go do and dedicate myself to. I started making the dream happening from there. “To be back here now, hopefully I will be part of some little kid’s story and that is an absolute honor. I could not be more thrilled to be back here in my hometown to get to show other kids that they can do everything that I did. I was an average high school student, I would say, nothing spectacular, but I had that ‘Ah Ha’ moment. I then dedicate myself to making something incredible happen. To have friends and family back out here in my hometown is really special for me,” said Oliver. Oliver was excited to show his hometown what a U.S. Air Force Fighter Pilot does. “My favorite part of the job is to get to share what I do with so many people. As a fighter pilot most of your job happens far
A U.S. Navy F/A-18F Super Hornet and a F4U-4 Corsair perform the United States Navy Legacy flight at the 2021 Dayton Air Show. (Mike Heilman)
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The U.S. Air Force newest refueling aircraft the KC-46 ‘Pegasus’ taxis at the Dayton International Airport. The KC-46 was on static display at the 2021 Dayton air show. (Mike Heilman) away from people. You are taking place in missions that are hundreds of miles away from where you take off and land. My family, for instances, I have been flying for ten years and until I joined the team, all they have ever seen me do is take off and land. They have only seen me do that a handful of times, so to be able to bring what I do and my mission to my friends, family and the American public is definitely my favorite part of the job.” The C-17 Globemaster III West Coast Demo Team from Lewis-McChord Air Force Base, Washington, performed both days of the air show. The C-17 is a heavy lift cargo plane that transports personnel and cargo all over the world. The Globemaster III demo team displayed many of the highly maneuverable capabilities of the C-17 at the 2021 show. The United States Navy premier fighter, the F/A-18F Super Hornet, flew a Continued on Page 18
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In Flight USA Celebrating 37 Years
Dayton Air Show
Continued from Page 17 power demonstration at the Dayton show. The Super Hornet, flown by Lt. Joseph Kirksey from VFA-122, is based at Lemoore Naval Air Station, in California. The Super Hornet was joined by Scott “Scooter’ York flying a World War II F4U4 Corsair to perform the Navy’s Legacy Flight. The Legacy flight demonstrated the past and present of naval aviation. United States Army Elite Parachute
Team, known as the Golden Knights, also performed at the show. The Golden Knights “Black Team” performed their full show both days of the event despite light rain and clouds. The Fort Braggbased team performed four separate maneuvers to demonstrate the maneuverability of the team members while falling at 120 mph. Headlining the civilian portion of the air show was the award-winning
August 2021
AeroShell Demonstration team. The four-ship aerobatic team performs their demonstration in the World War II era AT-6 Texan. The AT-6 was used as a basic trainer beginning in 1938. The team has won many air show awards, including the Bill Barber Award for Showmanship. National Aerobatic Champion Michael Wiskus made his Dayton Air Show debut in his Lucas Oil S-1-11B Pitts biplane. Wiskus flew a high-energy
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routine in his highly-modified Pitts. The veteran air show pilot has accumulated more than 25,000 flight hours in 40 different aircraft. Jacquie B performed a highly maneuverable routine in her Extra 300 at the show. Jacquie B began her air show career at the age of 50. There were several military and civilian aircraft on static display at the CenterPoint Energy Air Show. Highlighting the static aircraft was the U.S. Air Force KC-46A “Pegasus.” The KC-46A is the next generation of refueling aircraft that uses a fly-by-wire refueling boom. The “Pegasus” on static display was from the 97th Air Mobility Wing, based at Altus Air Force Base, Oklahoma. The two-day event drew an estimated crowd of more than 40,000 spectators. The show numbers were good despite rain and clouds both days. In a press release, Scott Buchanan, Chairman of the United States Air & Trade Show Board of Trustees, that produces the show commented, “We are pleased with the outcome of this year’s show overall. The lineup was fantastic, and we came back strong, but the weather hampered turnout especially on Sunday. We are thankful to our loyal fans, sponsors and volunteers who help make this show a success each year.” The 2022 show will feature the United States Navy Blue Angels and will be held July 30 and 31.
Flight Training
Continued from Page 12 egory aircraft. “The acting chief counsel’s letter essentially says the policy notice applies only to flight instruction in aircraft that hold these special airworthiness certificates and will not impact flight instruction in other types of aircraft,” said Doug Carr, NBAA’s senior vice president of safety, security, sustainability and international operations. “The letter also indicates the FAA doesn’t intend to conduct active surveillance of this area of the industry, but will investigate if the agency receives a call about a possible regulatory violation.” The agency said it plans to use compliance action to work with owners or flight instructors who violate the regulations or terms of a LODA. “However, should we learn the violation was intentional or reckless or the result of an unwillingness or inability to comply, we will pursue legal enforcement action,” the letter states. Meanwhile, NBAA has received reports of timely processing of related LODAs, which are good for 48 months. This should give the FAA time to establish a more permanent solution.
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In Flight USA Celebrating 37 Years
Cover Story: Historical Flying Floating Magic
Continued from Page 4 thought it would be such an exciting and spectacular thing to film, and kept running with the idea until finally finishing the movie. In high school I worked at an independent movie rental and have had a lifelong interest in cinema. IFUSA: What prompted your interest in the flying boat? DB: I don’t have any aviation history in my family, but I have always been interested in unique and capable machinery. There are certain cars that I really like. I also love airplanes and filmmaking and the relationship of both of them. Like I said, my friend introduced me to the Albatross, and that never left me. Then by chance, I found out that my father’s friend he met in kindergarten, Tom Casey, who is in the film, was in the process of restoring an Albatross, which had been sitting in neglect in Tucson, Arizona for decades. To see an aircraft of this type being restored and brought back to airworthiness is so inspiring. They are so big and mystical and I knew that there was a story that needed to be told. IFUSA: I understand that the aircraft was filmed in many iconic and spectacular locations. What are some of those? DB: As for iconic, I like to think of the notable skylines that everyone is familiar with, like New York and Miami. I uncovered some spectacular archival footage in those places and beyond. The flying boat ruled the skies back in the days prior to World War II. It went to so
many different places, and it was the first aircraft to take people long distances. Before there were runways, there were flying boats. Most of the major cities are on the water so the flying boat was designed to service these areas. I wanted to film in those places and also wanted to capture them in exotic, remote locations. The flying boat speaks to fantasy and the mission was to use them to the most of their capabilities and my imagination. IFUSA: How did you manage to have your film premiere at AirVenture 2021? DB: It took a little luck and a lot of dedication. I am blessed and honored to have been able to premiere it there. We had such a good turnout at the Fly-In Theatre at EAA’s AirVenture this year and I was awed by the number of people who attended and how well it was received. I couldn’t have asked for a better premiere. IFUSA:: I understand that the film features 10 pilots and mechanics. How did you capture the people in those rules? DB: I wanted to develop them as characters. It started off with interviewing Tom Casey. He is a New York City author and a former American Airlines Boeing 777 pilot and Air Force pilot. He is enthralled by history and looks up at the skyline with the dream of flying his Albatross along it. The other characters I found were all uniquely diverse and different from one another. Take Joe Duke, for example. He has a beautifully restored Albatross. He is an explorer and
goes to the remote areas of the Bahamas among all kinds of other places. Then there’s Mike Barron. He is restoring seven Albatrosses and flew them out of the boneyard (where they go to retire in permanent storage) in Arizona, a vast area of thousands of retired and neglected aircraft. The seven he took on to restore had been sitting there 30 years. I found those who fly and maintain the Albatross to have different aspirations and ambitions as to why they’re involved with it but all share a common denominator, of love for this aircraft. My mission was to develop their character in the film and bring them to the places that best match their personalities. IFUSA: Have you done any aircraft restoration yourself? DB: In some ways, yes. I have an old 1960 Cessna that I got a few years ago that I absolutely love and I have been managing the upkeep on this aircraft. It’s a beautiful old airplane, and it’s my stepping stone to other aircraft. IFUSA: Are you a pilot yourself? DB: Yes, I am. Tom Casey got me to solo, and we did that in Connecticut. I continued my training all the way to my license in the high altitude conditions of Colorado. IFUSA: What else do you think is remarkable about the flying boat? DB: There’s so much history to it. What is unique about the Albatross itself is that it was designed for one purpose but continued to be used for many others. It was originally designed for open ocean search
August 2021 and rescue, has served many military operations, used for exploration and research missions and to access remote surf locations amongst many other purposes. It is now in the hands of a few civilians who are passionate about keeping these machines running. What is unique about this tight-knit and niche community is that they are all in contact with one another. They exchange parts, get each other type-rated, and those kinds of things. It’s very special. IFUSA: Do you have the numbers on how many were built and how many are still flying? DB: Yes, 466 were built, and there are about a dozen or so that are currently airworthy. Most are privately owned in the United States, but there are a couple in other parts of the world as well as in museums. IFUSA: Can you give a physical description of the aircraft? DB: The Grumman Albatross is a flying yacht. It is 60 feet long, 100 feet wide, and 25 feet high. It can land on both land and water and can travel nearly 3,000 miles before needing to refuel. It is one of the most diversely capable machines ever created and has been to more places on earth than any other aircraft. IFUSA: Thank you! Visit www.FlyingBoatFilm.com for more information and to view the FLYING BOAT limited edition poster, neon sign, fine art photography gallery, and other merchandise.
