In Flight USA June 2017

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June 2017

www.inflightusa.com

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Calendar of Events

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

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2—4

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6 8 — 10 10

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14, 17 & 18

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Q Reading, PA: Mid-Atlantic Air Museum WWII Weekend, Reading Regional Airport, www.maam.org.

Q Conroe, TX: MODAERO Aviation Festival & Air Show, Conroe-N. Houston Regional Airport, modaerofestival.com.

Q Brantford, ON: Aircraft Spruce Canada - Customer Appreciation Day, 8 a.m.to 3 p.m., Brantford Municipal Airport, (519) 759-5017, (877) 795-2278.

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

Q Duluth, MN: Duluth Air & Aviation Expo, 9 a.m. to 6 p.m., Duluth Int’l. Airport, (218) 628-9996, www.duluthairshow.com.

Q Bolingbrook, IL: Cavalcade of Planes, 10 a.m. to 4 p.m., Clow Int’l.

Airport, www.cavalcadeofplanes.com.

Q Hendersonville, NC: Western NC Air Museum Air Fair & Fly-In, 10 a.m. to 5 p.m., Hendersonville Airport, www.westernnorthcarolinaairmuseum.com.

Q Ford Island, HI: Biggest Little Air Show in Hawaii, 10 a.m. to 4 p.m., JB Pearl Harbor-Hickam, www.pacificaviationmuseum.org.

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

Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.

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

Q Lyon, France: France Air Expo, Airport of Lyon Bron, franceairexpo.com Q Virginia Beach, VA: Military Aviation Museum Flying Proms, gates 3 p.m./ concert 7 p.m., Virginia Beach Airport, www.militaryaviationmuseum.org.

Q Lincoln, CA: Lincoln AirFest, gates 6:15 a.m., Lincoln Regional Airport, lincolnairfest.com.

Q Atlanta, GA: Good Neighbor Day Open House/PDK Airshow, noon to 5 p.m., DeKalb-Peachtree Airport, www.pdkairshow.com.

Q Bethel, PA: Flying Circus Airshow, gates 10 a.m., Golden Age Air Museum, Grimes Airfield, (717) 933-9566, www.goldenageair.org.

Q Seattle, WA: American Heroes Air Show, 10 a.m. to 4 p.m., Museum of Flight, www.heroes-airshow.com.

Q Greenwood, SC: Aviation Expo, gates 2 p.m., Greenwood County Airport, (864) 942-8557, aviationexpo.net.

Q Belleville, IL: Scott AFB Centennial Celebration Air Show, 9 a.m. to 5 p.m., (618) 256-5866, www.scott.af.mil/airshow2017.

Q West Milford, NJ: Greenwood Lake Air Show, gates 10 a.m., Greenwood Lake Airport, (973) 728-7721, www.greenwoodlakeairshow.com.

Q Knob Noster, MO: Wings over Whiteman, Whiteman AFB, (660) 6873363, www.whiteman.af.mil/WoW2017.

Q Gaylord, MI: Snowbirds over N. Michigan, gates Wed. 3 p.m./Sat. & Sun. 10 a.m., Gaylord Regional Airport, wingsovernorthernmichigan.org.

Q Chino, CA: Dad’s Free Father’s Day, 9 a.m. to 4 p.m., Yanks Air Museum, (909) 597-1735.

Q Pekin, IL: Wings & Wheels Fly-In Cruise-In, Pekin Municipal Airport, pekinmunicipalairport.com/wings-and-wheels.

Q Chino, CA: Open Cockpit Day — F-14 “Sim� & EC-121 Tomcat, 10 a.m. to 3 p.m., Yanks Air Museum, (909) 597-1735.

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

Q El Cajon, CA: Warbirds West Air Museum Open House & Pancake Breakfast, 8 to 10:30 a.m., Gillespie Field, (858) 414-6258, www.wwam.org.

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

Q Petaluma, CA: Historic Airplane Appreciation Day, 10 a.m. to 3 p.m., Petaluma Municipal Airport, (707) 778-4404.

Q Ocean City, MD: OC Air Show, 9 a.m. to 4 p.m., displays 14th-20th streets off Boardwalk, ocairshow.com.

Q Youngstown, OH: Thunder over the Valley, gates 9 a.m., Youngstown ARS, www.youngstown.afrc.af.mil.

Q Tumwater, WA: Olympic Air Show, gates 9 a.m., Olympia Regional Airport, olympicairshow.com.

Q Columbia, CA: Father’s Day Fly-In, Columbia Airport, (209) 5335685, www.fathersdayflyin.org.

Q Santa Rosa, CA: Climb Aboard Weekend, 10 a.m. to 4 p.m., Pacific Coast Air Museum, Sonoma County Airport, (707) 575-7900.

Q Napa, CA: Vintage Aircraft Display, 10 a.m. to 2 p.m., Napa Airport, (707) 944-9236.

Q Sheboygan Falls, WI: Aviation Heritage Center Wings & Wheels, 8 a.m. to 3 p.m., Sheboygan Memorial Airport, (920) 467-2043, www.ahcw.org.

Q LaVerne, CA: Antique & Special Interest Aircraft Display, 10 a.m to 2 p.m., Brackett Airport, (909) 593-1395.

Q West Chester, PA: Fatherfest, featuring a Vietnam Huey, 10 a.m. to 3 p.m., Amerian Helicopter Museum, (610) 436-9600, amerianhelicopter.museum.

Continued on Page 7

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In Flight USA Celebrating 33 Years

COVER STORY

ART NALLS AVIATION TAKES

Art Nalls is an interesting guy, with an airshow act that is unequaled in the industry. Nalls, a native of the Virginia suburbs of Washington DC, grew up with an abiding interest in aviation. He majored in aerospace engineering at the U.S. Naval Academy, but his engineering skills landed him a spot in the Guinness Book of Worlds Records for a non-aviation project: building and riding the world’s smallest (at the time) rideable bicycle. The tiny bike was less than five inches tall, a far cry from the muscle car challenge faced in the Wings over Pittsburgh airshow.

In 1976, Nalls graduated from the Academy with Merit and was commissioned as a Second Lieutenant in the Marine Corps. His first operational aircraft was the AV-8A “Harrier.” Art was assigned to VMA-231 at Marine Corps Air Station Cherry Point, N.C. While stationed at Cherry Point, he carrier-qualified in the AV-8A “Harrier” and made several shipboard deployments, virtually over the world. After graduation from USAF Test Pilot School at Edwards, Air Force Base, Art was assigned to Naval Air Station Patuxent River, to join other test pilots flight-testing the new AV-8B “Harrier II.” To be sure, Nalls’s love

affair with the Harrier is stronger than ever, and adding the Sea Harrier, known as the SHAR, has put him in orbit. It is a single-seat, single-engine, V/STOL (Vertical, Short Takeoff, and Landing) fighter aircraft designed for the British Royal Navy specifically for service aboard their aircraft carriers.

This kind of aircraft was used in the war between the UK and Argentina in 1982 over sovereignty of the Falkland Islands. During that brief campaign, British SHAR’s shot down 21 Argentine aircraft with no direct air-to-air losses.

This airplane is the world’s first and only privately owned flyable Harrier of any kind. It is extremely rare. Of the more than 45 different Harrier variants produced, there were only 76 Sea Harriers built. This is the oldest surviving SHAR and the second one to roll off the assembly line on March 30, 1979. With performance that ranges from “0” kits to more than 650 kits in just a matter of seconds, the program put on by Nalls and his team offers unparoled excitement.

So much so, that some folks in the Ford community got excited enough to think that pitting the most famous muscle cars in the world against the SHAR would

ON THE

CHALLENGE

be a good Idea. Well, it was, as Ford was the major sponsor for the recent Wings over Pittsburgh Open House, May 13-14, so it was only natural that Allan Bross, a Ford Truck dealer from Moon Township Ford, bring a brand new, F-350 crew cab, Super Duty pickup to act as the official tow vehicle for the Sea Harrier, one of the main attractions for the show. The Super Duty is an excellent tow vehicle, with plenty of power to tow the 18,000 pound Sea Harrier out in front of the crowd, prior to engine start. It also served as an excellent Landing Signal Officer (LSO) platform, while the Harrier performs its aerobatic and famous hovering routine. Painted in bright red, no one could miss it at show center.

But that wasn’t all that Ford brought to the table. Another local dealer, Dan Taylor, the Ford Dealer from Grove City, Penn., brought his immaculate gloss black Mustang 302. This is his pride and joy, and who wouldn’t love it, with 400 hp under the hood! The airshow was the perfect place for him to take to the active runway and do a couple of high-speed warm-up laps, so he took advantage of the 10,000 feet of concrete in front of him, to highlight Ford performance in a modern muscle car.

June 2017

The F-350 Super Duty Pckup was the tow vehicle for the Sea Harrier.

(Art Nalls Aviation/Lloyd Gill) Confident that his super car was indeed king of the ranch, he suggested a race, against the Sea Harrier. Now, no one Continued on Page 7

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TABLE Volume 33, Number 10

OF

CONTENTS

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

June 2017

ON THE COVER COVER STORY

PHOTO FINISH

ART NALLS AVIATION TAKES ON THE CHALLENGE

CAL FIRE CALIFORNIA NATIONAL GUARD TRAINING 2017

By John Yount Story starts on Page 44 Photo Page on 49

Story starts on Page 4 Cover courtesy of Art Nalls Aviation/Gill Lloyd

NEWS GAMA Praises Congress for Protecting and Funding Aviation ......8 FAA Conducts Detection Research on Unmanned Aircraft............10 FAA Union Says Don’t Privatize ATC System ..................................11 U.S. Civil Aircraft Shipments to Reach $98.3 Billion in 2021 ..........26 Hartzell Four-Blade Prop Approved for Supervan 900 ....................36 GA Groups Support Second Jackson Hole FBO..............................37 The P47 Thunderbolts Coming to AirVenture ..................................38 IAC Welcomes VIPs to AirVenture ......................................................38 Female Aviators Celebrate 10th Annual WomenVenture ................39 Yellow Ribbon Honor Flight V Coming to AirVenture ......................39 To Seven Sensations to See at Truckee Tahoe Airshow..................41 AOPA Air Safety Institute Launches Podcast....................................44 SpaceShipOne (Replica) on Display at Hiller Museum ..................47

FEATURES Editorial: “Golden Age”

By Ed Downs ..................................................................6 Why Do Airplanes Still Crash?

By Michael Jahn ............................................................16 Flying the Brazilian Hotrod

By David Brown ............................................................17 Inaugural U.S. China Business Aviation Conference Draws Crowd

By Annamarie Buonocore ..............................................25 Molding Yesterday’s Trainees into Tomorrow’s Airmen

By Airman 1st Class Mariette Adams ..............................28 Paying It Forward with the Last Man Club

By Victorial Buonocore ..................................................32 How 15 Minutes on LinkedIn Yields Massive Results

By Bert Botta ................................................................34

COLUMNS Flying Into Writing: Red Bull and Planes of Fame

By Eric McCarthy ..............................................12 Flying With Faber: Vomo, Fiji, A south Pacific Tropical Island Paradise By Stuart J. Faber ..............................29 The Spirit of Flight

By Denise Rae Donegan and Ana Carolina Uribe ..33

Safe Land ings:Right Seal, Wrong Place, Return to Base ................................................................................40 Homebuilder’s Workshop: This and That

By Ed Wischmeyer ............................................42

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

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June 2017

In Flight USA Celebrating 33 Years

THE “GOLDEN AGE”

Editorial

1986 A36 Beechcraft Bonanza

1969 Piper Arrow

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1979 Piper Seminole PA44

1999 Socata TB-21

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N

By Ed Downs

o, this is not an editorial about old folks (like this writer) living comfortably off a well- thoughtout retirement plan, reveling in the love and warmth of appreciative adult children and astonishingly cute grandkids.