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ights – extended/on, Flaps 40, Anti-skid switch on. With a quick final scan of the instruments, Maj. Patel keyed the mic on the yoke and broadcast on 126.35 “Dover Tower, Jumbo 70, ready for take-off Runway 01.” And like a duet played out millions of times before countless missions across Air Mobility Command (AMC), a reassured reply came in over the headset. “JUMBO 70, Dover Tower, cleared for takeoff Runway 01.” Although this was a routine local training flight, had it been a real mission, the response would have been the same. Each mission is prepped and flown as if it was an actual combat mission. Flight Engineer Broaden McDonald gave a thumbs-up from his station behind the right pilot seat and the checklist continued. Brakes released. And with that we were ready to fly. Major Vishal Patel and Captain Jason Feys from the 9th Airlift Squadron and part of the 436th Airlift Wing at Dover Air Force Base, Delaware, pushed the four General Electric CF6 engines to takeoff power. Within seconds, the massive Lockheed C5M Super Galaxy, with its newly modified engines, revved up and we began to inch forward. Slowly our airspeed increased...10 kts... 20 kts... with our goal being to hit a Vrot speed of 120 knots, at which point, the mighty C-5Ms’ nose gear would rotate and lift off the runway. And just like in my Piper Cherokee and all other general aviation aircraft, the basics of flight were the same. Go fast enough so that the wind over the wings generates lift. But when you are flying the largest aircraft in the Air Force inventory, there are just a few more moving parts and just a few extra steps in the checklist. Establish a positive rate of climb, gear-up, and we start our climb
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towards our first checkpoint at 10,000 feet and start the after-takeoff checklist. “JUMBO 70, Dover Tower, contact Dover Departure 123.435.” The mission of the C-5M Super Galaxy is simple enough; provide transport of military equipment and personnel around the globe. And while the Air Forces’ Air Mobility Command, whose mission is to provide rapid, global mobility and sustainment for America’s armed forces, has other cargo planes (the C-130 Hercules and C-17 Globemaster III), they pale in size and load capacity when compared to the enormous C-5M. It is more than 222 feet wide, 247-feet 10-inches long, and the tail stands 65-feet 1-inch high. Nose to tail, the Super Galaxy is longer than the first Wright Brothers flight. As the flight crew levels the C-5M at 20,000 feet, they begin the Cruise checklist. They validate that the appropriate speed is approximately 430 kts. ground speed, that they are flying the correct course, and make sure that instrument scan is normal: Basically that the plane is in good working order. We were handed off Center to Center as we made our way west to our next training objective, to conduct a rendezvous over Kentucky for aerial refueling (AR) with another AMC aircraft. The lead aircraft (refueling Continued on Page 22
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In Flight USA Celebrating 37 Years
August 2021
Flying the Largest USAF Airplane
Continued from Page 21 tanker) will pass jet fuel to the receiving aircraft, our C-5M. Aerial Refueling is a lot of precise movements and coordination with the refueling tanker. It’s a coordinated dance in the sky where you are 12-13 feet from another plane. And just like dancing, the two aircraft have to move together as one or else you could step on your partner’s toes, or in our case, a much worse outcome if the two aircraft come in contact with each other in the sky. We approached our aerial refueling IP (initial enter point), and just on cue, on the discreet aerial refueling frequency, JOHN 86 came on. “JOHN 86 on time, ready for air refueling, 400 kts. TAS and at FL200 feet.” My heart began to pound as this was the most dangerous part of the training mission. JOHN 86 was a KC-10 from the 32nd Air Refueling Squadron and part of the 305 Air Mobility Wing out of Joint Base McGuire-Dix-Lakehurst, Maryland and it’s mission was to deliver 10,000 lbs. of precious jet fuel in a coordinated aerial ballet at 20,000 feet above the skies of Kentucky. With the KC-10 tanker in sight high and to our left, we started to maneuver so that we were directly behind the refueler.
The first part of the rendezvous starts off 1,000 feet behind and below the tanker. This is so our C-5M pilots have a good visual and are in a good position behind the tanker. Capt. Feys is first up to attempt to get gas. He starts to slowly and methodically minimizing the distance between the two aircraft. As the planes fly together, minute inputs on the power and flight yoke have a large impact on the large Super Galaxy. The planes began to close at about 1-2 feet per second; with the whole flight moving together at about 6 miles per minute through the skies above Kentucky. The next safety checkpoint is “Precontact” which is when Capt. Feys and the C-5M is a mere 50 feet behind the KC-10 tanker. Capt. Feys stops moving closer to the KC-10 where he adjusts the throttles and makes sure the plane is trimmed up and stable. Capt. Feys announces on our discrete frequency, “JUMBO 70 Stable.” The Boom Operator on JOHN 86, who is responsible for safely transferring fuel from the KC-10 to the C-5M, calls out “70 cleared to contact.” And the C-5M resumes to inch closer to the KC-10 filled with jet fuel. In addition to intense concentration, there is constant communication during
this dangerous activity. While one pilot is flying the plane, the second pilot, Maj. Patel in this case, is acting as a safety observer. And even the two KC-10 pilots, who are leading the formation, are constantly communicating so that there are no surprises to the two very large aircraft in tight formation. They give the Capt. Feys and Maj. Patel a heads up prior to the formation making a left turn with a “Tanker coming left” as they reach the end of a fictitious oval racetrack in the sky. As the two jets move closer there is a bow wave that forms between them. Physics is not your friend in AR. The air between the aircraft causes both of the aircraft to pitch up and down as the wave intensifies. When the 247-foot-long C-5M, with a wingspan of 222 feet approaches the tiny 181-foot- long and 165-foot-wide KC-10, for the Extenders’ pilots, it’s like being in a rowboat and a whale surfaces below you. The C-5M pilots have to follow the visual references on the bottom of the KC-10 that guide them to stay in the proper position. Yet the bow wave tries to push the nose of the C-5M down. Capt. Feys has to anticipate this and guide the Super Galaxy through the bow wave and fight the last few feet so that the Boom can Continued on Page 49
(Sagar Pathak)
(Sagar Pathak)
(Sagar Pathak)
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1995 SOCATA TB-20 TRINIDAD SALE PENDING. Great project for custom paint and avionics upgrades. Low total time and almost new engine and three-blade prop. Meticulously maintained by the Israeli Air Force for entire life. Never a trainer. VIP plane only. Complete logbooks but airframe records while in Israel are in Hebrew. Digitized English language records available. Price can be negotiated for improvements.
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STIHL NATIONAL CHAMPIONSHIP AIR RACES “ROOKIE SCHOOL” A SUCCESS 24
In Flight USA Celebrating 37 Years
To many the STIHL National Championship Air Races is about history with veteran race pilots returning each year to best their opponents. But for some pilots this is a fresh new way to test their skills. The Reno Air Racing Association’s Pylon Racing Seminar or “Rookie School” recently saw 24 students receive their certification to race this September. “Seeing new racers discover the love
of head-to-head air racing, mastering their skill and doing it all with our incredible veteran instructors makes for a fun week,” said Fred Telling, CEO and Chairman of the Reno Air Racing Association. “The excitement for the races is building and we are looking forward to bringing the fans one of the best races and airshows we’ve ever had.” PRS is required for rookies and open
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AIRVENTURE 2021: FACTS
August 2021
EAA CEO and Chairman Jack Pelton said AirVenture 2021 exceeded all expectations and credited his staff, some 5,000-plus volunteers and the more than 600,000 attendees that made the event a resounding success following the cancelation of last year’s AirVenture due to the Covid pandemic. “This was perhaps the most challenging set of circumstances we’ve ever faced as an organization to make the event happen. I could not be more proud of our volunteers, staff, and participants on the way they came together to exceed our expectations and make AirVenture 2021 a truly memorable experience,” said Pelton. Attendance figures announced just after the close of the event, came in at approximately 608,000. This is only the third time attendance has surpassed 600,000 and within five percent of 2019’s record total. Despite international travel restrictions that greatly limited the number of attendees from other nations, EAA still welcomed visitors from 66 countries during the week. “We went into this year not knowing what AirVenture would look like and how big of an event was possible. The aviation community spoke loudly, though – it was ready to come to Oshkosh and we were happy that we could welcome them. Our
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theme was ‘The Wait is Over,’ and indeed it was. And the wait was worth it. There was joy and excitement throughout the grounds and it set the stage for the return of AirVenture, making us very excited for the future,” Pelton said. Total aircraft numbered more than 10,000 arriving at Wittman Regional Airport in Oshkosh and other airports in east-central Wisconsin. At Wittman alone, there were 16,378 aircraft operations in the 10-day period from July 2231, which is an average of approximately 116 takeoffs/landings per hour when the airport is open. Total show-planes numbered 3,176
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and included:A record 1,420 vintage aircraft registered, plus 1,089 homebuilt aircraft, 354 warbirds, 148 aerobatic aircraft, 112 seaplanes, 33 ultralights, and 27 rotorcraft. Camping at AirVenture is a tradition for many visitors. More than 12,000 sites in aircraft and drive-in camping accounted for an estimated 40,000 visitors. Volunteers are the key ingredient to making AirVenture an effective and efficient – and enjoyable – event. More than 5,000 volunteers contributed in excess of 250,000 hours. While many come for the fun, AirVenture provides for some serious Continued on Page 28
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Award Winner Highlights from AirVenture
Sue Gerencser Honored With 2021 Dorothy Hilbert Award For the past 18 years, Sue Gerencser, EAA 1049125, has been helping out with a variety of maintenance-related projects around the EAA AirVenture Oshkosh grounds prior to convention. For her dedicated service for nearly the past two decades, Sue was named the 2021 Dorothy Hilbert Award winner in a ceremony that took place on July 25. As someone who admitted that she doesn’t necessarily attend AirVenture for the airplanes, Sue pointed out that her experience with other volunteers and the enjoyment they as a group get out of volunteering, particularly crafting, makes it all worth it. “The other volunteers and I started doing crafts in the ladies tent,” Sue
Continued on Page 28
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In Flight USA Celebrating 37 Years
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In Flight USA Celebrating 37 Years
August 2021
Award Winner Highlights from AirVenture Continued from Pge 25
said. “Several of the little girls that I worked with, their mothers would come back the next year and tell me, ‘The girls could hardly wait till they could get back to Oshkosh and work with Miss Sue.’”
Carl Franz Wins the 2021 Tony Bingelis Award
Carl Franz, EAA 511275, is the 2021 recipient of the Tony Bingelis Award, after serving as a tech counselor for almost 20 years. Carl has also been volunteering at the Builder’s Education Center since 2003, where he is now the chairman.
“I read all of Tony Bingelis’ books when I was building my airplane,” Carl said. “I have passed that information on to the people I work with.” Despite all he does, Carl wasn’t expecting this award. “I was speechless. It was a considerable shock to me,” Carl said. “I’ve learned a lot from the people I’ve worked with, and I just try to share that knowledge.” The Tony Bingelis Award was given to Carl at the Homebuilder’s Dinner on Thursday, July 22, just as AirVenture was about to begin.
2021 EAA Volunteers of the Year Announced
The 2021 EAA Volunteers of the Year have been announced, and this year’s win-
ners represent many of the values that EAA holds important. This year, there are seven Volunteer of the Year recipients: Tim and Sherry Niederkorn, Pam Ratliff, John Mellberg, Bill Zierdt, John Wiegand, and Mert Taylor. The Volunteer of the Year recipients were honored at a ceremony on July 25 at Volunteer Park.
FlyONSPEED Wins Founder’s Innovation Prize Grand Championship
FlyONSPEED was announced as the 2021 Founder’s Innovation Prize Grand Championship winner during “An Evening
With Innovators” at Theater in the Woods at AirVenture on July 27. FlyONSPEED submitted by the team of Mike Vaccaro, EAA 152409, Lenard Iszak, EAA 817999, Cecil Jones, EAA 255202, Bob Baggerman, EAA 1263294, Christopher Jones, EAA 670032, Philip Starbuck, EAA 1199535, Vern Little, EAA 1372675, and Brian Chesteen, EAA 641295, is a system that simplifies energy management. It provides tested and proven angle-of-attack (AOA), enerContinued on Page 30
AirVenture 2021: Facts and Figures for an Outstanding Year Continued from Page 25
business along the way. Forums, workshops, and presentations comprised of 1,055 sessions hosted throughout the week. With many sessions filled, visitors could learn just about everything that has anything to do with flying, including safety, training and even building an aircraft. Social Media, Internet and Mobile: More than 18.95 million people were reached by EAA’s social media channels
during AirVenture, with engagement of 1.08 million; EAA video clips during the event were viewed 3.48 million times. Further, 567 media representatives were on-site, from four continents. The EAA Aviation Foundation’s annual event to support its aviation education programs attracted more than 500 people and raised more than $1.7 million dollars that will be focused on EAA’s mission of growing participation in aviation.
Furthermore, the economic impact*is estimated at $170 million for the five counties in the Oshkosh region (Winnebago, Outagamie, Fond du Lac, Calumet, and Brown). * This information is based on 2017 University of Wisconsin Oshkosh economic impact study. What’s ahead for EAA AirVenture Oshkosh 2022 (July 25-31, 2022)? Pelton said, “Planning is well underway for next year’s event, including discus-
sions during AirVenture 2021 about possible features and attractions for 2022. We also look forward to welcoming more international visitors next year to return AirVenture to a truly global reunion. In the next few months, we will be finalizing highlights in all areas to make the 69th EAA fly-in convention the World’s Greatest Aviation Celebration.” Additional information and updates will be posted at www.eaa.org/airventure.
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August 2021
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29
Flying With Faber
AN EXCITING NEW RESORT IN ISRAEL’S NEGEV DESERT
I
haven’t returned to full-time overseas travel. I avoid both shark-infested beaches and regions where COVID proliferates. Meanwhile, I’m putting the finishing touches in my cookbook entitled, A Cookbook For People Who Hate Lawyers. It contains recipes from around the world, plus many from my mother’s kitchen. Of equal interest, I provide tips on how to avoid lawyers and stay out of courtrooms. The book is seriously and humorously informative and entertaining. After reading this book, I think you will love both my recipes and lawyers. I am making plans to travel as soon as the time arrives where I can devote all of my thoughts and attention on the destinations and not worry about invasions on my health. At the top of my list is a visit to the brand new Six Senses Shaharut Resort in Israel’s Negev Desert. Six Senses Hotels and Resorts, a company with unique resorts which emphasize a leadership commitment to community, sustainability, emotional hospitality, wellness and design is now celebrating the opening of Shaharut.
An Historic Desert
The Negev Desert embodies one of the oldest discovered surfaces on Earth. Said to be around 1.8 million years old, the desert’s 4,700 square miles cover more than half of Israel. In the south of the country, the desert forms a triangular shape whose western side is contiguous with the Sinai Peninsula, and whose eastern border is the Arabah valley. The southern tip of the desert meets where Eilat and the Gulf of Aqaba on the Red Sea join the border of Jordan. A desert of brown, rocky, dusty mountains interrupted by wadis (dry riverbeds that bloom briefly after rain) and deep craters, The Negev can be split into five different ecological regions: northern, western and central Negev, the high plateau and the Arabah Valley. With its large number of interesting cultural and geological features, the region offers a host of activities from discovering archaeological and natural landmarks to extreme sports, family-inclusive pursuits such as camel or jeep safaris and excursions to the Red Sea.
A Gleaming New Desert Resort
Located in the lunar-like Arava Valley in the south of the Negev Desert, the resort
Stuart J. Faber and Aunt Bea
Guestroom
(Amit Geron)
promises to offer a new level of luxury and ambiance. With all the final touches in place, the resort, already proving popular with national guests, is looking forward to welcoming international travelers as soon as border restrictions allow. Six Senses Shaharut will offer complete privacy and tranquility in a secluded setting. The management aims to bring guests in balance with nature and its elements so that they may kick back and enjoy traditional desert hospitality and rich Nabataean history.
The Design
Outdoor Pool
(Amit Geron)
Spread across the expansive desert landscape are 60 suites and villas and a huge spa area. From immersive Kibbutz experiences to stargazing sessions, camel treks through the luminous Negev desert or floating in the Dead Sea, the aim is to leave guests enriched and reconnected. Traditional desert hospitality will be evident in the suites and pool villas. Thoughtfully designed and integrated into the desert topography to preserve the natural terrain, the villas are built from, and inspired by local rocks and pigments. Many of the artsy furnishing elements are sourced from the talented hands of local community artisans. The modern reinterpretation of nomadic structures is reminiscent of the Nabataean community that occupied the area more than 2,000 years ago. The architecture blends seamlessly with the desert environment. The interior design
Indoor Pool
(Amit Geron)
draws inspiration from patterns and textures lining the ancient Incense Route, which stretched from the Mediterranean across the Levant to India and beyond. Inside, the furniture and fittings have been sourced from local artisans to complement the unique weathered rock formations and use natural stone, wood, and copper. The interior doors are custom made from reclaimed teak, which was rescued from abandoned boats, houses, and footbridges. On site, the Earth Lab showcases the resort’s approach to sustainability and the circular economy, camel stables, surprisingly lush gardens, and open-air amphitheater. The Six Senses Spa offers six treatment rooms, a variety of wellness programs, Alchemy Bar for mixing botanicals and visiting practitioners specializing in Chinese medicine, osteopathy, energy healing and more. There are also two pools including a freshwater infinity pool with desert views and a bar serving refreshing juices.
Cuisine
It is well known that, since the birth of modern Israel, folks have transformed this barren desert into a cornucopia of agriculture. Mediterranean climate and a varied landscape provide fresh meats and vegetables. Few products are imported. Most are raised straight from local farms to the table. Where possible, ingredients are harvested from the resort’s organic gardens and selected farmers at the nearby kibbutzim. Six Senses Shaharut offers a creative approach to cuisine, combining the best of Israeli and Mediterranean influences. The resort’s kitchens are inspired by the Eat with Six Senses philosophy of delicious and nutritious menus so guests can fill their plates without restriction. Create your own dining experience from a casual picnic or a romantic dinner for two. From breakfast options to light
A Picnic
(Amit Geron)
bites or a barbecue, a private chef is on hand to deliver a culinary experience in the privacy of your suite or villa. From fresh Mediterranean fish, roasted beetroot, almonds, raw tahini, Samar date honey, and olive oil to Tabun smoked lamb ribs, freekeh and garden kale, every meal is a celebration, whether served at the main Midian restaurant, the Edom View mezze and tapas venue, Jamillah lounge, or poolside grill. Guests can also select a Bedouin style desert picnic prepared by Chef Amir Kalfon, along with the region’s best wines. During dinner, you might catch a glimpse of a Nubian ibex.
Things to Do
While you may be inclined to hang out within the enclave for the entire stay, the desert setting presents a host of unique activities from overnight camping to extreme sports, mountain bike tours, hiking, jeep excursions, and Shabbat dinner in a nearby community. Take a camel ride, spend a day on a kibbutz or enjoy a 4x4 desert adventure. Home to the famous rock formations of Solomon’s Pillars and the Mushroom, the nearby Timna Valley offers exciting hiking adventures to admire the striking array of colors along these unique rock formations. Various other family activities include paddleboats and colored sand bottle crafting. The Red Canyon, close by in the Eilat Mountains, is one of Israel’s most beautiful yet accessible hiking trails. Continued on Page 30
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In Flight USA Celebrating 37 Years
Flying With Faber
Continiued from Page 29 Twenty minutes north of Eilat, the Red Canyon offers an undisturbed hike through the natural canyons. The Red Canyon gets its name from the phenomenon, which occurs when sunlight hits the reddish rock that lines the canyon. There are also opportunities to explore further afield, to the Dead Sea and Masada and to Petra, Jordan.
Spa
Administered under the guidance of expert therapists, the spa delivers a wide range of holistic wellness, rejuvenation and beauty treatments. The high-tech and high-touch approach guides guests on
their personal path to wellness. The spa includes six treatment rooms and one presidential spa suite. Saunas, steam rooms, and hammams are located in the male and female changing areas. The spa also offers a 262-foot (18meter) indoor pool, 80-foot (25-meter) outdoor lap pool, fully equipped gym, and yoga studio with desert views. You can have a manicures or pedicure, while enjoying a healthy drink or chilled glass of wine.
Getting There
A drive through the timeless desert landscape steeped in history is the most spectacular route to the resort. This short, yet unique expedition through the heart
Award Winner Highlights
Continued from Page 28 gy, and sideslip cues to the pilot to prevent loss of control. It also provides overload (g) and airspeed warning. AOA cueing and full flight envelope warning is accomplished using simple, intuitive audio cues allowing the pilot’s eyes to remain outside of the cockpit during takeoff, maneuvering flight, approach, and
landing. Similar systems and aural cues have been used successfully by the military for decades. The system uses $250 worth of readily available through-hole components in a design that is intended for ease of production or assembly by persons with basic electronic skills. It is packaged in a 4.2-by-3.3-by-1.2-inch housing that weighs 10 ounces. An
of the Arava Valley showcases the incredible diversity of Israel’s landscape and one of the most geologically dramatic places on earth. The drive from Tel Aviv or Jerusalem takes around three-and-ahalf hours. From Petra, Jordan, the drive is three hours. Alternatively, guests can charter a private helicopter transfer from Tel Aviv, or a 45-minute car transfer via the new Ramon International Airport (ETM) near Eilat. A Six Senses GEM (Guest Experience Maker) will meet guests on arrival and remain on hand throughout the stay to share insights into the region and local life.
optional, small visual “energy display” that integrates airspeed, g, and performance-based AOA cues to complement the aural system. This $100 COTS visual display can be mounted in a head-up location. The system is completely standalone and can be installed in any airplane with an electrical system. To learn more about each of the win-
August 2021
About Six Senses Hotels Resorts Spas
Six Senses Hotels Resorts Spas manages 17 hotels and resorts and 26 spas in 20 countries under the brand names Six Senses, Evason and Six Senses Spas. They have added 30 more properties into their development pipeline. Six Senses is part of the IHG Hotels & Resorts family. Six Senses Shaharut Resort will open for guests August 5, 2021. For more details, reservations, and travel arrangements, contact the resort’s reservation team at reservations-shaharut@sixsenses.com. For more information on my upcoming cookbook, visit www.hatelawyerscookbook.com.