Do any of our readers really fall into that definition? As an aviation publication, we are most likely addressing those for whom spending their “golden age” probably includes an airplane, the occasional fly-in breakfast, airshows, and trips to visit kids that live a safe distance away from the peace and tranquility that truly makes up what most dream of as the “golden age.” But, there is another golden age that is in the past, long forgotten by our educational system, but certainly remembered by aviation enthusiasts around the world.

Our “Golden Age” (meaning the one belonging to aviators) took place in the 1930s. Aviation was coming of age, airlines were forming, and pilots were heroes, filling the newspapers (the media, as we know it today, was still 50 years in the future) with thrilling aerial adventures. Air races were the most exciting (and dangerous) sport of the ‘30s, with many major newspapers actually having a dedicated aviation section like the sports pages we enjoy today. Companies like Beech, Cessna, and Piper made national news headlines as race pilots pushed these planes, designed by the original company founders, to their limits. Howard Hughes broke speed records, Emilia Earhart made legendary flights, and Jimmy Doolittle pushed technology to the limits. It was an exciting time that still makes for remarkable stories of courage, heroism, and occasionally tragedy.

But much of the glamor was lost when WWII entered history.

Technological development fell to teams of engineers, planes of destruction were mass produced, and except for the Aces that emerged from aerial combat, aircrews fought and died with little individual recognition or glory. The “Golden age of Aviation” was over. This loss of public interest in aviation persisted up until 1957, when the great national foe of the U.S. launched what was really a worthless piece of space junk known as Sputnik.

By 1958, two major pieces of legislation were passed, one creating NASA and the other creating the FAA. Modern aviation and the “race for space” were now on the scene, and for the first time since the 1930s, the American public was

looking up, not just for airplanes but for specks of light circling the earth. Once again, aeronautical heroes were in the news, as the Mercury Seven made headlines. But the real excitement began on Sept. 12, 1962, when a young President John F. Kennedy committed America to landing astronauts on the moon by the end of the decade. We are now talking about a decade that many of our readers will personally remember.

Despite political and social turmoil at home, the end of “Camelot” by assassination, and an unpopular war in Vietnam, the space race took over the front pages, heroes were born, and an entire nation pulled together to do the impossible. Life magazine became the written word of brave astronauts, and Walter Cronkite became the voice of space travel. The excitement and pride in America was palpable. Flight training and aircraft sales soared. It was a new “Golden Age of Aviation.”

But like the first golden age, it came to an end in the early ‘70s. Moon missions were canceled, and interplanetary space exploration was turned over to the engineers and scientists who launched remarkable satellites and interplanetary robotic space missions. But manned space flight was relegated to low-earth orbit, looking back at our planet, not outward to the planets. To be sure, the Space Shuttle was an incredible machine but soon took on the appearance of “business as usual” as opposed to the real adventure and dangers represented. Astronauts paid with their lives for this casual and politically driven attitude. Robots roam Mars, explore the outermost planets, and have changed our entire understanding of our solar system. Space-borne telescopes have completely rewritten the history of our galaxy and universe, but news coverage has been limited to just a few 90-second slots, crowded at both ends by computer-driven commercials that run longer than the news itself.

The Obama administration officially ended America’s ability to launch manned space flights from U.S. soil, relegating NASA to renting seats on antiquated Russian rockets at nearly $100 million dollars a pop. The International Space Station does remarkable earth science research but has limited manned space flight to low-earth orbit. Funding for interplanetary flight was cut drastically, as NASA’s budget was redirected to programs of social change and near-earth studies. Virtually all the incredible interContinued on Page 13

June 2017

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Calendar of Events Continued from Page 3

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24 — 25

25 — 26 29 — July 4

JULY

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

Q Detroit, MI: River Days Tuskeegee Air Show, Fri. 1 p.m., Sat. & Sun. 3:30 p.m., Detroit riverfront, www.riverdays.com.

Q Everett, WA: FHC Pacific Theater Day, 10 a.m. to 3 p.m., Paine Field, www.flyingheritage.com.

Q Hamilton, MT: Wings & Wheels Airshow, 7 a.m., Ravalli Country Airport, www.wingsandwheelsairshowcom.

Q Latrobe, PA: Westmoreland County Air Show, gates 8 a.m., Arnold Palmer Regional Airport, www.palmerairport.com.

Q Dayton, OH: VECTREN Dayton Air Show, gates 9 a.m., Dayton Int’l.

Airport, www.daytonairshow.com.

Q Bagotville, Quebec: Spectacle Aérien Int’l. de Bagotville, CFB Bagotville, (418) 677-3073, saibagotville.com.

Q Evansville, IN: ShrinersFest Air Show, gates 9 a.m., Evansville riverfront, www.shrinersfest.com.

Q Excelsior Springs, MO: Jesse James Outlaw Airshow, Midwest National Air Center, www.nkcairshow.com.

Q Norfolk, NE: Nebraska Aviation Symposium, various times/venues, www.nebraskaaviationcouncil.org.

Q Battle Creek, MI: Field of Flight & Balloon Festival, gates Thurs. 5 p.m./ Fri. 3 p.m./July 1-4 10 a.m., W.K. Kellogg Airport, www.bcballoons.com.

Q Tyler, TX: Thunder over Cedar Creek Lake Air Show, @6 p.m., (903) 451-3291, www.tocclairsshow.com.

Q Goshen, IN: America’s Freedom Fest, gates 3 p.m., Goshen Municipal Airport, (574) 535-4543, www.americasfreedomfest.org.

Q Cleburne, TX: Grand Texas Airshow, gates 3 p.m., Cleburne Regional Airport, (713) 893-7469, www.grandtexasairshow.com.

Q Traverse City, MI: National Cherry Festival Air Show, airshow 1:15 p.m., West Grand Traverse Bay, (231) 947-4230, www.cherryfestival.org.

Q Newburgh, NY: New York Air Show, gates 9 a.m., Stewart Int’l.

Airport, (321) 395-3110, airshowny.com.

Q Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 4 p.m., Frazier Lake Airpark, free, (831) 637-9822, www.frazierlake.com.

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

Art Nalls Aviation

Continued from Page 4 doubts the top speed of nearly 650 knots (that’s over 720 mph) of the Sea Harrier would leave a Mustang, even one with super powers, in the dust, but what about from a standing start? It might be quite a horse race so to speak.

So the Mustang took to the runway for a few warm-ups and even let some air out of the tires for that additional bit of traction on the payment. The Sea Harrier was towed into position in front of the crowd, with Art Nalls in the cockpit and the next Harrier pilot, Jenna Dolan, in the Super Duty as LSO and safety monitor. It just happened to be Mother’s Day weekend, and Jenna is the proud mother of two fantastic children.

Once the Harrier was started and the final checks completed, it was positioned on the runway, beside the Mustang on the taxiway.

The airshow announcer, Rob Reider, provided a countdown over the airshow announcer system, “3-2-1 GO!” Despite a slight lead off the line by the Mustang, once the Rolls Royce Pegasus spooled up to 103 percent rpm, the race was on! The Harrier easily outran the Mustang before he left second gear. Within a couple hundred feet, the Harrier was easily over 100 mph and left the Mustang grasping for air.

AOPA looking into egregious FBO prices FBOs provide an invaluable service to pilots and local communities, but when AOPA members express concerns, we take them seriously. And we take action.

After receiving a number of complaints from members, AOPA began looking into allegations of high pricing at some FBOs. Our initial research has shown that the overwhelming majority of the industry is doing a great job, but a handful of FBOs, especially those that have recently experienced consolidation at their airport, are imposing excessive prices.

We have already received hundreds of reports from our members, but if you believe you have experienced unreasonable pricing at an FBO, please visit AOPA.org/FBOFees and be sure to include all the pertinent information including date, location, type of aircraft flown, and your specific pricing issue. If you still have a copy of your receipt, please send that as well.

This information will allow us to get a more complete perspective of the problems and where they are, so we can engage with government departments and agencies as well as the FBO industry to ensure general aviation has unfettered access to airports.

Keep checking AOPA.org for the latest.

The Sea Harrier always draws a crowd.

(Art Nalls Aviation/Lloyd Gill) But it was all in good fun. To top off the races over the weekend, a bottle of 12year-old adult beverage was carried aboard the Harrier on the first day and in the racecar the second day. All members of both the Ford Team and Team SHAR signed and dated the bottle. The final whereabouts of the bottle have not been disclosed, and we assume it is safely hidden, until the next time they meet at an airshow.

If someone asks you to race a Sea Harrier, it might be better to keep the pink slip in your pocket!

Now in his 10th season of airshow performances, those seeking thrills (and noise) that are second to none need to contact Art Nalls Aviation for show details. A visit to www.NallsAviation .com will give you a great introduction to Art and his team of extraordinary pros.

Call 202/213-2400 or email fastjetone@gmail.com.

Mark R. Baker President & CEO, AOPA

*For more information on the Aircraft Owners and Pilots Association HUK [OL PZZ\LZ [OH[ HɈLJ[ `V\Y Å`PUN NV [V www.aopa.org [VKH`

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By Mark Baker

OF

PILOTS ALREADY FLYING UNDER BASICMED In Flight USA Celebrating 33 Years

June 2017

never expires, sometimes life gets in the way, which is why we started our Rusty Pilots Program. This year, we plan to host more than 250 seminars across the country that are about three hours long and free to AOPA members. The program is already responsible for putting 3,500 pilots back in the left seat, and you can find more information at aopa.org/rustypilots.

If you would like to speak to one of our experts, contact the AOPA Pilot Information Center at the dedicated BasicMed hotline at 888/462-3976 Monday through Friday, 8:30 a.m. to 6 p.m., Eastern Time or email them at pilotassist@aopa.org. Our staff is standing by to help.

fter decades of work, BasicMed is finally here, and pilots across the country are jumping on board. The new regulations became effective on May 1, and throughout the following two weeks, per the FAA, more than 5,000 pilots received their certificates to fly under BasicMed – these aviators completed the selfassessment, physical examination, and the online course.

One pilot wrote in telling us he now considers May 1 the date of his second solo. “May 1, 2017 is now a special day for me. It is the date of my second ‘First Solo’ flight, 40 plus years and a couple

thousand flight hours after my very first ‘First solo’.”

Another AOPA member of almost 30 years was recently diagnosed with Type II Diabetes and shared with us his excitement for how “BasicMed has lifted a burden off my shoulders,” after his diagnosis. He no longer feels the stress of jumping “through the hoops to get all of the documentation every year” or feels rushed to get the required paperwork completed properly and on time.

While many pilots are already flying under BasicMed, we know that there are others who still have questions, and that’s why we developed our “Fit to Fly” resources available online at aopa.org/fittofly. There you will find our Pilot and Physician Guide to help both

doctors and aviators understand the necessary steps. We have also worked with the FAA to develop the free online course that BasicMed pilots must take every two years. The course consists of 20 questions and takes about 40 minutes to complete. We also have an online video guide, answers to frequently asked questions, and other resources that should help you complete the process.