ners, along with additional AirVenture awards and information, visit the EAA website, eaa.org or the AirVenture site, eaa.org/airventure. (Photos courtesy EAA AirVenture)
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In Flight USA Celebrating 37 Years
August 2021
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Create a traditio^ L od g ing | d ining | Ba r | G o l f | Te nni s | day S pa Two miles south of Mend ocino v il l a ge | www. L it t l e Riv e r I n n . c om | 88 8. inn. love f o r r e se r vations
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By Annamarie Buonocore
ridRaster provides a unified and shared software infrastructure to empower enterprise customers to build and run scalable, high-quality eXtended Reality (XR) – Augmented Reality (AR), Virtual Reality (VR) and Mixed Reality (MR) – applications in public, private, and hybrid clouds; and deliver these experiences on wireless mobile devices (such as HMD, smartphones, and tablets). This could be a game changer for aviation. In Flight USA had the pleasure of speaking with Dijam Panigrahi, Co-founder of GridRaster, about the company’s innovative platform. In Flight USA: Please tell us what GridRaster is all about… What do you do there? Dijam Panigrahi: Today if you are looking at any augmented reality and virtual reality, most of the experiences are being delivered right on the device. Then you experience what the augmented reality and virtual reality are there. One of the challenges is, if you think of Netflix, there was a time when you could only see things when the DVD was put in, then Netflix moved and you can stream everything,
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everything is driven from the cloud. Think of something similar to that. We are enabling the high-end experience of mixed reality and augmented realty by delivering and using the cloud to run on low-end devices. We can make that happen by leveraging the cloud. You don’t have to worry about the capacity of the device, can it support that kind of experience by leveraging that kind of computing. IFUSA: What is your role in the company? DP: I am one of the co-founders and the chief operating officer. Mostly I can take care of the business allotment, product management, customer requirements and mapping out internally from a technical perspective and working on the partnership and marketing for the company. IFUSA: How did this company come about… you saw a need maybe for imporved safety? How did you get started? DP: We, the co-founders (Rishi Ranjan, CEO and Founder, and Bhaskar Banerjee, CTO and Co-Founder) come from a deep technical background and during the past 15 or so years we worked on mobile devices and the telecom network and how the cloud is involved. We have seen the entire phase of the 3G, 4G and 5G and in some ways we have
shaped some of the key things in that ecosystem. Some seven or eight years back, we started working on 5G and that was when virtual reality and augmented reality came into the picture. How do you deliver these experiences on the mobile devices was one of the key aspects of 5G and one of the key use-cases for the uptake of 5G. That’s where we first started working on AR/VR and realized that to offer the high-end experiences on the mobile device, you need to bring in a compute from somewhere outside of the device and that is cloud infrastructure… that’s when we started the company back in 2015 and it’s been a roller coaster ride but that’s how we started. IFUSA: What are some safety problems you are trying to address, particularly in aviation? DP: In aviation, one of the key things when you look at the complexity of the aircraft is more and more difficult avionics systems that are being used, and this exponentially keeps increasing, while you have a kill-gap because you don’t have as many talented people joining the industry. The avionics keep becoming more complex but the skill sets of the people coming in are not keeping up. What has happened is this gap is tak-
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Dijam Panigrahi, COO/Co-founder of GridRaster. (Courtesy GridRaster) ing more and more time to fix maintenance and trouble-shooting. That creates more mishaps and they are more fatal. In this workplace, you cannot afford to make those mistakes. This is where virtual reality and augmented reality can help. You can now train people in very complex environments giving them the hands-on experience to train in the complexities of the problems they may face. Even the U.S. Air Force, which we are working with right now, you don’t always have the physical aircraft availContinued on Page 39
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3600
NM,
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he mission had three objectives: visit LeTourneau University in Longview, TX and fly the Expanded Envelope Exercises® with them. (This trip has been planned for at least three years and weathered out numerous times). Next stop, North Las Vegas to visit my nephew, the F-22 pilot and meet his new bride. Actually, I’d chatted with her at their wedding but only for about 15 seconds. Third stop was Prescott, AZ, where I used to live and where I taught grad school in aviation safety. The RV-9A was just out of annual condition inspection and I had a fresh IPC so I was good to go IFR if needed. But, with the light wing loading of the RV-9A, turbulence is an additional consideration in which IMC to attempt. Takeoff was Monday morning at a reasonable hour with the first stop being Plains, GA, just as a comfort stop before the day’s flying. The folks at the airport were as southern as southern could be, including 20-something big Bubba smoking a cigarette. On the ramp, a frail old man in a wheelchair was being lifted backward into a private jet. I can guess who that might have been, but didn’t intrude.
Next stop was Meridian, MS, chosen because, despite the pricey gas, they have free hot dogs. The convenience of lunch at the airport drove that decision. I had a hotdog, a nap, and another hotdog before heading to an airport just south of Longview, TX, said airport having cheap gas. A big ole thunderstorm beat me there so, looking at the uplinked weather radar, I headed to KASL, a bit north. However, the storm on the far side of Longview (KGGG) wasn’t moving, so I made it to Longview, where I really wanted to go. I flew with the LeTourneau University Department Chair on Monday afternoon, then had dinner with him and his wife. Tuesday, I flew with the Chief Flight
In Flight USA Celebrating 37 Years
10 DAYS
By Ed Wischmeyer
Instructor before the heavens opened, then flew with an Assistant Chief Flight Instructor after the storm blew through. What great people, what a great outfit! Highly recommended for learning to fly. Wednesday, I flew under the clouds to an airport along the way for cheap gas, then went on to Lubbock. Winds were frisky at Lubbock, 16G24 at 30° to the runway; more frisky than I would fly in for fun, but the guys at the airport said this was typical. Not much flying that day, but my energy levels were low and no desire to push on. Stayed at a really cool boutique hotel in Lubbock, the Cotton Court. Next morning, it was under clouds again out into the Texas panhandle with gas at a Podunk airport in New Mexico. Then on to Belen, NM, where I had a nap, lunch, a nap and headed for Page, AZ to spend the night. Great service at Belen and Page, then, next morning, on to North Las Vegas airport. I used the word “unfamiliar” in my initial radio transmissions and ATC gave me clear instructions and made sure there were no errors. Good show! My nephew picked me up and we drove to Nellis AFB where he showed me two F-22 Raptors (which he flies) in the hangar. Huge! Impressive! Wow! No touch, no pictures. And we talked shop a bunch.
IN THE
RV-9A
ing a landing in Kingman, AZ, the halfway point, but the wind was 12 knots gusting to 16 directly across the runway. That’s maybe at the limits of what the airplane can do, and I didn’t want to find out the hard way, so the spinal comfort stop was bypassed. On this whole trip, there have been any number of geologic wonders out West well worth the photographing, but I did not bring a camera other than the cell phone. A huge mine, with the settling pond, exemplifies the true history of the West: mining, pollution, Eastern money, corruption and all that. The story of the wholesome, rugged cowboy is, near as I
(Ed Wischmayer) can tell, a fabrication of 1930s Hollywood. The morning’s breakfast was at the good old airport coffee shop. Due to construction of the new airline terminal, small planes can no longer park next to the coffee shop but instead have to park on the other side of the airport. Sad. Their Memorial Day special was red, white and blue pancakes – strawberry, blueberry, and whipped cream. I had one, pretty tasty, along with a downsized Denver omelet, my old standby. Glad I went.
(Ed Wischmayer)
Takeoff from North Las Vegas airport was at about 8 a.m., and this ATC was less than wonderful. Still, got to Prescott in 90 minutes, most of which was bump-bump-bumpy and annoying to my spine. Headwinds were 10-12 knots, tolerable, but in addition to the up and down bumps, there were a number of very annoying bumps that made the plane yaw side to side. I had been contemplat-
I called Flight Service for a weather briefing, and neither the stop in Wichita nor making miles across West Texas looks promising tomorrow. That decision was to be made at oh-dark-thirty next morning. (A possible stop in Wichita was cancelled for unrelated reasons.) Despite my best efforts, I didn’t get going as early as I wanted. But, when I
August 2021
got to the Prescott airport at 7 a.m., there were already four planes in the traffic pattern and when I got to the end of the runway, there were four more running up. Ridiculous! Being more efficient than the others, I was ready to go while they were still picking their noses or whatever else they were doing.
The man who had driven me into town from the airport works part-time as a flight instructor at the university where I used to be a professor. He said that the most recent class of flight students was 900, the largest ever, and that the university was buying 20 more training airplanes. He said that the airport is already saturated with student pilot training. When at a faculty meeting, he asked if the university had considered a limit on the number of students, the answer was 1,200. Not sure I’d want to learn to fly there! Look at the ADS-B display as I was leaving on Tuesday morning…
(Ed Wischmayer) The first leg was 90 minutes to Safford, AZ. I’d flown over Safford when we lived in Prescott but never landed there. There wasn’t much at the airport, and I think I only missed two bumps along the way – the turbulence was that bad, even early in the day. Western landscape is funny – lots of high country that is called mountains, but really isn’t. If you’re not geologically inclined, all you have to know is sedimentation, volcanism and erosion. That’s Continued on Page 39
August 2021
In Flight USA Celebrating 35 Years
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August 2021
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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.