Flying under BasicMed starts with the completion of the self-assessment checklist, then getting an examination with a state-licensed physician, and finally completing the online medical education course. Last but not least, make sure you are current, and if you aren’t, sign up for one of our Rusty Pilots seminars.

Even though your pilot’s license

The General Aviation Manufacturers Association (GAMA) praised the U.S. Congress last month for passing the Fiscal Year 2017 Omnibus, providing key funding for general aviation manufacturers in safety, certification, and alternative fuels.

The bill, which now heads to President Trump for his signature, will fund the U.S. government through Sept. 30, 2017.

The bill provides $1.29 billion for aviation safety activities, including $1.5 million of that amount for six additional full time equivalent (FTE) positions to support the certification of new technologies. The measure also directs the Federal Aviation Administration (FAA) to work with industry to achieve the goal of

improving the effectiveness and efficiency of product certification, including fuller utilization of organization designation authorization (ODA), something for which GAMA has strongly advocated.

Additionally, the measure emphasizes the importance for FAA to continue to “strengthen international aviation safety cooperation and improve the flow of aviation products globally through strategic engagement with the European Aviation Safety Agency (EASA), Transport Canada Civil Aviation (TCCA), and National Civil Aviation Agency of Brazil (ANAC).” These efforts should leverage the respective safety competencies of bilateral safety partners

to streamline validations of products and reduce burdensome and duplicative work by regulatory specialists.

The bill also provides $7 million for NextGen – Alternative Fuels for General Aviation, $1.2 million more than the request. This funding will ensure that the necessary aircraft and engine testing is undertaken to support required FAA approvals and authorizations for the transition of the piston aircraft fleet to an unleaded aviation fuel.

The explanatory statement accompanying the bill includes by reference language that raises concerns about the removal of the U.S. air traffic control system from the Federal Aviation

Administration, citing removal as “fraught with risk, could lead to uncontrollable cost increases to consumers, and could ultimately harm users of and operators in the system, including the flying public, the aviation community, FAA's workforce, and the small towns in rural America that rely on access to the national air space.”

“We appreciate the strong support shown by Congress in this omnibus measure for general aviation, especially in the critical areas of safety, certification, and the transition to an unleaded avgas and in raising strong concerns about the attempt to remove the U.S. air traffic control system from the FAA,” GAMA President and CEO Pete Bunce said.

Hartzell Propeller President and Tailwind Technologies Chief Operating Officer Joe Brown testified on May 17 before the U.S. House Transportation and Infrastructure Committee at a hearing titled, “The Need to Reform FAA and Air Traffic Control to Build a 21st Century Aviation System for America.”

Brown, whose company’s origins are linked to the Wright brothers and their pioneering work in Dayton, Ohio, provided the committee with a unique perspective as a businessman, private pilot and citizen.

“Aviation is more than a business interest,” said Brown. “I am a pilot and

fly 400-plus hours a year in the U.S. airspace system. I am in an airplane almost every week, typically multiple times per week, utilizing the full range of the air traffic control system.”

In addition to being on the General Aviation Manufacturers Association (GAMA) Board of Directors, Brown is also a former GAMA Chairman, sits on the board of the Experimental Aircraft Association and is a member of the Aircraft Owners and Pilots Association, the Seaplane Pilots Association and The Recreational Aviation Foundation.

Remarking about the importance of the U.S. airspace system, Brown said

jobs and continuing investment in the U.S. aviation system depend on a robust, stable and predictable climate for all U.S. airspace users. His said his business and customers exist because the people of the United States, the Congress and the Federal Aviation Administration (FAA) have made it possible for citizens to use the skies freely as commerce corridors and they do so in volumes that no other country can match.

From his perspective as a private pilot, Brown explained to the committee the ease of using the U.S. air traffic control system, which allows him — and 580,000 other pilots — to file a flight

plan in as little as five minutes before his departure or days before from an app on his smart phone. He then receives a text back of his expected route.

“In this country, you can fly when you want, where you want, utilizing a vast array of scheduled service, on demand and private aviation solutions,” he said. “Once airborne, air traffic control knows who I am, where I am and where I am going before I even call them, through a potent combination of ADS-B radar and talented controllers.”

An experienced user of new technologies, Brown told the committee that Continued on Page 9

President and CEO AOPA

GAMA PRAISES U.S. CONGRESS FOR PROTECTING IMPORTANT AVIATION PRIORITIES

AND

GAMA BOARD MEMBER TESTIFIES ABOUT U.S. AIR TRAFFIC CONTROL SYSTEM

FUNDING

THE

PIPER AIRCRAFT ANNOUNCES WILLIAM T. PIPER SCHOLARSHIP RECIPIENT June 2017

Last month, Piper Aircraft announced that the annual William T. Piper Scholarship has been awarded to Vero Beach High School senior, Miss Lorena Molina of Vero Beach, Florida.

For more than 20 years, the William T. Piper Scholarship has been offered annually to a graduating high school senior. Today the scholarship is available to a graduating senior of Vero Beach High School, Sebastian River High School, or Indian River Charter High School. The scholarship award is for $1,000 per year and is renewable for up to four years.

Applicants must demonstrate strong academics, exhibit leadership abilities, be able to show involvement in the community and have extra-curricular activities.

Additionally, applicants must submit an essay describing the student’s greatest

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success thus far.

“This year we received over 40 highly qualified applications for the William T. Piper scholarship”, said Jackie Carlon, Director of Marketing and Communications. “Members of Our Community Outreach Committee carefully reviewed each application and considered all of the eligibility criteria. We were beyond impressed at the quality of the applicants as well as the level of their community involvement and their commitment to continuing their education.

We congratulate Miss Molina on her hard work and success thus far and we look forward to her continued growth and the advancement of her education.”

For more information about the company’s scholarship program, visit www.piper.com

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GAMA Board Member Testifies Continued from Page 8 NextGen is working and delivering real benefits, something he has heard others in the aviation industry say, including airline executives and the president of the Air Line Pilots Association. While some argue that an organization model like NAV CANADA would improve U.S. air traffic control modernization outcomes, Brown said that in most cases, NAV CANADA has taken technology invented by the FAA and deployed it.

“The system needs and scope are totally different in each case, with NAV CANADA managing far less complexity,” he said. “Different challenges require different solutions and ours are working well for our needs, thanks to FAA and its tremendous controller workforce, its research and development efforts, strong involvement from the industry and strong oversight by Congress.”

Brown believes that the U.S. skies belong to the people and should be managed by their elected representatives and the FAA, which can balance collective interests and adjudicate access. He said he finds the proposal to privatize air traffic control on principle, “deeply troubling” due to the nature of the proposed new entity that would oversee the system, the transition time to the new system, the financial risk involved in such a transition and the overall costs and benefits of such a change.

“As I business man, I consider risk/reward relationships in every deal

that we do,” said Brown. “I believe it is imprudent to take five-to-seven years to, at best, get the same car with a new paint job while also delaying progress on modernization and other pressing priorities we face right now.”

Brown disagreed with the conclusion that the FAA Air Traffic Organization would benefit from a lengthy and radical change. He said the FAAAir Traffic Organization has considerable strengths, but there are weaknesses that need to be addressed, which is why he advocates that Congress and industry work to move forward together considering the March 2017 recommendations of the Management Advisory Council (MAC).

“The United States does indeed possess the safest, most cost effective, most technically advanced air traffic control system in the world, bar none,” Brown testified, in closing. “I commend all of the ATO stake holders for capitalizing on this national treasure and doing their jobs with such incredible expertise, and I thank in particular the controllers for moving us safely through the skies.

Models like the NextGen Advisory Committee are working and we should look for opportunities to build on these examples and tackle the kind of challenges FAA’s MAC has outlined. This year, as Hartzell Propeller celebrates its 100th anniversary, I look forward to working with all of you to maintain this leadership.”

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THE FAA CONDUCTS DETECTION RESEARCH ON UNMANNED AIRCRAFT

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June 2017

Last month, the Federal Aviation Administration (FAA) and its partners conducted detection research on unmanned aircraft (UAS) – popularly called drones – at Dallas/Fort Worth International (DFW) Airport.

The DFW evaluation is the latest in a series of detection system evaluations that began in February 2016. Previous evaluations took place at Atlantic City International Airport; John F. Kennedy International Airport; Eglin Air Force Base; Helsinki, Finland Airport; and Denver International Airport.

Drones that enter the airspace around airports can pose serious safety threats. The FAA is coordinating with government and industry partners to evaluate technologies that could be used to detect drones in and around airports.

This effort complies with congressional language directing the FAA to evaluate UAS detection systems at airports and other critical infrastructure sites.

At DFW, the Texas A&M UniversityCorpus Christi UAS test site performed the flight operations using multiple drones.

Gryphon Sensors was the participating industry partner. The company’s drone detection technologies include radar, radio frequency and electro-optical systems.

The FAA’s federal partners in the overall drone detection evaluation effort include the Department of Homeland Security; the Department of Defense; the Federal Bureau of Investigation; the Federal Commun ications Commission; Customs and Border Protection; the Department of the Interior; the Department of Energy; NASA; the Department of Justice; the Bureau of Prisons; the U.S. Secret Service; the U.S. Capitol Police; and the Department of Transportation. The work is part of the FAA’s Pathfinder Program for UAS detection at airports.

The FAA intends to use the information gathered during this assessment and other previous evaluations to develop minimum performance standards for any UAS detection technology that may be deployed in or around U.S. airports.

These standards are expected to facilitate a consistent and safe approach to UAS detection at U.S. airports.

What might happen if a drone hits a person on the ground? What’s the risk of serious injury? Although the Federal Aviation Administration (FAA) can’t yet definitively answer those questions, studies by a consortium of leading universities have made a start toward better understanding the risks of allowing small unmanned aircraft – or drones – to fly over people.

The consortium that conducted the research includes the University of Alabama-Huntsville; Embry-Riddle Aeronautical University; Mississippi State University; and the University of Kansas, through the Alliance for System Safety of UAS through Research Excellence (ASSURE). ASSURE represents 23 of the world’s leading research institutions and 100 leading industry and government partners. It began the research in September 2015.

The research team reviewed techniques used to assess blunt force trauma, penetration injuries and lacerations – the most significant threats to people on the ground. The team classified collision severity by identifying hazardous drone features, such as unprotected rotors.

The group also reviewed more than 300 publications from the automotive industry and consumer battery market, as

well as toy standards and the Association for Unmanned Vehicle Systems International (AUVSI) database. Finally, the team conducted crash tests, dynamic modeling, and analyses related to kinetic energy, energy transfer, and crash dynamics.

When the studies were complete, personnel from NASA, the Department of Defense, FAA chief scientists, and other subject matter experts conducted a strenuous peer review of the findings.

The studies identified three dominant injury types applicable to small drones: • Blunt force trauma – the most significant contributor to fatalities • Lacerations – blade guards required for flight over people • Penetration injuries – difficult to apply consistently as a standard The research showed multi-rotor drones fall more slowly than the same mass of metal due to higher drag on the drone. Unlike most drones, wood and metal debris do not deform and transfer most of their energy to whatever they hit.

Also, the lithium batteries that power many small drones need a unique standard to ensure safety.