www.liteye.com sales@liteye.com (720) 974-1766
Liteye Systems Inc. 7060 S Tucson Way A, Centennial, CO 80112, USA
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In Flight USA Celebrating 37 Years
August 2021
August 2021
GridRaster
Continued from Page 33 able for someone to go and try some of the new maintenance tasks. You would have had to make due with videos. But now with AR and VR, you can do that in the virtual environment as if you are actually working on the aircraft and then you develop the muscle memory, as if in a rehearsal, you can accelerate the skill set of someone who is coming in. The other thing, from a safety angle, is using AR; Let’s suppose we are fixing a cable wire harness. This is a very complex item and takes a lot of years of experience to really fix it well. If you get it wrong, it’s a disaster. Now with AR glass, which you are wearing, you can go through the task and you can go through all the instruction, the overlay is right in front of you, and you are now going to do the fixing process. If you are doing anything wrong, it will flag you and with the camera you will know exactly how to
proceed. You will have all the data, and you will know how the task should be done. Anything being done can be immediately flagged if it is being done incorrectly and show you step-by-step what needs to be done and how to do it correctly. Effectively, any human error can be completely eliminated. Any mistake, by using the glasses and cameras can be corrected because the glasses and cameras are registering every action and that’s a huge safety boost. IFUSA: Your technology is mainly targeted to large commercial markets like Boeing. Do you plan to market this to business and general aviation? Could it apply to those? DP: It is absolutely going to be applicable to both general and business, as well as commercial and military, aviation. The challenge will be the value… A lot of factors need to fall in place, especially in the commercial aviation market-
Homebuilders Workshop
Continued from Page 34 it! But boy are there fascinating spots, at least in the right places. Not as large or as accessible as the national parks, but I think just as gorgeous. South of Page, AZ, comes to mind. After gassing up in Safford, it was bump, bump, bump to El Paso. Let’s face it, warm temperatures, bumpy air and unexciting stretches of terrain do not make for a fun flight. I went to Sonic and got a burger but only ate about a third of it for lunch. Then more bump, bump, bump to Big Lake, TX, a very small airport where there were no locks on the gate or the terminal building. Next stop was Waco, TX. I might have been able to fly farther, weather-wise, but I was pooped. Six hours of bump, bump, bump induces stress and fatigue. Another third of the burger disappeared, but I ate surprisingly little that day. On the way in, the voltage was a bit lower than it had been on previous flights, and three times when I transmit-
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ted, the low voltage warning flashed. The engine will run just fine without the electrical system, but still… Uber got me to a nice hotel that my Iowa concierge (friend) had reserved for me. I posted about the electrical system and got good feedback from the newsgroup. On the last day, ugly, ugly weather was forecast across my route, so I wasn’t in a hurry to get going. Besides, the auto parts stores (for a new alternator) didn’t open early. With low hopes, I started the engine and tested the electrical system. Surprise! Much better. Not as good as it was on the start of the trip, but well within specs. I made sure that the handheld GPS had a full charge – first time I’d checked it on the trip, shame on me – and re-checked the weather. That ugly storm area seemed to be weakening, and there would probably be places to fly through it. My technique is not to simply blast through bumpy clouds and hope for the
place. For example, the headsets are very expensive, like $3,000 to $5,000, so what you’re trying to do is with a tablet but the tablet doesn’t have that kind of capacity. There are a few things that need to fall into place, like the digital content needs to be available. The good thing with aerospace and defense, especially in the military, is they have been spending a lot of money and have been the early adopters, so what we are effectively trying to do is tracing, evolving our product, working with the early adopters in the industry and wait for certain things in the ecosystem to fall into place, like the devices becoming more powerful and cost effective and so we absolutely know this will be applicable across the industry. IFUSA: How is 3D spatial mapping resolving safety issues? DP: The 3D spatial mapping… if I’m wearing a glass with a camera, the camera sees everything that is in front of
me. Lets again take the case of the cable wiring harness. It sees all the complex wiring and it is able to identify each and every wire and what it means. Lets suppose I want to change something with the rotary system. It can identify that this wire is specifically for this system. While I’m working on this, the glass will overlay a virtual wire on top of the physical wire and am able to do the task specifically on this wire without touching any other wire that would not be the right thing to do. With 3D special mapping, we are able to do the overlays on the physical wires with precision, within a millimeter of precision. Also it allows me to know that if there is any deviation from the task at hand, it can automatically flag that. It allows you do to things much more precisely and absolutely eliminate errors. IFUSA: I understand that a problem with drilled holes led to an electrical Conitnued on Page 40
best. When there are storms about, I fly under the clouds so that I can see the precipitation and avoid the nastier parts. I stopped at mighty Mansfield, LA for gas and to rest my back, then set out for Meridian, MS, just on the other side of the line of storms. Mostly. I got there just before a rain shower, and when the nice folks asked if I wanted the plane tied down – not normally done for just a gas stop but that storm was coming in – they put the plane in the hangar! After my customary two hotdogs and one-and-a-half buns, I headed out. From the radar on my cell phone, I knew where to look for gaps in the weather and I was off for Georgia. The radar controller in Jackson, MS, helped me detour around impressively high towers. They were easier to spot on the old paper charts than they are now on a cockpit display. Reasonably well rested and with my back cooperating, I headed for my customary refueling stop, Claxton, about 35
miles west of Savannah. I had been surprised when I checked the weather that there was a sequence of storms headed to Savannah, but even more surprised that another line of storms was drenching my refueling stop. In the picture, it’s somewhere in that rain. I landed at another airport with cheap gas, significantly detoured around the storm, landed, taxied in and then unpacked the plane. A tenday trip and stuff to support the plane on that trip takes a fair amount of stuff. Of course, there were parts of the trip that were fun flying. The last leg from Prescott going into Waco in cool, smooth air and with scenery to look at was what flying should be about. On the other hand, the rough air west of central Texas – half the trip – was not fun. I think I was pushing my limits. I didn’t go past them, but I was pushing them. Somehow, I’m not sure that I want to make that entire trip again in that plane. At least, not in the bumpy season.
Launching NOW ACCEPTING San Mateo DISPLAYCounty ADS Edition FOR OUR January 2021 FALL PENINSULA EDITION For More Information Contact: Contact Annamarie Buonocore AnnamarieatBuonocore 650-504-8549 650-358-9908 annamarie@borntoage.com
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Continued from Page 40 problem on board an aircraft. Can you tell us how this is helping to resolve problems like this. DP: This is an extension of what I was saying. If you can accurately identify each and every part of what you are seeing, and you know that any deviation from the specific task can be flagged, then you will pretty much avoid the scenario of what we are talking about. It insures that you avoid a scenario where there has been a wrong step. By design, you eliminate any sort of human error, which was before very possible. IFUSA: I know that in the scenario with the drilled hole, the aircraft went down and resulted in fatalities. It left many people afraid to fly. How long do you think it will take to get this widespread and what would you tell people who are afraid to fly? DP: A lot of things need to fall into place. Most aviation companies, in some form or another have tried this technology. Mostly, the technology has stayed in the infancy stage. One of the biggest challenges has been trying to scale the solution much more affordably. It needs to be deployable without the complexity of trying to have expensive devices when you don’t know where the content is coming from. The few
In Flight USA Celebrating 37 Years things that need to come into place for the scalability to come into place, and we are solving that scalability angle, by bringing in the cloud. In terms of content, you have a single truth of data and centralized content across the life cycle of the product, from design, conceptualization, maintenance and after sale service and that is not possible without the cloud base approach. The second is the scaling. One of the limiting factors has been the data. If you go to the aviation industry, they have a ton of data with complex large models. One of the current challenges they have is to go through this painful process of demising all this data and assets and fit it into a standard device or else it won’t run and that is really how you lose a lot of essential data that should have been retained. You lose a lot of design data, which should have been retained. You cannot really scale. What we are able to do, in terms of the data, you don’t have change anything. We onboard the data as it is and using the cloud and remote rendering capabilities. We are able to take care whatever complexity of data you bring in. We are still able to bring the whole thing on the device without losing any design intent. So one is automating that part where you bring on the data as it is and that will help the scaling purpose
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and then the other is you are able to scale it not based on the user or the complexity of the system because then you would have to optimize again and again. The piece we don’t have the control over, specifically the device side of things, is that the device needs to be affordable and can be marketed at a mass level. So we are trying to address what is value-based. If I can get my aircraft maintained and trouble-shoot faster, then I can get that aircraft back up in the air, rather than sitting on the ground. The time that I save translates to hundreds of thousands if not millions of dollars. In this regard, then a $5,000 headset makes sense. To come across the board and have a mass deployment, all these factors need to fall in place. IFUSA: Do you have any other future plans for this company at this time? DP: This market lays pretty nascent right now. What we are trying to do is not spread ourselves too wide and thin and focus on the two or three industries we are involved with right now, aerospace and defense, aviation and the automotive industry. We want to evolve the product on these industries. As we become purpose-built on a specific industry, then we can find a consensus to it. For example, there is a lot of similarity when you are
deploying a system in aviation and the military environment. For example, security is a huge concern, as it is to a medical application. There is a lot of security data related that needs to be taken care of. So when the time is right, we’ll address that but for the next two to three years we have enough on our plate. IFUSA: Is there anything else you would like to add? DP: I would like to add that in terms of realizing the potential of this medium, augmented realty, virtual reality or mixed reality, a lot has changed over the past 1824 months. More specifically with the pandemic, the XR provides you the next best option to being physically there. While the pandemic has overall run the economy into the ground, in a way it has been a boost for the digital transformation piece and one of the huge components has been the capability of AR, VR and XR. That is something we’re seeing now and companies are no longer looking at this as a temporary solution but as a strategic advantage, where they can reach benefits over the years to come. IFUSA: Thank you. To learn more about GridRaster, based in Northern California’s Silicon Valley, visit their website: www.gridraster.com.
SENSENICH Awarded STC for Carbon Fiber Adjustable Prop for Super Cub -i Ãi V >à Lii >Ü>À`i` > -Õ«« i i Ì> /Þ«i iÀÌ wV>Ìi -/ ® v À Ìà V>ÀL }À Õ ` >` ÕÃÌ>L i « ÌV -/" «À «i iÀ * «iÀ -Õ«iÀ ÕL Ƃ ÀVÀ>vÌ° / à -/ > Üà ÃÌ> >Ì *Ƃ £n º£xä» > ÀVÀ>vÌ Ü Ì ÞV } " ÎÈä ÃiÀ ià i } iÃ] Ü Ì vÕÌÕÀi -/ à « > i` v À ÞV } " ÎÓä « ÜiÀi` -Õ«iÀ ÕLà > ` ViÀÌ> « «Õ >À ÌÀ> } > ÀVÀ>vÌ° º"ÕÀ iÝ«iÀ i Ì> VÕÃÌ iÀà >Ûi Lii À>Û } >L ÕÌ Ì Ã «À «i iÀ v À ÃiÛiÀ> Þi>ÀÃ] > ` Ü Üi V> vviÀ Ì i Ã> i ÃÌi« Õ« «iÀv À > Vi Ì ÕÀ ViÀÌ wi` VÕÃÌ iÀÃ]» Ã>Þà -i Ãi V *Àià `i Ì > ` , Üi ° º/ à «À «i iÀ½Ã µÕ V > ` ÃÕÀi « ÌV >` ÕÃÌ i Ì } ÛiÃ Ì i VÕÃÌ iÀ Ì i «Ì v >Ý Õ «iÀv À > Vi >ÌÌiÀ Ü >Ì Ì i y } Ì «À w i >Þ Li°» ÝÌi à Ûi ÌiÃÌ } ÀiµÕ Ài` `ÕÀ } Ì i ViÀÌ wV>Ì «À iVÌ Ƃ >à > à Üi` «À Ûi` Ì> i vv] V L > ` VÀÕ Ãi «iÀv À > Vi V «>Ài` Ì Ü >̽à V à `iÀi` Ì i `ÕÃÌÀÞ ÃÌ> `>À` wÝi` « ÌV -/" «À «i iÀ° 7 i « ÌV i` v À Ì i Ã> i V L À« >Ã Ì i ÃÌ> `>À` «À «i iÀ] V L À>Ìi Ü>à VÀi>Ãi` LÞ £{ävÌÉ ] VÀÕ Ãi ëii` Ü>à `i Ì V> ] > ` vÕ Ì À ÌÌ i iÛi y } Ì / ® ëii` VÀi>Ãi` LÞ Ç « ° 7 i Ài « ÌV i` Ì >ÌV Ì i `ÕÃÌÀÞ ÃÌ> `>À` «À «i iÀ½Ã V L À>Ìi] VÀÕ Ãi ëii` Ü>à VÀi>Ãi` LÞ n « > ` / ëii` VÀi>Ãi` LÞ £n « ° / i iÜ -i Ãi V V « à Ìi «À «i iÀ à iÃÃ Ì > > v Ì i Üi } Ì v Ì i i}>VÞ -/" «À «i iÀ q Ó£ « Õ `à Ûð {{ v À Ì i iÌ> Õ Ì° / i «À «i iÀ à >Û> >L i ` > iÌiÀà vÀ Çn» Ì nÓ»° / i -/ > à V ÛiÀà > £Ó» ` > iÌiÀ] L> > Vi` V « à Ìi ë iÀ°
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In Flight USA Celebrating 37 Years
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irshow performer and former U.S. Navy fighter pilot Dale Snodgrass, known around aviation as “the real Top Gun,” was killed in a crash on takeoff of a single-engine airplane at the Lewiston-Nez Perce County Airport in Idaho on July 24, according to news reports. Snodgrass, whose Navy call sign as a Grumman F-14 Tomcat pilot was “Snort,” was the only person aboard the SIAI-Marchetti SM.1019 aircraft when the accident occurred about noon local time. A report in the local newspaper said the aircraft, a high-wing, tailwheelequipped model, caught fire after impacting a field. Among the many tributes to Snodgrass from members of the aviation community was a message from former astronaut Scott Kelly. “I had the pleasure of knowing him and even flying with him in an F- 14 with a new flight control system with me in the backseat which felt oddly appropriate. A true legend,” Kelly said in a Twitter post. According to a biography of Snodgrass posted on the website of the Navy Legacy Flight Foundation, Snodgrass served 26 years as a naval aviator, retiring as a captain with 7,800 fighter hours, 1,200 carrier landings, and 5,000 hours of time-in-type in the F–14. He continued to fly warbirds in airshows, and recently was listed as chief pilot for Draken International, a government contractor providing tactical flight services, for which he flew the Douglas A-4 Skyhawk, the Aero L-159 Alca, and the Aero L-39 Albatross. A 2010 profile of Snodgrass in Air & Space reported that in 1974 he began flying the F-14 directly out of flight school “when the F-14 was new and no other low-time pilots had flown it. He was the first in that category to land it on a carrier, both day and night.” Snodgrass was sent to the U.S. Navy Strike Fighter Tactics Instructor program, known as Top Gun, in 1978, and was named Navy Fighter Pilot of the Year in 1985. The profile noted that even after he had been named commander of Fighter Wing Atlantic, “he continued to find a way to fly. ‘I started doing the demos and I liked it so much that I stayed connected
Capt. Phil Smith, 4th Operations Group F-15E Strike Eagle demonstration team, flies in close formation with a P-51 Mustang, flown by retired Capt. Dale Snodgrass, during the Wings Over Wayne Air Show at Seymour Johnson Air Force Base, North Carolina, on April 26, 2009. Snodgrass was killed in a singleengine backcountry aircraft during takeoff from an Idaho airport on July 24. (U.S. Air Force Photo by 2nd Lt. Matthew D. Schroff, courtesy AOPA)
to the airshow circuit by hook and by crook from 1985 to 1997 – 12 years, which was unprecedented in military demo flying.’” While in the Navy he made 400 demonstration flights, it said. Since 1999 Snodgrass had “enjoyed a fully sponsored career” on the civilian airshow circuit; taught advanced bush flying in Africa; and taught aerobatics, upset recovery, and formation flight in St. Augustine, Florida, it said. Snodgrass was a lead solo performer with the Black Diamond Jet Team of Lakeland, Florida, in a MiG-17. A famous 1988 photo taken from the deck of the USS America captured Snodgrass’s F-14 in a knife-edge fly-by reminiscent of the irreverent antics of the lead character in the 1986 movie Top Gun. “Many admirers called him the real ‘Maverick,’ the call sign for the character portrayed by Tom Cruise in the blockbuster ‘Top Gun,’” said an Idaho newspaper report on Snodgrass’s death. “And like Maverick, Snodgrass was famous for his low-level flybys. But unlike that unruly fictional character who got in trouble for such unauthorized antics, Snodgrass got his thrills by the book.” Topping even that never-to-be-forgotten feat, however, was the spectacular 1996 Flight of the Twin Engine Cats, in which Snodgrass, flying an F-14, teamed up with John Ellis, piloting a radialengine Grumman F7F Tigercat, for a formation aerobatic demonstration at the Dayton International Airshow.