The team recommended continued Continued on Page 14

FAA ISSUES STUDY ON UAS HUMAN COLLISION HAZARDS

FAA UNION TELLS HOUSE TRANSPORTATION COMMITTEE NOT TO PRIVATIZE ATC SYSTEM

June 2017

www.inflightusa.com

Mike Perrone, national president of the Professional Aviation Safety Specialists, AFL-CIO (PASS), issued a statement on May 17 strongly opposing any plans to privatize the U.S. air traffic control system (ATC). PASS, the union that represents 11,000 employees at the Federal Aviation Administration (FAA), released the statement in response to the the House Transportation and Infrastructure Committee hearing on the FAA reauthorization.

“The FAA employees represented by PASS ensure that this country's National Airspace System is operating safely and efficiently every day,” said Perrone.

“Stripping air traffic control from the federal government will only introduce uncertainty and risk into the world's safest and largest aviation system.”

PASS's statement covers a variety of topics, including the economic impacts of a privatized ATC system, concerns with a lack of congressional oversight, possible government security issues, and the inherent problems associated with having a corporate board with special interests that would dictate everything from fees to

modernization efforts to safety activities.

Of utmost importance, PASS emphasized that the FAA employees who perform vital aviation safety work must remain federal employees, and that this is critical to a safe and efficient National Airspace System. “The impacted federal employees include those who work closely with aviation systems and equipment on a daily basis–employees who are trained specifically to perform such delicate work with the sole focus on ensuring the safety of the flying public,” said Perrone. “It is unfathomable–even dangerous–to consider gambling with the future and safety of our air traffic control system through privatization.”

Privatization proponents also ignore the fact that this ATC reform proposal would undermine modernization efforts.

“This argument disregards an essential detail: the FAA is making very real progress through the Next Generation Air Transportation System (NextGen),” said Perrone. “This progress–and the corresponding benefits being realized now and in the future–will be forced to a standstill if the system is privatized.”

Since 1977, PASS has represented more than 11,000 employees of the Federal Aviation Administration and the Department of Defense who install, maintain, support and certify air traffic control and national defense equipment,

A

11

inspect and oversee the commercial and general aviation industries, develop flight procedures and perform quality analyses of the aviation systems. For more information, visit the PASS website at www.passnational.org.

P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254

Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor..........................................................................................Annamarie Buonocore Production Editors ..............................................................................Anne Dobbins, Toni Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen Staff Contributors..................................................................................................S. Mark Rhodes, .........................................................................................................Larry Nazimek, Joe Gonzalez, Columnists ....................................Steve Weaver, Stuart Faber, Larry Shapiro, Ed Wischmeyer, ..................................................................................................................Marilyn Dash, Ed Downs, Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing.

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

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

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12

June 2017

In Flight USA Celebrating 33 Years

RED BULL

Flying into Writing By Eric McCarthy

N

ot a lot of flying for me over the past month, but a lot of airplanes nonetheless! The plane I usually fly, thanks to the kindness and generosity of a good friend, has been in the shop for its annual inspection and to have its Garmin G5 replaced. As I mentioned last month, the G5 displayed an overheating problem, indicating that its battery was too hot to charge – this on a day that wasn’t particularly hot… Well, the popularity of the new G5 has led to shortages of repair and replacement units, so it has taken a bit longer for the plane to come back on line. That meant I had to seek to slake my thirst for aviation elsewhere – and fortunately, we were blessed with an embarrassment of riches when it came to aviation events this spring in Southern California – so much so, that I couldn’t even begin to attend them all!

There was the LA County Airshow, held at the William J. Fox Airfield in Lancaster (KWJF); the 25th Annual Riverside Airshow (KRAL); the Red Bull Air Races held in San Diego Bay; the AOPA Fly-In in Camarillo (KCMA); the 60th Annual Planes of Fame Airshow at Chino (KCNO); and the Hanger 24 Airfest at Redlands Municipal Airport (KREI). I was fortunate to attend two of them: the Red Bull Air Race in San Diego and Planes of Fame show in Chino.

Red Bull Air Race

With the local knowledge of my good friend, Jerry, a fellow CAP squadron-mate and life-long San Diegan, we staked out a great, bay-front location at Ferry Landing on Coronado to watch the races. A little later, my son, Matt, and a bunch of his friends from SDSU joined us. The weather was perfect – sunny and warm with a light breeze. San Diego seems to be the perfect place to hold the races – reliably nice weather (arguably the best in the country!), a great venue with plenty of places for spectators to watch from on both sides of the bay, and a world-class city steeped in aviation history: Charles Lindbergh’s trans-Atlantic “Spirit of St. Louis” was built there by Ryan Aircraft, and Consolidate Aircraft was San Diego’s largest employer in 1941, producing the iconic PBY Catalinas and B-24 Liberators. From our perspective on Coronado, the backdrop of downtown San Diego just added to the excitement, as the impressive race speeds were enhanced when viewed against the tall buildings on the shoreline.

AND

The races began with the Challenger Cup qualifiers. The Challenger class is an opportunity for the next generation of pilots to qualify for the Master Class. The Challenger Cup pilots fly Extra 330LXs, a slightly lower-performance aircraft than the Masters fly, but it is still very exciting to watch as they carve through the gates of the racecourse.

The Master Class is comprised of 14 of the world’s best pilots, 13 flying Edge 540s, and one an MXS-R, dubbed the Edge Beater. Many of the pilots have a military and/or airline (or both) background, although some, like my hometown favorite, Michael Goulian, come from an airshow background.

Mike’s a Boston-born and bred performer with an impressive resume to say the least! A seven-year veteran of the Red Bull Air Races and a former U.S. National Unlimited Aerobatics Champion, he’s been awarded the triple crown of airshow honors: the Bill Barber Award, the Art Scholl Memorial Award, and the ICAS Sword of Excellence for his consistently exciting and precise performances. He’s also just a nice guy and serves as AOPA Ambassador. Both of my sons have met him, and he couldn’t have been more gracious in taking the time to talk with them. My eldest son, Mike, even got to fly with him once – I had arranged for Goulian to take him for a light aerobatic experience in his Citabria; unfortunately, as soon as they broke ground, a snow squall hit the airport (KBED) and all he got was a lap around the pattern. Nonetheless, it remains an experience he’ll treasure forever.

We were there for the Round of Eight featuring races between Martin Sonka and Yoshihide Muroya, Petr Kopfstein and Matthias Dolderer, Kirby Chambliss and Nicolas Ivanoff, and Michael Goulian and Peter Podlunsek.

Goulian had one of the fastest times, but unfortunately, he clipped gate seven, and the three-second penalty took him out of the running. It was a great event, very exciting to watch in-person!

Yoshihide Muroya would eventually take the podium, beating Petr Podlunsek’s time by almost two seconds!

The Planes of Fame 60th Anniversary Airshow

The day dawned cold, gray, and breezy. While the visibility beneath the ragged clouds was good, it certainly didn’t look like a great day for an airshow.

PLANES

OF

FAME

But that didn’t prevent the throngs of Warbird enthusiasts from making their annual pilgrimage to The Planes of Fame Airshow at Chino Airport (KCNO) May 6 and 7. Attendance at the 60th Anniversary of the airshow was estimated at about 26,000, and I’d venture that none left disappointed! All of this took place despite the attempt by several Chino Airport tenants to halt the airshow via a lawsuit alleging the airshow adversely impacts their businesses by effectively shutting down the airport for the weekend.

I’m not in marketing, but it seems to me that this was not really a good idea; from the social media comments I’ve seen, it seems they may have hurt their businesses themselves, as many commenters indicated that they would boycott these businesses because of the lawsuit they brought against this beloved event… The sad news is, even though they put aside their differences to allow the show to go on this year, the lawsuit remains open for next years’ airshow.

Hopefully, an amicable resolution will be found long before next years’ event.

The airshow started each day with a formation of three of the museum’s matchless treasures: the 1933 Boeing P26 Peashooter, the Seversky (later, Republic Aviation) AT-12, and perhaps their most unique aircraft, the Northrop N9MB flying wing, predecessor to the Northrop B-2 Spirit stealth bomber by 45 years. Each of these, and many of the other aircraft in the museum, are the sole remaining flying example of the type – the only examples in the world still flying! Pretty amazing!

Following that, well, it was just an party of flying warbirds! Total sensory overload! I mean, who among us doesn’t anxiously search the sky when we hear the unmistakable sound of a P-51 Mustang approaching? Well, how about seven or eight P-51 Mustangs, in the air with three P-40 Warhawks, a couple of P38 Lightnings, a P-63 King Cobra, a pair of SBD Dauntless dive bombers, a TBM Avenger, a Spitfire, two Mitsubishi Zeros, two B-25 Mitchells, two C-47s, a PB4Y-2 Privateer, five F4U Corsairs, an AD-4N Skyraider, an F-86 Sabre, a MIG 15, a CT-133 Shooting Star – the list goes on and on! Dozens in the air at the same time! Absolutely incredible!

Mixed in with all the low-level “banana” passes were aerobatic demonstrations from Rob Harrison, the Tumbling Bear, in his Zlin 142C, Kent

Rarest of the rare: N9MB Flying Wing.

(Eric McCarthy)

P26A Peashooter.

(Eric McCarthy)

5 F4U Corsairs in formation.

(Eric McCarthy)

Kirby-Chambliss Knife-Edge Pass.

(Eric McCarthy)

Mike Goulian Powering (Eric McCarthy)

Mike Goulian Powering (Eric McCarthy)

Pietsch in the Jelly Belly Interstate Cadet with a full aerobatic show with only one aileron, and later, another display culmiContinued on Page 13

June 2017

www.inflightusa.com

13

Editorial: The Golden Age

Continued from Page 6 planetary robotic missions over the last eight years were funded before the last administration came into power. Manned missions to the moon and Mars were severely curtailed, with only a small budget allocated to continued development of the Space Launch System (SLS) and Orion Spacecraft, relegated to an asteroid-capture mission in the undefined future.

But that has changed. It can be said that President Kennedy and President Trump have at least one thing in common (don’t get mad, keep reading), in that they both set impossible demands upon NASA based upon a complete lack of knowledge concerning engineering and space travel. But both seem to have an innate understanding that America needs a challenge that cannot be met… until it is. For President Kennedy, it was the moon. For President Trump, it is Mars. In his typical “ready, fire, aim” method of doing things, President Trump challenged NASA to reach Mars while he is still in office and to make the first flight of the combined SLS/Orion mission (referred to as MS-1) a crewed flight, versus the planned un-crewed flight.

You see, the SLS is bigger and more powerful than the Saturn V, our first moon rocket, and the Orion is an interplanetary spacecraft capable of flights to Mars. Did you know that the Orion has already conducted its first test flight, traveling more than 3,600 miles from earth, 15 times higher than the typical Space Shuttle mission? As a crewed flight, the first SLS/Orion mission would not be a low-altitude test. It would be a threeweek trip to the moon to establish a deep retrograde orbit around the moon that takes the spacecraft 40,000 miles deeper into space than ever traveled before by astronauts, and then return at a higher speed than any other spacecraft in histo-

ry. Quite a challenge!

Earlier this month, In Flight USA was invited to attend a teleconference held by Acting NASA Administrator Robert Lightfoot and Associate Administrator of NASA’s Human Explorations and Operations Mission Directorate, William Gerstenmaier. This writer participated in that conference, along with many technical and scientific journalists and the mainstream media. The purpose of the meeting was to inform the press as to the joint decision made by NASA and the Administration regarding making MS-1 a crew- carrying mission. The condensed version of the meeting was, no, MS-1 will not be a crewed mission. But that was, in this writer’s opinion, the least important part of the story.