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HONORING THE PEOPLE AND TECHNOLOGY WHICH ENSURES FREEDOM August 2021
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American Freedom and American Patriotism: These subjects are the heartbeat of the ROWLAND FREEDOM CENTER. Our goal is to educate the public on the sacrifices made by our men and women, military and civilian, in order for us to gain and maintain the freedoms we enjoy today. These freedoms are constantly under attack from powers outside and within our country. How we as patriotic citizens react to these threats will determine the future of this Country and the future of our freedoms for not only our generation, but for the generations to come. From the American Revolution to the current War on Terrorism, American men and women have risen to the challenge when the freedoms of the Country and the world have been threatened. Walking through the ROWLAND FREEDOM CENTER not only gives guests a chance to learn about these events, but to see actual items used in them. Our displays not only include aircraft and vehicles, but items used by soldiers in their day to day life such as uniforms and memorabilia, including items used in famous battles such as the Doolittle Raid on Tokyo in WWII. In order to continually make the ROWLAND FREEDOM CENTER educational and enjoyable our displays, from the aircraft, vehicles and cased displays are always changing to give returning guests new experiences. For more information, please check our website, www.rowlandfreedomcenter.org or our Facebook page, www.facebook.com/groups/492347858795070. Our location is: 300 County Airport, Suite C4, Vacaville, CA 95688, 707/449-3402. Advertorial by Rowland Freedom Center
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BASICMED REPORT: FIVE YEARS OF SAFETY, EFFICIENCY, GROWTH In Flight USA Celebrating 37 Years
August 2021
The Aircraft Owners and Pilots Association, after championing the decades-long push for long-overdue medical certification reform, has released a report on how BasicMed has kept safe pilots flying and free from unnecessary red tape and delays over the past five years. President Barack Obama signed into law legislation that created what is now referred to as BasicMed on July 15, 2016. Since the program became available to pilots on May 1, 2017, more than 66,000 aviators have qualified to fly under it. “With hundreds of thousands of general aviation pilots in the United States, I am encouraged that we are experiencing the best safety numbers in years, even while the skies are busier than ever. The data clearly show that BasicMed has been an undeniable success,” said AOPA President Mark Baker. “Medical reform was a top priority for me as soon as I
joined AOPA, and what we expected with these reforms has now come to fruition. I am so pleased that BasicMed is being embraced by pilots for its effectiveness.” The AOPAAir Safety Institute reported that the GA accident rate, based on National Transportation Safety Board data, including BasicMed pilots, is at its lowest level in decades, continuing to drop every year since the 1990s. The GA community has never had a stronger focus on safety, and the FAA continues to make U.S. airspace the safest in the world. The fundamentals of BasicMed remain simple and straightforward: A pilot must have held a valid FAA medical certificate at least once since July 14, 2006 (that was not suspended or revoked), have not had the most recent medical application denied, and have not had the most recent authorization for special issuance withdrawn. In addition, the
pilot must not have had any change in a mental health disorder, neurological disorder, or cardiovascular condition. Pilots who meet those conditions can elect to see their own state-licensed physician or an FAA aviation medical examiner for subsequent exams every 48 months, and then take an online medical education course every 24 months. The operational limitations associated with BasicMed privileges include a maximum takeoff weight of 6,000 pounds, 250 knots indicated airspace, altitudes up to 18,000 feet msl, and no more than five passengers and a pilot in command. Mexico and the Bahamas have embraced BasicMed and allow U.S. pilots flying under this medical alternative to enter their airspace and land at their airports. The GA community is actively working to expand the acceptance of these reforms to other countries.
For pilots who want to combine summer vacations and flying adventures in true wilderness, they will find it productive to spend a few minutes exploring Cubdivision.com. It is an airport community built around a 1,700-foot grass strip, designated 9AK7, next to Big Beaver Lake. There are three lots left for sale and the Airpark neighborhood will be complete.
Located about 15 miles west of Wasilla and 40 miles north of Anchorage, Cubdivision is situated well for wheel, float and straight ski operations. Created by Airforms President, Lee Budde, who lives on the runway, the lots are one to two acres in size. “We’ve been very successful in attracting happy people who love the sounds of
airplanes,” said Budde. “There’s really nothing else quite like it in this part of Alaska. It’s a great place for a summer base with a hangar/apartment or a year round place to enjoy life with your aircraft. The views are fabulous, the winds are calm, and the fishing’s great.” For more information on Cubdivision, visit the website or call Lee
PILOTS OPTING
FOR THE
AOPA provides many of the resources pilots need to succeed under BasicMed, including tools to determine eligibility and how to apply, along with the checklist that needs to be reviewed by the pilot and physician, a physician finder, an online medical course, and tools to file the application. AOPA’s website also provides aviators with engaging and informative videos about BasicMed and all steps necessary to use it, as well as helpful FAQs for pilots and physicians. The online course and education materials cover topics such as how to conduct a health self-assessment when to see a doctor, conditions that may require a closer look, and how to use diet and exercise to stay sharp for the flight deck. Learn more at AOPA’s website, www.aopa.org.
ALASKAN ADVENTURE
Budde at 907-232-4879.
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August 2021
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D-DAY SQUADRON WITH SOUND OFF FILMS PRESENTS DOCUMENTARY FILM AT EAA AIRVENTURE, COUPLED WITH MULTIPLE WARBIRD FLYING PERFORMANCES
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Two years after returning 15 WWIIera DC-3s to Normandy for the 75th anniversary commemorations of D-Day, and the 70th of the Berlin Airlift, Into Flight Once More made it to the big
In Flight USA Celebrating 37 Years
screen at the largest airshow in the world, EAA AirVenture in Oshkosh, WI. The film previewed on July 29 at the Fly-In Theater. Produced by Sound Off Films and narrated by Gary Sinise, the film
August 2021
brings to life the stories of WWII veterans, crews and a most historic reenactment of “Operation Overlord,” the codename for the Battle of Normandy, which took place on June 6, 1944.
There will be educational materials released in tandem with the film. These materials will foster in-depth conversations about the topics and histories presented in the film and resources to learn more. (Photo courtesy D-Day Squadron and Sound Off Films)
“There’s no greater reward to all of us who fly, operate and maintain these historic aircraft having returned them to Europe to honor the fallen, and the surviving veterans of our Greatest Generation,” shared Eric Zipkin, chief pilot for the Mission to Normandy and president of Tunison Foundation’s board of directors, which led the mission in 2019. “Each of us have close family members and relatives who served in WWII. Watching the rough cut of the film brought emotions we thought we’d never feel, and seeing our efforts supported by veteran advocate, philanthropist and award-winning actor, Gary Sinise, is incredibly humbling as well.” At AirVenure this month, the D-Day Squadron involved eight aircraft from the 15 that returned to Normandy in 2019. The aircraft flew, were on display for public viewing, and offered opportunities to connect with members of the new DC-3 Society that was launched last September. “When I started making this film, I didn’t know the full extent of the experience of the squadron. Comprised of the most skilled and experienced pilots living today, the D-Day Squadron has put thousands of hours and tremendous resources towards honoring remaining WWII veterans,” said Adrienne Hall, film director. “Connecting with and hearing the stories of these veterans was the honor of a lifetime and we are thrilled to share how the whole journey came together in our new film, Into Flight Once More.” You (groups or individuals) can sign up to host your own screening at: https://bit.ly/IFOMScreening. Learn more at DDaySquadron.org or at https://www.intoflightoncemore.com/.
NEW 2021/2022 AIRCRAFT SPRUCE CATALOG IS HERE!
August 2021
Produced in full color, Aircraft Spruce’s latest catalog is packed with the newest and best aviation products for your airplane and pilot needs! The 1,000-plus page catalog has been produced and printed with high-resolution full-color images of the latest aviation products, which makes finding and choosing your items easier than ever before.
Free Shipping On Catalog Orders Within USA
Aircraft Spruce offers free USPS shipping on catalog orders within the USA. They also offer their customer’s the option to add on a catalog to a parts order with no additional shipping or handling charges. (Some exceptions apply.)
Interactive PDF Download
This catalog is available for complete download via the Aircraft Spruce website (www.aircraftspruce.com). You can also download individual sections that interest you. Within the PDF, part numbers are hyperlinked directly to the ordering page on their website which
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American Aircraft Sales Co. 70 YEARS IN BUSINESS–NEW LOCATION LD
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1979 Cessna TR182RG Skylane
2005 Cessna T182T Skylane
New metal instrument panel with Garmin 750 GPS, Only 878 hrs since new and 550 hrs SMOH. 3664 TTSN, show quality new paint..........$169,950 Garmin G-1000, looks like new!.....MAKE OFFER
provides a convenient way to shop from inside the PDF.
View In Catalog On ECommerce Site
It is now possible to browse the catalog while shopping online. When viewing a product online that is located in the catalog, click the “View in Catalog” link on the webpage to bring up the catalog page for that item. You can then page forward and back using the arrows on the outside of the PDF to browse within the catalog while shopping online. This new feature makes it easy to use both the company’s print catalog and website simultaneously. To order a free catalog call 1-877477-7823 or visit the company website at www.aircraftspruce.com.
AERO CLASSICS HEAT TRANSFER PRODUCTS, INC. INTRODUCES THEIR HIGH-EFFICIENCY SERIES FAA-PMA OIL COOLERS
intended to be a competitively priced Aero-Classics Heat Transfer option for those whose aircraft came with Products, Inc., the world’s largest manua Stewart Warner oil cooler. Aero’s new facturer of FAA-PMA (Federal Aviation line of HE Series oil coolers come with Administration - Parts Manufacturing full FAA-PMA documentation, an indusApproved) oil coolers for general aviation, try leading 2YR/2,000HR warranty, and has announced the release of their new line heat rejection capabilities that match or of High-Efficiency Series oil coolers. Aero’s new HE Series FAA-PMA exceed the competition. oil coolers are designed to be direct For specific aircraft model eligibilireplacements for Stewart Warner (today ty, contact your local FBO or A&P - or known as Meggitt) oil coolers – most of call Pacific Oil Cooler Service, Inc. at which do not have FAA-PMA. 800-866-7335. To find an Aero-Classics Aero’s new HE Series oil coolers are distributor near you, visit Aero’s web site, approved for use on many Beech, at: www.Aero-Classics.com. Or call Cessna, Grumman, Mooney, Robinson them direct: 909-596-1630. Helicopter, and other popular aircraft makes. The SW P/N:Aero’s HE Series P/N: SW P/N: Aero’s HE Series P/N: 8406R 8001602 10614R 8001643 list to the right shows the 8432R 8001689 10634R 8001652 SW part number and the 8432S 8001694 10717C 8000618 corresponding Aero10568R 8001640 10865B 8001701 Classics HE Series 10578R 8001535 10877A 8001588 replacement part number. 10599R 8001599 10880A 8001713 10610R 8001646 10886A 8001723 Aero-Classics new 10611R 8001649 10891A 8001718 HE Series oil coolers are
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1982 Piper Archer 181
North American AT6-G
4700 TTSN, 468 SMOH, very nice new paint, 400 SMOH, 8000 TTSN Garmin 430 GPS full IFR.....................................................$119,950 IFR.................................................MAKE OFFER
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1978 Piper Warrior 161 2968 TTSN, 968 SMOH, Project price....... ......................................................$39,950
1982 Cessna 172P 180 HP
1964 Cessna Skylane 182 450 SFRMAN, 4500 TTSN, new leather interior and nice paint...............................$79,950
1978 Cessna 172N Skyhawk
1387 SNEW 180 HP Engine, 5200 TTSN, IFR, 3958 TTSN, 2060 SFRMAN, Digital IFR. Hangar Kept, Looks like new, NDH. ..........CALL! Original paint and interior. Annual inspection expired....................................$84,950
1955 Beechcraft T-34B Mentor 60 HRS Since Restoration............$295,000
1950 Cessna 170 Garmin 650 GPS................................$65,000
1942 Boeing Stearman PT-17 Completely restored to like new condition with 1940 Phillips Aviation CT-2 Skylark many new updates. 225 HP Lycoming engine with 630 SMOH, Electrical system with Garmin 70 hours since new; one of only two made Avionics, Must see! ...........................$139,950 by the Phillips Screwdriver manufacturer ...................................Considering Offers
OFFICE SPACE FOR RENT! Robert Coutches Cell - (510) 783-2711 • (925) 449-5151 550 Airway Blvd. • Livermore, CA 94551• Livermore Airport (KLVK)
www.americanaircraft.net
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In Flight USA Celebrating 37 Years
AIRCRAFT FOR SALE American Aircraft Sales, Livermore Airport, CA, americanaircraft.net, cell (510) 783-2711, (925) 449-5151. 3/13 From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, tjair.com. 3/13
J.T. Evans Aircraft Sales. Specializing in landing gear & control surfaces. Also recovery & storage for singles & light twins. (800) 421-1729, Orlando, FL.11/14
AirplanesUSA Aircraft Sales, new office at San Carlos, CA, Airport, (650) 394-7610, airplanesusa.com. 1/16
Full-size historic replicas, designed and precision-crafted to suit your needs. Digital Design, Scottsdale, AZ, (602) 9715646, digitaldesignllc.com. 6/20
Explore the GBI GameBird. Engineered to be the best aerobatic and touring airplane in the world. FAA-type certified, produced in the USA, Garmin G3x, more. gamecomposites.com. 8/21
JETS Specializing in Embraer Executive Jets. From representing the buyer to aircraft maintenance. Business Aircraft Solutions, Merritt Island, FL, bas-icare.com, (954) 648-1037. 3/21
Small Manned Aerial Radar Target, Model 1. Tiny jet aircraft, long-range tank. SMART-1, Tucson, AZ, (202) 2132400, smart-1.us. 5/21
BIPLANES Wright Flyer Model B. For lease or sale. (973) 694-1280, AccessAerospace. com. 6/21
SPORT/ULTRALIGHTS The most adored amphibious LightSport Aircraft in its class. Schedule a demo flight today. Seamax Aircraft, info@seamaxaircraft.com. 3/21
RV12i5. Total performance perfected. Easy to build, fly and own. Van's Aircraft www.vansaircraft.com. 11/18
Pipistrel dealer. New & used. San Antonio Light Sport Aircraft, San Antonio, TX, (830) 388-0120 & Tampa, FL, (813) 774-2127, or pipistrel-usa.com. 4/21
HELICOPTORS & eVTOL 5 Bell 212s 1996-1991, current maintenance, one owner. Bell 412, 33017 SN, 0 engine OH. Hudson Flight Limited, (806) 662-5823, or (971) 241-8473.6/20 Building the safest, quietest, most comfortable eVTOL air taxi. Jaunt Air Mobility, jauntairmobility.com 5/21
DRONES Counter-UAS Drone Detections and Defense Systems for airports. Protect critical infrastructures from sUAS incursions. Provide early warning and point of origin. Liteye Systems, Centennial, CO, liteye.com, (720) 974-1766. 3/20
RESTORATIONS Iconic Aircraft Restoration. Repairs, refurbishments, parts fabricated, consulting at reasonable rates. The Wright Experience, (540) 379-9092. 8/21
AIRCRAFT SALES AIDS Aviation Sales & Marketing by ABCI. Ideal for a startup or side hustle in the aviation industry. (702) 987-1679 or aviationsalestraining.com/startup. 1/21
Increase aircraft sales ten-fold with our broker webinar series. Contact Cardone Aviation, (916) 691-9192, for dates and times. 3/21
AIRCRAFT FINANCING Get Top Retail for Your Aircraft Aircraft sales, jet sales, management, financing. USA Aircraft Brokers, (877) 417-3069. 51218:TFN
FLIGHT INSTRUCTION Sunshine Flyers. Flight & tailwheel instruction, rentals, mountain flying, and aerobatics., Auburn, CA, (530) 820-3442, sunshineflyersaviation@gmail.com. 3/20 Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. arizonatyperatings.com, (602) 614-7994. 9309:TFN
Seaplane Instruction, private/ commercial ASES ratings, amphibious flight reviews, re-current training. Lake Havasu Seaplanes, Lake havasu City, AZ, lakehavasuseaplanes.com, (928) 733-7122,. 12/20
upgrades. Aero Performance Speciaties, Chino, CA, (909) 927-4600, aeroperformance.com. 10/19
FAA-certified avionics repair. Cannon Avionics, Arlington Municipal Airport, WA, (360) 435-0900, cannonavionics.com. 9/20
AIRCRAFT PARTS Keeping "classic" aircraft flying since 1946. Univair Aircraft Corp., Aurora, CO, (888) 433-5433, univair.com. 3/21
PROPELLERS Aviation wood, composite or metal propellers. Sensenich, (813) 752-3711, (717) 569-0435 or sensenich.com. 4/21
FUEL Fuel Cells. Repair, overhaul or new. New tanks with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, hartwigfuelcell.com. 2/09
OXYGEN SUPPLIES
MAINTENANCE/INSPECTIONS XL Aviation - Aircraft Maintenance. Custom-tailored programs for all aircraft. Livermore, CA, (925) 961-6135, xlaviationtailwheel.com. 8/20 3D scanning services for Aircraft repair & restorations. Airmotive Specialties, Salinas, CA, airmotves.com, (831) 757-7154. 8/20
Leading worldwide flight support services for corporate, charter, commercial and cargo aircraft. Quickflight Support (QFS), quickflightsupport.com. 3/21 Aircraft services & sales, Ivan Air, Sacramento, CA, (916) 428-2310 or ivanairinc@hotmail.com. 21100:8
FBOs Serving the GA Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviat2ion.com. 3/13
Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Corona Municipal Airport, (951) 737-1300, CoronaAirVentures.com. 8/14
AVIONICS Avionics for Every Mission. Installation, bench repair, a/p specialist, all major brands. Airtronics, Calaveras County Airport, CA, airtronicsavionics.com, (209) 736-9400. 11/14 Basic installs to complete panel and glass retrofits. Great service and value pricing. Pacific Coast Avionics, (800) 353-0370, PCA.aero. 7/15 Full-service avionics installations and
See what you are missing with new models from Rosen Sunvisor Systems. rosenvisor.com, (800) 284-7677. 7/20
New technology in aviation eyewear. methodseven.com. 10/20
Aircraft detailing products & supplies. Jet Stream Aviation Products, (972) 5422400 or jetstreamproducts.com. 5/21
AVIATION RESOURCES Fly into the future with Wings Over Kansas. Voted one of the 500 Best McGraw-Hill Aviation Web Sites. Visitwingsoverkansas.com. 17100:TFN Emergency services, group trips, consulting services. BizAvJets, Inc., Business Aviation Services, bizavjets.com, (702) 465-2027. 10/20
Make the most of your business aircraft ownership experience with our Management Services. Thoroughbred Aviation, thoroughbredaviation.com. 10/20
SERVICES
Learn to Fly! Mike Smith Aviation, Napa County Airport, MikeSmithAviation.com, (707) 345-6526,. 7/21
PILOT POSITION WANTED
CA, (800) 777-6405, (408) 738-3959, aircraftcovers.com. 10/19
Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com. Offices of Stuart J. Faber. 4/10