I have attended several NASA briefings and personally “flown” the Orion hot mockup at the Johnson Space Center.

While the Orion Project personnel I met at JSC were very enthusiastic about Orion and upcoming missions, the official tone was to downplay crewed missions and concentrate on near-earth sciences. In other words, the “Air and Space” part of NASA were officially in the background. Not so anymore.

NASA’s budget has been increased for interplanetary explorations. Studies through space-based telescopes and interplanetary probes are increased.

Mr. Lightfoot and Mr. Gerstenmaier spoke with the unbridled enthusiasm of engineers, not politicians. You see, they found that the flight could have been made with astronauts on board. The systems are up and running. They found steps that can be taken to accelerate a trip to Mars. One could clearly hear, in tone and content, that these two engineers were finally doing what they had signed up to do. The asteroid-capture mission has been canceled and social projects Continued to Page 14

Flying Into Writing

Continued from Page 12 nating in a landing on top of a pickup truck, and Philipp Steinbach in his newly developed, sleek composite Game Bird GB1. Not to be upstaged, the warbirds got into the act as well, with aerobatic displays by the Saunders Sea Fury, the F4U Corsair, the F7F Tigercat and the T33 Shooting Star.

And then there was the Heritage Flight, featuring two P-51 Mustangs and the F-35 Lightning II. There’s no mistaking when an F-35 launches to join the fun – no one’s better at turning fuel into noise than the U.S. military! I’m talking about

a deep, loud rumble that you not only hear, but feel deep in your chest.

Then there are the static displays: a C-130J, three C-47s, a T-28 Trojan, an OV-1 Mohawk, a Stearman, an FW-190, Yak 3s, Tigercats, a Lancair IV-P, P-38 Lightnings, Les Whittlesey’s immaculate Lockheed 12A Electra Junior – I’m out of breath just reciting the list – and that’s not even close to a complete list! There was so much going on there that I’m certain I missed something!

Looking forward to next year!

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Editorial: The Golden Age

Continued from Page 13 reduced. In other words, “Air and Space” are back in the picture. So why not a manned flight?

Basically, NASA wants to “stress” the MS-1 components to the limit, making sure that everything works to the maximum degree, without endangering astronauts. This path will shorten the time to a Mars mission, allowing this single flight to accomplish what might take multiple crewed flights with incremental testing. It makes sense. The actual launch of MS-1 has been pushed back to 2019, but the net time line will benefit. It was interesting to note that the professional air and space journalists asked technical questions, were obviously well informed and understood how our national interest is involved. The mainstream media asked primarily social questions, “couldn’t the money be better spent on global warming issues?” and showed a stunning lack of technical expertise, “why not just use the Space-X

rockets for the moon trip?” tantamount to asking, “why don’t we just use a Cessna 150 to carry 350 passengers across the ocean at 500 knots and 35,000 feet?”

The proposed NASA budget shows that America is ready to once again, assume leadership in space and science. It is important to remember that NASAbased expenditures pay back dividends many times over in contracts to non-governmental businesses, increases the demand for well-educated professionals, and creates high salaries that pay taxes into local communities. It worked the last time and can work again. Are we about to enter another “golden age” of aviation and aerospace interest? It is hard to say in today’s world where entire stories existing in a single Twitter statement or the inexcusable behavior of a celebrity captures the headlines for days. But it is fun to think of interplanetary space travel becoming real and a country that once again is proud of being a world leader.

FAA Issues Study

Continued from Page 10 research to refine the metrics developed.

The team members suggested developing a simplified test method to characterize potential injury, and validating a proposed standard and models using potential injury severity test data.

The second phase of ASSURE’s

research is set to begin in June 2017, and will examine the risks of collisions with aircraft.

The report on the ASSURE research and two video files are available at http://pr.cirlot.com/faa-and-assureannounce-results-of-ground-collisionstudy/

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WHY DO AIRPLANES STILL CRASH?

In Flight USA Celebrating 33 Years

June 2017

W

By Michael Jahn

hy do airplanes still crash?

Well, to answer that question, the flying community needs to understand that in a general sense, they don’t. However, pilots do.

Yes, I get it, notwithstanding the rare event where a maintenance issue or a failure of a component brings an aircraft down, the point still remains. Pilots crash.

Thank the universe that most aircraft accidents do not kill.

I believe pilots crash airplanes because of a deficiency somewhere, a failure to calculate, a failure to plan, a failure to observe, and/or a failure to meet targets. Underlying all these generalizations is my belief that somewhere in the process of learning to fly, the full understanding of any subject may have been missed, lost, or in fact, learned incorrectly. To some extent, I blame the institutions that guide us for missing the point.

Take density altitude for example.

When I take note of all the conversations I hear or the teaching paths I see, I can’t help but feel we could do better.

As we approach some runways, there are signs that say “Check Density Altitude.” These signs are important and appropriate; however, many times they miss the mark. I often think, wouldn’t it be better if the sign said, “Hey Mr. Pilot, have you done all the performance calculations for your takeoff today?”

You see, just because I know the Density Altitude Sign tells me the “Density Altitude is 7,900 feet” today, does not tell me if my airplane will get airborne today.

To understand “Density Altitude,” one must first understand its intent of value, and that is really a first step in understanding aircraft “performance.”

Performance could be described as the ability of any particular aircraft to accelerate and climb, which to my way of thinking and understanding is a big deal.

To teach and understand density altitude, learners need to understand altimetry and the concept of the changing atmosphere as it constantly changes its pressure. Instructors and pilots hugely misunderstand the Kollsman window and altimeter settings…

Next, we have to get our head wrapped around how less air means less power. Less air comes from less pressure, and that changes based on atmospheric

pressure and/or altitude.

Next comes temperature. It seems that most grasp this part of the conversation, but I ask the next question… Does humidity affect the pressure/temperature/ performance calculation? Of course it does, but why is it often not discussed?

Why are there no real calculations offered or made?

Now don’t let me get carried away.

There are many more continuations of this discussion. I however intended to present to you simply that sometimes as pilots and instructors we fail to teach the very important basic aspects of a subject, and the institutions attempt to fill in some of the gaps.

It is still a presumable fact that this year some pilot will ask his or her airplane to lift itself into the air without enough performance to do so… and there will be a crash… (Note: the airplane did not have a choice in the matter). And this is what I/we hope to stop.

Now I want everyone to know, and kudos to the FAA for all the new effort in publications, the Pilot Handbook of Aeronautical Knowledge, specifically, chapter four shows what I think is greatly improved material for our learning.

(Available, for free remember, right off the www.faa.gov website). However, at the conclusion of the PHAK information on this subject, there is a link to calculations that includes how to adjust density altitude for a change in humidity. Isn’t that so special? Two things make me wonder.

1. The link is not user friendly, and the end result of using the link only gives me a number, 7,900 feet density altitude.

It just got adjusted to 8,100 feet.

2. That number, no matter how accurate, still does not tell me if my airplane will get off the ground.

It is so close but yet so far. For the number of accidents to go down, we aviators will need to step up our game.

I digress.

Thank you very much.

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

FLYING

June 2017

I

By David Brown

THE

BRAZILIAN HOTROD

n my logbooks, I have a number of memorable aircraft. One such was Embraer’s Proof of Concept (POC) Super Tucano for the JPATS program.

Engineering prototype PP-ZTW, the EMB 312.161, had a checkered career, starting life as a standard Tucano with a 750HP PT6A-25C. It had later been modified with a Garrett TPE-331 turboprop of 950 SHP as a prototype for the Shorts Tucano. Now for the JPATS competition for the U.S. Military, which specified a maximum speed in excess of that attainable by the RAF version, Embraer had decided to bite the bullet and shoehorn a monster 1,600 SHP PT6A-67R into the Tucano. This stretched the nose by more than a foot and required a deeper inlet under the nose. This stupendous SHP was transmitted to the air through a five-bladed Hartzell propeller. With the longer nose and increased solidity of the fivebladed propeller up front, directional stability was degraded, so a three-foot plug was incorporated into the rear fuselage, and a pair of ventral fins added under the rear fuselage. The Genealogy of this aircraft was pretty unique. When I flew this aircraft, there was a quartet of manufacturers’ nameplates under the port horizontal, representing the four different standards of the aircraft.

As befits a much-modified flight test aircraft, the cockpit was mainly standard Tucano with round gauges rather than the glass cockpit that would come along with the JPATS prototype aircraft (I was to fly this one later) and the aircraft had a Brazilian registration PT-ZTW for demonstration purposes. Some systems had been upgraded while others remained standard Tucano. PP-ZTW did have a single-power lever to control the engine, Martin-Baker Mk 10 zero-zero ejection seats, OBOGS to produce oxygen and to eliminate the constant need for refilling oxygen bottles and a new air conditioning system fed by an inlet behind the canopy.

But it was not pressurized.

With the increased performance, the big question in my mind was whether a student pilot could cope with the effects of the power and torque. Remember that the 1,600 SHP was more power than the P.51. A loaded wartime P.51 could weigh in at a typical 10,400 pounds, and a 1,490HP Packard-built Merlin Engine powered it.

The POC weighed 6,390 pounds and had 1,600 Shaft Horsepower. At low altitude, the performance promised to be extraordinary. Now Embraer had taken the precaution on the Tucano of mount-

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Chief Test Pilot Gilberto Pedrosa Schittini, the author and Embraer Flight Test Engineer Mauro Mezzacappa at SJ Dos Campos (David Brown) ing the engine with three degrees of right offset and tilted the engine centerline a couple of degrees down to reduce torque effects. Coupled with the relative ease of flying an aircraft with a nosewheel and a wide track main gear, the effects of torque would not be as bad as the taildragger WWII fighter, which led to a horrendous attrition rate during training.

This was the aircraft I flew in Brazil, at Embraer’s engineering and Flight Test Center at San Jose dos Campos, on a hot and humid (31 degrees C) day in April (this of course was fall in Brazil). I flew from the front seat with Gilberto Schittini, the Embraer Director of Flight Operations, in the rear seat. At the time of my flight, the flying control system was being fine-tuned. Modifications included a stronger down spring in the pitch circuit, and the horn-balanced ailerons, which had previously caused complaints of high aileron forces that had been replaced. The new ailerons from the EMB 312A had full deflection increased to 15 degrees down and 25 degrees up.

Although more effective, these ailerons had caused overbalance and buffet at full deflection. To cure this, a row of sharksteeth vortex generators some 20mm high had been fitted to the undersurface of the wing forward of the ailerons.

The PT6A-67R was rated for 1,600 SHP at sea level. At this stage of test flying, operations were restricted to positive g by the gearbox oil system, which had failed twice under sustained negative g and zero g maneuvers. As this was the sole example of a –67R, use of sustained maximum power was to be avoided. The production FADEC, which would automatically keep production engines within temperature limits, was not yet available, so the pilot had to be alert at all times at high power to avoid breaking the T5 limit.

The Super Tucano was a big airplane. ZTW had a sporty blue paint scheme adorned with yellow lightning bolts sizzling down the fuselage. The wingtips carried a pair of Flight Test booms with yaw and sideslip vanes.

Boarding was easily accomplished over Continued on Page 18

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June 2017

In Flight USA Celebrating 33 Years

Flying the Brazilian Hotrod Continued from Page 17 the trailing edge of the left wing via a step at the left-wing root and a springloaded handhold. Entry to the cockpit was simple with the sideways-opening canopy opening to the right. Strapping into the Martin-Baker Mk 10 rocket ejection seat with its leg restraint garters took some time. The front cockpit was roomy enough even with the bulk of G-suit, boots, and helmet. I adjusted the rudder pedals and then hit the electric switch to lower the seat until I could get a clenched

fist between my helmet and the canopy.

The cockpit was logically laid out, with the throttle to the left, systems on the right console, and standard flight instruments on the main panel. The throttle incorporated a switch for the rudder trim.

Starting the Super Tucano

With external power connected, the canopy was closed and locked. Solar heating added to the high temperature in the cockpit and the temperature started

rising. With 1,146 pounds on fuel on board, I switched the flight test instrumentation to ON, then the fuel boost pumps and the auxiliary fuel pumps.

Actuating the starter switch at the front of the left-hand console initiated the start.

The propeller, still feathered, started to rotate. At 15 percent NG (gas generator speed) the power control lever (PCL) was moved out of the cutoff position, and there was a muffled roar as the engine lit up. Once the engine had reached idle, the OBOGS, ECS bleed air, generators, and

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Standard Tucano PT-ZTT was the second aircraft on the demonstration tour with Embraer Test Pilot Alameda about to take a passenger for a demonstration at NAS Corpus Christi. Embraer and Northrop pilots flew a total of 92 sorties in the six weeks the team criss-crossed the U.S. A small group of Embraer mechanics, and Northrop crew chiefs Jim Johnston and Dave Maurice kept the aircraft flying throughout the tour.

(David Brown) inverters were switched on. The whole procedure was commendably simple.

One interim flight test switch (ground/flight) needed to be moved to ground to reduce the prop pitch during taxi to avoid gaining too much speed.

Within a few seconds, the ECS had thankfully started to reduce the temperature in the cockpit. I released the parking brake and taxied forward, checked the brakes, and turned left along the ramp.

Nosewheel steering through the pedals was precise, and visibility over the nose was excellent. On the taxiway, the PCL was modulated to keep the speed down during taxi without requiring the brakes.

At the runup point, I took out my ejection seat pin and inserted it into a receptacle on the right console, thereby extinguishing the last warning light on the warning panel. My seat was now armed. I checked the flight controls for full travel, extended the flaps to the 23 degrees takeoff position, and set the propeller ground/flight switch to flight. I set the allimportant rudder trim to three divisions right, using the slide switch on the front face of the PCL. Once on the runway, I allowed the aircraft to run straight for a few yards, as the PCL was progressively opened- up to full power. The constant-speed prop wound up to 1,700 rpm and stabilized.

Noise level increased markedly, and a strong acceleration pushed me back in my seat. Right rudder was progressively applied in anticipation of the expected swing to port. I was attempting to watch T5 and torque as well as keeping straight.

No difficulty was experienced initially in keeping straight, but once above 80 percent torque, the acceleration increased markedly, and the nose started to veer Continued on Page 19

June 2017

www.inflightusa.com

Flying the Brazilian Hotrod

Continued from Page 18 left. I strained to get the last bit of right rudder to keep straight. The dragster-like acceleration continued.

At 80 knots, a slight rearward movement of the stick was enough to start rotation, and the Super Tucano leaped into the air. With positive climb established, I raised the gear, then the flaps, and eased the PCL back to keep T5 out of the yellow arc on the dial, to conserve engine life on this sole –67R. I set up to climb initially at 120 knots, increasing to 140 knots as we headed for the test area, trimming out in pitch with the coolie hat electric trim on the stick. My left hand tweaked the rudder trim on the PCL to center the ball as speed increased. I liked this arrangement for rudder trim. By now at 70 percent torque, the Super Tucano was climbing at 2,000 feet/minute, and I was heading for a gap between the puffy building cumulus clouds. At this time of year in Brazil, as regular as clockwork, the clouds would build during the day, culminating in a spectacular thunderstorm in late afternoon. Visibility was excellent through the frameless canopy, and the aircraft was easy to trim in the climb. As the engine torque dropped during the climb, I pushed the PCL forward to maintain power at the upper limit of T5. As we climbed, I experimented with aileron inputs, setting the cowling on the clouds. There was some adverse yaw as I moved the stick from side to side.

I leveled the aircraft at 15,000 feet, now in smooth air above the battlements of puffy cumulus. I intended to look at handling qualities so initiated a Dutch roll with a double-rudder kick. The resulting motion was essentially in yaw, with the nose simply sliding from sideto-side with moderate damping. A sideslip with about half rudder showed that there was dihedral effect but no roll due to sideslip. The nose just slid sideways. At 200 knots, I rolled bank-to-bank through 60 degrees showing a good roll rate, with less adverse yaw than at the lower speed.

Still at 15,000 feet, I pulled the power back to idle and started to slow down to assess the stall warning in the clean configuration. At 86 knots, the audio stall warning sounded. Medium buffet appeared at 82 knots with the stall at 80 knots with full aft stick. Ailerons were effective down to the stall, marked by a mild nose-down pitch. Recovery was achieved with forward stick and increasing power. I was alert for the first sign of a torque roll. There was no tendency to roll, but rudder trim was required to keep the ball centered. Gear and flaps were lowered for another stall

approach at idle power. This time, the audio warning sounded off at 85 knots with buffet at 80 knots and the final stall occurring at 72 knots.

At this point, an AIR COND amber caution warning occurred. Schittini remarked that this was due to the extended time we had spent at low speed, as the air inlet behind the canopy tended to have insufficient airflow at high alpha. So I cleaned up and increased speed. Sure enough, after a few seconds, the light

went out. (The inlet was later revised for the production aircraft and gave no further problems).

Wind up turns to the left and right at 200 knots confirmed that stick forces were pleasantly light at around five pounds/g. Altogether I found the Super Tucano a nice-handling airplane.

Aerobatics were carried out within the engine limitations of no zero or negative g. A series of loops initiated at 200 knots and 15,000 feet showed that a four-

19 g entry was sufficient. The Super Tucano had jet-like vertical performance. It was impressive and dare I say it… fun. There is nothing like drawing great sweeping arcs in the sky to get you in a good mood, and it’s guaranteed to start you grinning gleefully into your oxygen mask as the horizon reappears when you are inverted.

At the top of the loop, I initially tended to overpull into buffet. As the speed altered during the maneuver, it Continued on Page 20

20

In Flight USA Celebrating 33 Years

June 2017

Flying the Brazilian Hotrod

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Continued from Page 19 proved challenging to keep the nose tracking straight. My feet were kept busy on the rudder pedals. Even at cruise power; the Super Tucano had no difficulty in maintaining 15,000 feet after a series of loops. A series of 360-degree aileron rolls using partial stick deflection proved routine. However, Schittini then demonstrated that full-stick deflection in roll caused marked buffet as the ailerons reached full travel. I repeated the maneuver, and the stick was indeed thrashing about and pummeling my gloved hand at full aileron deflection. I confirmed that this was repeatable rolling to left and right. Apart from the buffeting, roll rate was good at 150 degrees/sec, and the aileron forces were light. I had no problem with reaching full-stick travel.

One thing I was looking forward to was the spin. Would the long nose and inertia of the five-blade propeller cause problems and perhaps result in an oscillatory spin? I started slowing at 15,000 feet with flaps and gear up, with the engine at idle and torque back at zero percent. At 68 knots, I pulled the stick full aft and pushed on full right rudder. The Super Tucano yawed to the right and started to spin. The first turn was completed with the nose just below the horizon and the nose progressively dropped into a steeper spin. As the spin progressed, the buffet and rudder forces increased. At the oneand-a-half turn point, I initiated recovery with full opposite rudder and started easing the stick forward. Recovery was classical and completed within half a turn. I climbed back up to 15,000 feet and completed a couple of two-turn spins to left and right. The spin was very well behaved with good recoveries.

It was time to return to base.

Airspace restrictions meant that we had to rapidly get below 8,000 feet, and this was achieved with no drama. Heading downhill, I thumbed back the speed brake switch on the throttle. The bellymounted speed brake kept the airspeed at 200 knots. A speed brakeâ&#x20AC;&#x201C;â&#x20AC;&#x201C;elevator interconnect worked as advertised and kept the nose pointing at the base of a sprouting cumulus without any pitch inputs required on my part.

With the field in sight, I set up for initial and came down the runway at 3,000 feet and 200 knots, rolling into a left-hand break; speed brake extended and throttled back to idle. I rolled out on downwind at 150 knots, dropped the first stage of flap, and then lowered the gear at 140 knots. I rolled onto base leg, stabilizing at 110 knots and maintaining this speed onto final approach, when I lowered full flaps. The drag of full flaps and the propeller at idle

The EMB 312H is seen here over Brazilian countryside near SJ dos Campos before it was ferried from South America, initially to Florida, then California, and then to Ohio for the JPATS evaluation. The Embraer and Northrop Engineers had modified and tweaked the airframe and systems until they conformed to USAF specifications, the ejection seats had been modified to fit the range of pilot sizes specified, and the performance was just as required.

Avionics had been upgraded to a glass cockpit.

(Embraer)

was higher than anticipated, and I advanced the power, holding 100 knots down finals for a touch and go. A smooth touchdown was achieved with impressive elevator effectiveness. I raised the flaps to takeoff (23 degrees) and opened the throttle. Once again, the aircraft accelerated straight until the strong left swing appeared above 80 percent torque.

Deliberately the rudder was not retrimmed during takeoff, and the aircraft was held straight with right rudder. The aircraft continued to drift to the left of centerline, and the left-side runway lights were looming closer until I rotated, and we came off the ground. Once the aircraft was off the ground, the drift to the left continued despite the application of full right rudder, with an estimated 100-plus pounds of foot force until some right bank was added to keep the aircraft over the runway. During climb out, the aircraft was cleaned up, and the rudder retrimmed to get rid of the foot forces. I made a mental note to be careful in applying power for a go-around.

An extended downwind leg due to traffic on long finals confirmed that the aircraft could be trimmed out easily. The excellent visibility from the frameless canopy made it easy to spot the traffic and maintain separation. On final approach, a deliberately missed approach confirmed the need to anticipate the power increase.

A heavy right-foot-pedal force was required to keep straight, but there was no tendency to torque roll. I reduced the power to 80 percent on climb out and retrimmed the rudder to this datum.

A further tight pattern was completed with a steep, full-flap descent from the Continued on Page 21

June 2017

www.inflightusa.com

Flying the Brazilian Hotrod

Continued from Page 20 end of the downwind leg, maintaining airspeed at 110 knots to finals. This landing went well. A final touch and go was carried out with power restricted to 80 percent on takeoff. This time, the foot force to trim was significantly reduced, although the need to anticipate the correction was still present. I finished with a steep curving approach from downwind to a final landing. Light braking brought us to walking pace by the first turnoff.

During the taxi back to the ramp, I experimented with nosewheel steering and differential braking, a combination that would be very effective in maneuvering in confined spaces.

My overall impression of the Super Tucano was very favorable, although the aircraft had so much power that directional handling would need some work before it would be safe for student pilots to be trained on the aircraft. I looked forward to flying the production EMB312H aircraft, which was already on the drawing board with a reduction in horsepower and the incorporation of automatic rudder compensation. Most impressive of all, this was programmed to take just over a year. This would be a fast-paced program after the extended multi-year programs normally associated with aircraft development.