Informing, inspiring and engaging aviation's next generation of students and job seekers of all ages. Pathways to Aviation, pathwaystoaviation.org. 3/21
SoCal pilot desires Turbine/Jet SIC time. Comm/Instru/Multi-Eng with SIC for Gulfstream G-IV and scores of hours in the Citation V560. Experienced in aircraft design/flight test/aerospace industry. Willi travel as needed (and for repositioning). Contact Paul at (562) 714-6686 or ptglessner@aol.com. 17400:TFN
August 2021
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Everything Aircraft Oxygen. Home of "The Oxygen Lady." Worldwide sales & service, aviationoxygen.com. 3/21
Aerox Aviation Oxygen Systems, TSO-approved oxygen masks. (239) 405-6117, aerox.com. 5/21
INSURANCE Specializing in personal, business and charter aircraft. Best price, coverage & customer service. Zanette Aircraft Insurance Center, (650) 5933030, (888) 723-3358. 10/06 Aircraft Insurance WARNING! Need insurance? Call us first for access to the entire market. Best rates. All markets. Aviation Insurance Resources, (877) 247-7767, airpros.com. 1716:TFN
Provider of insurance solutions for all aviation-related services. Business Aviation Insurance Services, bizavins. com, (925) 825-1900. 7/20 Consider Long-Term Care Insurance. Barbara Sabol Rosasco, financial advisor, Waddell & Reed, San Mateo, CA, (650) 389-1030. 8/20
AVIATION CONSULTANTS Aircraft Sales & Corporate Aircraft Management NAAA-certified appraisals & sales, FDIC & RTC approved. Sterling Air, Carson City, NV, (800) 770-5908, (775) 885-6800, sterling-air.net. 11601:TFN Informed, accurate aircraft appraisals. jetvaluesjeremy.com, (636) 751-3987.7/20
PILOT SUPPLIES No cheap imitation watches at HME! Special pricing on ATP series multifunctional watches with Altimeter. To order or for information, (323) 464-6660 or hmewatch.com. 11/16
Aircraft Spruce & Specialty. Free 700page catalog, Corona, CA, & Peachtree City, GA, aircraftspruce.com. 10/06 Protective covers for every make, and model, plus insulated engine covers. Bruce's Custom Covers, Morgan Hill,
Aero & Marine Tax Pros Legally avoid sales tax on your aircraft purchase. In El Grove, CA, (916) 691-9192, aeromarinetaxpros.com. 18500:TFN
Are medications preventing you from flying? Call Dr. Meg Spicer, Doctor of Chiropractic, San Mateo, CA, (650) 513-0797, SpicerChiro.com. 6/21 Left Seat Pilot Medical Solutions. A confidential solution for pilot medical certification. Free FAA medical consultations. Left Seat, (800) 699-4457. 1/21
Golden State Hauling & Demo, from demolition to cleanup in the entire Bay Area. goldenstatehaulinganddemo.com, (650) 444-6799. 4/21 Environment-friendly cleaning products and methods. Offices or residences in Bay Area. S&R Janitorial Services, (650) 400-8335, srjanitorialservice.com. 7/21
HANGARS/TIEDOWNS One-piece doors. Hydraulic or bifold. Schweissdoors.com, (800) 746-8273.1/15 Aviation Building Systems, custom designed hangars. R&M Steel Co., Caldwell, ID, (208) 454-1800, aviationbuildingsystem. com, (866) 454-1800. 51217:TFN
HOMES/AIRPARKS The Valley Airport, Cotter, Ark. Homes & lots for sale in scenic airport community on the White River. Unique location for outdoor adventures. Glennis Sharp, thevalleyairport.com, (870) 3210937. 18100:TFN
BUSINESS OPPORTUNITIES
FLYING CLUBS/GROUPS Cessna Support Delivered. Become a Cessna Flyer Member now. Join or renew at cessnaflyer.org. 9/20
Join thousands of aviation enthusasts worldwide. American Aviation Historical Society, aahs-online.org. 3/21
TRAVEL Experience Fly-In Adventure on California's Mendocino Coast. Visit Glendeven Inn & Lodge, glendeven. com, (707) 937-0083, or Little River Inn, littleriverinn.com, (888) inn.love. 5/21
ART/VIDEOS/GIFTS Specializing in aviation photography. horizontalrain.com. 1/15 Custom painted flight jackets & aircraft nose art at Victory Girl, (909) 297-6688, victorygirl.com. 2/19
Need a gift? Give a ride in an open cockpit biplane. WACO Air Museum, Troy, Ohio, wacoairmuseum.org, (937) 335-9226. 20601:TFN Fly By Wire Air, a one-stop site for aviators. flybywireair.com. 4/21
PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. qref.com or from your favorite supply shop. 8/14 Relevant: A Military Thriller by Peter Zaccagnino, inspired by true events. Available for purchase on Amazon or relevantthebook.com. 10/20
AAHS Journals. Entire 65-volume collection (1955-2020); 260 issues, $900 plus shipping. Contact Gary at (310) 7298292 or gfisk24506@aol.com. 21300:7 Latinas in Aviation. Get your copy at latinasinaviation.com. 4/21 40th Anniversary of the Space Shuttle Program, featuring photography from NASA archives. QuartoKnows.com.5/21
HELP WANTED Volunteer docents wanted for P-38 Museum. Located next to March ARB, Riverside, CA. Includes training, plus $25 gas card/day served. Contact Howard Ramshorn, (951) 600-8366, hmrtwa@aol.com, p38assn.org. 6/21 IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402. TFN
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Continued from Page 22 make contact with the KC-10’s refueling nozzle into the C-5M’s receptacle, which is basically trying to put a 75-pound, 6inch-wide stick into the door on top of the C-5M barely larger than a sheet of paper without scratching the aircraft or puncturing the top of the aircraft which could cause catastrophic damage. Once you reach the KC-10 and the tanker is passing gas, the pilot’s job isn’t finished. Capt. Feys still has to maintain precise control of the C-5M to stay within a small 20-foot by 20-foot square in the sky just below and behind the KC-10 Extender so that the C-5M continues to receive the precious fuel. But thanks to the bow wave, the KC-10 is slowing or speeding up and the C-5M is moving up and down. Refueling a C-5M is like trying to gently move a six-story building the size of a football field within 12-13 feet of another large aircraft. The reason aircrews practice aerial refueling (AR) is that if the aircraft is over the ocean moving important cargo and there are no bases around, then an aerial refueling tanker will allow you to do it swifter and easier then diverting to an airbase, landing, and waste time refueling on the ground. Having the capability to do AR gives the C-5M the extended range to deliver its cargo anytime, anywhere. The last maneuver to practice was an Emergency Breakaway. In the event that the C-5M gets too close to the KC-10, threatening an imminent collision, the aircrews execute a specific set of maneuvers to avoid the collision. The Boom Operator
on the KC-10 calls out on the discrete frequency “JUMBO 70 Breakaway! Breakaway! Breakaway!” Almost immediately the two aircraft push the performance envelope of their aircraft to escape hitting each other. The KC-10 pilots go full throttle and pull their aircraft into a climb. At the exact same time, the C-5M pilot pulls the throttle back to idle and pushes the nose down to increase the distance between the KC-10. In the C-5M, I feel the sudden deceleration as I get pushed forward in my seat against the shoulder harness and when the nose goes down, my stomach climbs to my throat as we start a rapid descent. If this was a real world scenario, we would have just narrowly avoided a fiery crash that could have potentially taken the lives of more than a dozen aircrew. That is why it’s clearly stated in the training documentation that “Aerial Refueling is inherently dangerous;” an understatement if ever I read one, but in the hands of true professionals, a risk that is calculated and minimized with practice. With that training objective accomplished, we headed back to Dover AFB for the final phase of flight, which was the landing. This is where the instructors of the 9th AS teach co-pilots the approach and landing phases of flight. Even in my Piper, where the basic steps are the same, things seem a hundred times faster and more complex when you’re at the pointy end of the aircraft producing 205,000 pounds of thrust. As we pass through 10K, the two pilots get the airplane to landing configuration. As we are in the descent, the aircrew set flaps to 40 degrees, put the gear
handle down to lower the landing gear and simultaneously slow to 200 kts. We then request Dover Approach on 132.425, “Approach JUMBO 70, request ILS full stop 01.” “Jumbo 70 fly heading 150 and cleared ILS 01 and contact Dover tower on 126.35” We were then vectored into the final phase of landing, which required the pilots to establish the proper rate of descent, set flaps to landing and put the plane into the final landing configuration. The massive 380,000-pound airplane built in 1985 was steadily descending at 700 ft./min. in hopes of a soft landing. On landing, the pilots are aiming the nose at the landing zone 1,000 feet from the approach end of runway 01 with an airspeed of 130 kts. Capt. Feys constantly cross-checks inside and outside the cockpit as he is manipulating the four engines and flight controls, so that the airspeed and glidepath is on track for a safe landing. But the visual perception of the cockpit sitting 35 feet above the landing gear introduces a different perception, especially when it comes time to flare. Your eyes are telling you one thing, but the plane is doing something different. The C-5M altimeter assists the pilots by calling the remaining altitude: “100, 50, 40, 30, 20, 10” and Capt. Feys flares and pulls the throttle to idle. And with that, the massive C-5M Super Galaxys’ landing gears kiss the runway at Dover and we are back on the ground. Once all 28 wheels are on the ground, Capt. Feys will pull all four
engines into max reverse. The instant that happens, Maj. Patel deploys the spoilers to destroy all lift and this helps to slow the massive plane down as fast as possible. A plane that is capable of carrying 281,001 pounds of cargo, does not stop on a dime. We took the full 9,000 feet to land and come to a complete stop. Once the After Landing checklist is complete, it’s time to taxi back to the ramp. “JUMBO 70, contact Dover Ground 118.875. Welcome back home.” And with that the training mission for the aircrew was successfully accomplished. The aircrew will spend the next couple of hours breaking down each part of the training mission, learning from their mistakes and identifying opportunities to improve. Then when they are called upon to transport special cargo on a real mission, the Airmen of the 9th Airlift Squadron “Proud Pelicans” will be prepared to provide rapid global mobility, anytime, anywhere. The author would like to thank Maj. Gen. Bibb, AMC HQ PA, Dover PA, JBMDL PA, 9th AS, 32nd ARS, and Lt. Gen. Bussiere for all of their help and support for this incredible opportunity.
Quick Facts:
• First built in 1966. • Loaded from front and the back simultaneously. • 13 maintenance hours for every hour of flight • Carry more then 130 Tonnes • More than 100 miles of wires • 35 feet off the ground
50
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