Embraer later flew this aircraft together with a standard Tucano from Brazil to the Embraer facility at Fort Lauderdale in Florida, then Northrop and Embraer jointly conducted a demonstration tour around the States, flying 92 pilots, including journalists, Air Force Generals, Navy Admirals, and VIPs to give them a look at what the airplane could do.

Hurricane Andrew nearly derailed the operation while we were at NAS Pensacola, but we evacuated our people and both aircraft to Perry, Ga. until the danger had passed, then continued westward along the Gulf Coast to Corpus Christi, then to San Antonio and then to California.

A mere 15 months later, I flew the EMB 312H in which the engine had been changed to a version with 1,250 SHP, pressurization was incorporated, a birdproof clamshell canopy added, and a digital avionics suite incorporated.

I flew this aircraft in Brazil, and later flew a handling assessment at Springfield, Ohio prior to its ferry flight back to Brazil.

At Springfield, Ohio, I flew ZTV from the front seat with Kent Crenshaw, Chief Test Pilot for the Super Tucano project.

The aircraft now had a glass cockpit, but the rest of the cockpit was very familiar. We started and taxied out.

Cleared for takeoff, I armed my ejection seat. This aircraft now had Automatic Rudder Trim (ART, which monitored engine power and flight conditions, then automatically added rudder trim, thus taking out most of the foot force needed to keep straight with power changes, and a FADEC controlling the engine).

With up to 100 percent power, feet on the brakes, and engine instruments in

21

the green, I released the brakes. Takeoff was exhilarating.

The FADEC, the ART, and the reduction of maximum horsepower had removed much of the drama during takeoff that I saw on the POC. At 85 knots, I rotated and raised the gear. Rapidly approaching our 160 knots climb speed, I started a climbing left turn for the Springfield VOR. We had clearance from Dayton Approach to work south of the

VOR between 10,000 and 16,000 feet.

Overhead Springfield, I turned right to get us on the radial, and I leveled at 12,000 feet for a series of stalls. I throttled back to idle until at 84 knots, the rudder-pedal shaker started vibrating, followed by increasing aircraft buffet. At 74 knots, the nose finally dropped.

I put flaps and gear down for the next stall. Again, the pedal shaker gave Continued on Page 22

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Continued from Page 21 10 knots warning, and a stall came at 69 knots. There was no wing drop. I cleaned up and climbed back to 15,000 feet.

The controls gave precise response for aerobatics and were still fun. I entered a loop at four g and 220 knots at 12,000 feet. We floated over the top at 90 knots and 14,500 feet. As I progressed onto aileron rolls and Cuban Eights, I noted that the roll rate was good. There was now no buffeting from the ailerons at full deflection during rolls, as I had found on the early standard of the POC. It was a delight to fly aerobatics in this machine.

Spins are always a defining maneuver for a trainer. I pulled the throttle back to idle and raised the nose to slow the aircraft. At 80 knots, I pulled the stick full aft, and pushed on full left rudder. The nose yawed left; we rolled inverted, and entered the spin. Farm fields and woodland rotated dizzyingly beyond the nose.

After three turns, I reversed the rudder and eased the stick forward to neutral.

Recovery took less than a turn. I recovered into level flight at 12,500 feet, added power, and zoomed back to 15,000 feet.

The next maneuver was to be a hands-off recovery. If a student becomes disoriented during a spin recovery and pushes the wrong rudder, all is not lost. You just let go…

That’s what the book said, and what we had briefed, but it still seemed an act of faith as I entered the spin, and after two turns, let go of the controls. In less than a turn, the rotation had stopped, and I gently pulled out of the ensuing dive.

No problem at all.

It was time to get back to Springfield. I turned until Springfield was at our 12 o’clock on the GPS display, thumbed the speed brake switch on the throttle, and pushed the nose down. A couple minutes later, the runways appeared out of the haze. I pulled the airbrake in. Our initial approach was at 2,500 feet and 200 knots. Over the center of the field, I pulled into a two-g left break and brought the power back to idle, slowing for the downwind leg. I dropped the gear at 140 knots, then the flaps. As the touchdown point slid back behind the wing, I started my final turn, slowing to

Specifications of the EMB 312 POC Super Tucano PP-ZTW

Wingspan 36 feet 6 inches Length 37 feet 4 inches Height 13 feet 0 inches Maximum zero fuel weight 5,070 pounds Maximum Takeoff Weight 7,517 pounds Engine PWC PT6-67R of 1600 SHP Armament None Crew 2 PerformanceVa 184 knots Vstall clean 80 knots Vstall (flaps + gear) 72 knots Vno 295 knots at sea level Vdive 367 knots Flap Speed 160 knots Gear Speed 146 knots Service ceiling 30,000 feet

120 knots. Visibility under the bubble canopy was superb, and I could see the runway all the way around the final turn.

Rolling out on final aiming for 105 knots, I added a touch of power, with a blip of rudder trim to keep the ball in the middle.

The Super Tucano touched down around 90 knots, and we shut down with 441 pounds of fuel left after a one-andhalf hour flight. We could have flown much longer.

With sparkling performance, good fuel economy, and viceless aerobatic handling, the aircraft was well worthy of the praise coming from the pilots who had flown it.

However, as it turned out, our JPATS submission was not to win the closefought competition. Northrop cleared me to publish an article on flying the Super Tucano, and that task was completed.

However, our team then moved on to other projects, and our two aircraft were flown back to Brazil, where they were used in developing the A.29A close-support aircraft. Now armed, with a cockpit protected by armor plate, and with an expanded avionics suite, the U.S. Air Force brought the A.29 for use in Afghanistan, where it is giving good service.

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In Flight USA Celebrating 33 Years

E

At Any EAA retail outlet location July 24 - July 30, 2017

June 2017

INAUGURAL U.S. CHINA BUSINESS AVIATION CONFERENCE DRAWS MORE THAN 100 ATTENDEES June 2017

www.inflightusa.com

A

25

By Annamarie Buonocore

s many general aviation enthusiasts know, under the sunny skies of Southern California, lives one of the most dynamic small airports in the country – that would be the Chino Airport. As mentioned on Page 12, this airport has a dynamic history and is home to several businesses, including Threshold Aviation Group, an up-andcoming FBO that is achieving greatness in the world of business aviation.

Last month, a group of more than 100 attendees from the U.S. and China came together in Southern California for the Inaugural U.S. China Business Aviation Conference, where they learned about the growing general aviation industry in China and what it means for U.S. general aviation business. Conversations were initiated, relationships were built, and revenue was generated. Speakers were heard, lessons were learned, and everyone enjoyed good food and company. Attendees had opportunities to tour Southern California and learn about GA in the days prior to the conference, but March 27 and 28 were the days of intense learning and growing.

The two-day conference, which was the first of its kind, started at the firstclass Embassy Suites in Brea, Calif., about 40 minutes from Chino. Attendees filled a lecture room and listened to several speakers who brought notable information to the table. The goal was to educate pioneering aviation entrepreneurs in China about general aviation and give them a solid start to conducting business in their country.

The day started with opening remarks by Professor Yuanyang Gao. Dr. Gao is the Director of the General Aviation Industry Research Center at Beijing University. He has been working with Threshold Aviation Group for nearly 18 months in finding strategic ways to learn from the U.S. General Aviation industry and implement those findings in China. As Threshold’s own Doug Crowther said, “The U.S. is the best and only country to help the Chinese learn about GA.” If anybody embraces this learning opportunity, it is Professor Gao. Further opening remarks came from Supervisor Curt Hagman, Vice-Chair of the Board of Supervisors Fourth District, and Jun Zhang, Vice Secretary General of IAOPA, China. If you think AOPA is doing great things for pilots here on the

Name You’ve The The Company You’ve Relied on for on overfor 25 22 Years Relied Years Now has a New Name Attendees gathered for a delicious meal at Planes of Fame Air Museum where Director Harry Geier, addressed the group.

(Annamarie Buonocore)

Local aviation businesses met Chinese and American attendees by renting booth space for a fun day at Threshold Aviation.

(Annamarie Buonocore)

home front, you’d be surprised of how they are helping pilots grow abroad.

Next, attendees heard from Bradley Harker, a Commercial Officer in the U.S. and Foreign Commercial Service Section of the U.S. Embassy in China. Harker spoke about important pieces of information to know when conducting foreign business. He helped both Chinese and American attendees understand crosscultural commercial relations and how they affect all aspects of doing business.

Threshold Aviation Group understands the importance of knowing the law when doing business, so they arranged to bring an accomplished international trade law attorney to their stage. John Tulac discussed important laws to bear in mind when conducting business overseas. His lecture was certainly an eye opener, and he presented an often-intimidating subject in a way that was easy to understand.

Up next, attendees learned about the Chinese flying community in the U.S., which by all means, has grown stronger in the last decade. More Chinese students are coming to the U.S. to learn how to fly, strengthening the GA industry in both countries. An informative speech by Wei Continued on Page 27

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In Flight USA Celebrating 33 Years

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June 2017

Letters to the Editor

Dear Editor,

As we were saying, today there are so many changes in our aviation community and so many more challenges in selecting or buying the right aircraft.

Ya know, we tell most of you that our phone rings 24/7. Of course we’re challenged on that statement, but we end up being right when we explain that we have clients and customers all over the world. Therefore, time as they say, is relevant.

In the “old” days, the questions were pretty much the same… and usually had to do with helping folks to get “Them” the airplane they needed, instead of the airplane they wanted… and to be honest, after the first 20 years, it started to be easy.

However, this is not the case today, with all the options we have now, engines, aircraft material, kits, etc., we have many more and unusual questions and just as many answers as there are questions.

No, there aren’t right or wrong answers, there are just more of them. Pilots are getting younger, or older, and finances are all over the board. The most important thing hasn’t changed, and that is, what are you going to do with your airplane. I know, it seems like a simple question, but the one thing that hasn’t changed are the answers. More next month!

See you next time!

Over!

LS (Larry Shapiro)

Dear Editor,

DIVORCE – PATERNITY MEN’S RIGHTS If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse.

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Stuart Faber’s April 2017 “Flying With Faber” article brought back many memories for me. My father was stationed on the Presidio of San Francisco from 1971-1972.

We lived in the NCO quarters that overlooked Baker Beach and the Pacific Ocean. I walked many of the same streets as Faber, and my dad’s office was across the street from Crissy Field. It was a regular destination for me as a 14-year old, and I spent countless hours just hanging out to see the occasional Huey UH-1 or one of the fleet of Beechcraft L-23 Seminoles take off or land. There were a couple of good airshows too.

The actual time that Faber and I lived on the Presidio may have been separated by 30 years, but the memories are almost like we walked side-by-side.

Thank you for rekindling some of the most memorable and enjoyable days of my life.

US CIVIL AIRCRAFT SHIPMENTS TO REACH $98.3 BILLION IN 2021 Norbert Stephenson

Advances Will be Driven by Rising Demand for Air Travel in Developing Regions

U.S. civil aircraft shipments are forecast to reach $98.3 billion in 2021, according to Civil Aircraft: United States, a report recently released by Freedonia Focus Reports. Continued gains in world GDP, particularly in developing regions, are projected to boost US civil aircraft production. The US civil aircraft industry is highly reliant on export markets, and hence a growing world economy represents a major driver of US production.

Rising incomes in developing regions such as Asia and Africa boost demand for air transport services, which supports US aircraft orders. For instance, Boeing reports that Juneyao Airlines – a Chinese operator – ordered five 787-9 aircraft in Feb. 2017,

while SpiceJet – an Indian airline – ordered 100 737 aircraft in Jan. 2017. However, domestic producers face significant competition from foreign firms. For example, Boeing competes with Airbus, Embraer, and Bombardier. In addition, a number of countries (eg, Russia, China) are attempting to create or further cultivate aerospace industries. The existence of competitive modes of transport such as high-speed rail in Europe and Asia also constrains demand.

These and other key insights are featured in Civil Aircraft: United States. This report forecasts US civil aircraft shipments and demand in US dollars at the manufacContinued on Page 27

June 2017

www.inflightusa.com

27

Inaugural U.S. China Business Aviation Conference Continued from Page 25 Chen, Founder/CEO of Sky Aviation Corp. helped attendees better understand the needs of foreign students and how they impact the growth of the industry.

Of course taking on such a pursuit as assisting the growth of the Chinese general aviation industry comes with challenges. But Dr. Gao and Threshold Aviation Group see these challenges as opportunities. In the U.S., the free market has helped general aviation prosper and thrive. The Chinese face a very different situation. To help Americans better understand those differences, Paul Fiduccia, the former co-chair of the GA Committee of Aviation Cooperation Partnership (ACP), spoke to the group and broke down complicated economics into easy-to-understand business concepts. Most attendees walked away with a better understanding and a solid action plan.

Perhaps the most notable highlight of the conference was hearing from keynote speaker, Douglas Carr, Vice President of Regulatory and International Affairs at NBAA. Nobody knows business aviation better than NBAA, so being able to listen to his speech on growing business aviation in China and being able to meet him face-to-face made the conference that much more valuable.

After a filling and delicious lunch at the Embassy Suites, attendees reentered the lecture hall where humorously entertaining emcee, Paul Glessner, announced the next lectures for the afternoon. James Jenkins, Director of Airport Operations in San Bernardino County, discussed airport management and other safety issues. His lecture was also an eye opener to the various issues affecting San Bernardino, a popular location for flight. Jenkins made a somewhat boring topic engaging and valuable.

As many have said in times past, engaging schools, community colleges, and universities is a great way to engage young minds and grow the industry of

general aviation. Many would be surprised at the amount of educational opportunities and internships available to students who want to explore aviation as a career. Pete Nichol, Chairman of the Advisory Committee at Chaffey College, announced many of these opportunities that range from speaking to younger students in public schools to internships at some of the most notable aviation organizations in the country. With a strong education system in their country, many Chinese attendees left this lecture feeling empowered as to how they can capitalize on education to grow aviation.

After a break, there was a bit of a disappointment. Here in the U.S., we all know how EAA (Experimental Aircraft Association) has bolstered our industry.

Working on homebuilts and attending AirVenture every year make this industry what it is. Unfortunately, the speaker from EAA, Jim Oâ&#x20AC;&#x2122;Brien, could not make it at the last minute, but two members of the audience filled in with engaging information.

Alex Major of Santa Monica spoke about general aviation going green. While many worry about environmentalism harming the industry, Major proposed a green plan that could potentially save the Santa Monica Airport in the next 12 years. The plan would help quiet aircraft and make neighbors happier with the airport. Another member of the audience discussed aviation insurance, a necessary and important part to any flying hobby or career.

As President of Threshold Aviation, Mark DiLullo, said, â&#x20AC;&#x153;Revenue was generated today.â&#x20AC;? If that is not a success story, then what is? The conference was more than just listening to lectures. It was hands on and filled with action.

Attendees in China had the opportunity to talk to experts and turn in non-disclosure agreements on the spot for various business prospects. One such opportunity came from Rick Cunliffe of Discovery Aviation, a successful aircraft manufac-

US Civil Aircraft Shipments

Continued from Page 26 turersâ&#x20AC;&#x2122; level to 2021. Total shipments are segmented by product in terms of: â&#x20AC;˘ transport jet â&#x20AC;˘ business jet â&#x20AC;˘ helicopter â&#x20AC;˘ turboprop â&#x20AC;˘ piston The scope of this report covers new, completed civil aircraft. Excluded are sales of used aircraft as well as sales of individual engines and other parts.

Unpowered aircraft, unmanned aerial vehicles (or drones), military aircraft, and

space vehicles are also excluded.

To illustrate historical trends, total shipments, total demand, the various shipment segments, and trade are provided in annual series from 2006 to 2016.

More information about the report is available at www.freedoniafocus reports .com/Civil-Aircraft-United-States10829511/ For more information on Freedonia Focus reports or to purchase Industrials Reports visit the Freedonia Group at www.freedoiafocusreports.com or marketresearch.com.

turer. Cunliffe was looking to sell the company, and his speech was compelling. Several attendees presented nondisclosure agreements the next day.

When revenue is generated, a bank is needed. Annie Ye, First Vice President and China Banking Manager at East West Bank, addressed the audience and discussed responsible banking practices.

She notified the group of various bank account options and informed them of how East West Bank can serve their foreign business needs. She also addressed the importance of due diligence, which was a notable takeaway for many. Their experience in foreign relations sets East West Bank apart.

By 4 that afternoon, President Mark DiLullo, wrapped up an intense day of learning, and attendees were free to explore Southern California. With temperatures in the low 80s, there was plenty to see and do in this aviation paradise, including beaches, shopping, and trendy restaurants.

After some time of rest, the group reconvened early the next morning at Threshold FBO in Chino. Paul, Doug, and Mark offered comprehensive tours of the impressive FBO that includes a large restoration area. They also store antique cars and vintage planes, which impressed every visitor. Local aviation businesses, including Victory Girl with talented

artist, Jerri Bergen, and everybodyâ&#x20AC;&#x2122;s favorite Aircraft Spruce, had booths set up to talk to attendees. Racecar driver, Jimmy Neilson, showed attendees his racecar and talked about the records he set. The group mingled in the warm weather as they looked at the small planes on the field.

After lunch from the taco truck, the group took a picture and continued to discuss opportunities. The conference might have been over, but the work had only begun. This strategically planned conference by Threshold started a mutually beneficial relationship between the U.S. and China. Now the only thing left to do was celebrate, and Planes of Fame Air Museum helped the attendees do just that. By 5 that evening, attendees gathered at the museum to browse the planes, enjoy beer and wine, and indulge in a delicious dinner. Museum Director, Harry Geier, spoke about the museum and welcomed attendees in a way they will never forget. Hopefully they came back for the Planes of Fame Airshow May 6-7. In Flight USA was proud to attend the event, and we look forward to publishing more updates about this exciting prospect in the world of general aviation.

For more information, visit www.flytti.com.

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MOLDING YESTERDAY’S TRAINEES INTO TOMORROW’S AIRMEN

In Flight USA Celebrating 33 Years

Anna Serbinenko

June 2017

By Airman 1st Class Mariette Adams

6th Air Mobility Wing Public Affairs “I love both teaching and flying. . . I know of nothing more rewarding than sharing your greatest passion with others.”

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This feature is part of the “Through Airmen’s Eyes” series on AF.mil. These stories focus on a single Airman, highlighting their Air Force story.

I

n the early hours of darkness, the sound of reveille routinely rings throughout Joint Base San AntonioLackland, Texas. Trainees spring out of their beds to begin days filled with training, instruction, and loud orders from their military training instructors.

The MTIs lead their flights through it all; the long hours of in processing, the days filled with classroom instruction, and the meticulous practices that build resiliency and focus.

For Staff Sgt. Jessica Fairchild, a former MTI at JB San Antonio-Lackland, those long hours were worth it.

Six years into her career, Fairchild applied to be an MTI. She had dreams to be a teacher and chose to focus that drive into shaping the next generation of Airmen.

Fairchild said she wanted to make a difference through mentoring and pushing Airmen to do great things.

Despite dealing with the physical and mental demands of being an MTI, Fairchild said she loved it.

“I loved my job everyday,” she said.

“It is the best job in the entire military to me, but it was also stressful.”

Long hours and strict schedules pack both the trainees and instructors’ days.

“Trying to get 60 people to the same place at the same time was challenging at times; trainees are on a tight schedule,” Fairchild said.

Within less than two months, trainees must be physically fit and knowledgeable on military concepts in preparation of entering the operational Air Force.

“I wanted every single person to succeed,” Fairchild said. “If some weren’t getting the concepts, I would think ‘what am I doing wrong?’ I would then look to others to get different perspectives. Getting them to where they needed to be was always my goal.”

The impact Fairchild had on her trainees has endured as the trainees became Airmen.

“Our MTIs helped us grow into the Airmen we are today,” said Airman 1st Class Zenawi Tecle, a former trainee of Fairchild and now a 6th Security Forces Squadron entry controller. “They taught us discipline, military customs and cour-

Staff Sgt. Jessica Fairchild (center), a former military training instructor and individual protective equipment supervisor assigned to the 6th Logistics Readiness Squadron, pauses for a photo with Airman 1st Class Zenawi Tecle (left), a former trainee of Fairchild and now an entry controller with the 6th Security Forces Squadron, and Senior Airman Kristin Weiland (right), an individual protective equipment technician with the 6th LRS, Feb. 24, 2017, at MacDill Air Force Base, Fla.

tesies, and the importance of respecting rank to build the foundation we all use as Airmen in the operational Air Force.”

After four years, more than 50 flights, and thousands of trainees, Fairchild has now returned to her career field as an individual protective equipment supervisor assigned to the 6th Logistics Readiness Squadron at MacDill Air Force Base.

For Fairchild, the four years she spent training Airmen impacted her greatly.

“People reach out to me through email and tell me how they are doing and how I impacted them,” she said.

“Looking back and hearing from those I trained is rewarding.”

Aside from following her passion for instructing, Fairchild’s experience has prepared her for later in her career.

“Being an MTI has prepared me for the next ranks,” Fairchild said. “As an MTI, we handle many people and their individual needs within the flight. We learn to manage both time and people, as well as high-pressure situations with a fast learning curve.”

Additionally, she has taken her instructor skills and applied them as a supervisor.

“Her experience as an MTI, has given her a zero-tolerance policy as a supervisor,” said Senior Airman Kristin Weiland, a 6th LRS individual protective equipment technician. “She maintains professionalism and will tell you when you are doing something wrong but also helps you fix it and get better. She, as my supervisor, makes me a better Airman.”

Throughout her time in the military, Fairchild applied professionalism and dedication to train thousands of people and groomed them into Airmen.

Someday she said she hopes to return and train more future Airmen who will then serve this great nation.

June 2017

www.inflightusa.com

29

Flying With Faber

VOMO, FIJI. A SOUTH PACIFIC TROPICAL ISLAND PARADISE - WITH USB

H

ow many of us have fantasized about being marooned on a remote, uncharted South Pacific island? Our fantasy would likely include a crystal clear, deep blue lagoon with an abundance of fish. Huge palm trees, waving in unison with the trade winds, would provide ample material to build a shelter.

Our survival would depend upon our skill, fortitude, and creativity. Some might spice up their fantasy with meeting a stunning romantic partner. Others might include characters like Gilligan, The Professor, or Thurston Howel.

For this article, I would prefer to weave a fanciful tale about how I became shipwrecked and survived on an uninhabited island while foraging for food and constructing a shelter. But here is the real story.

Vomo Lailai.

(Courtesy Vomo Island Fiji)

An Exciting Arrival

The villa on the beach. (Stuart J. Faber)

The Venerable Otter.

(Stuart J. Faber)

Recently, I landed on a South Pacific island, not by swimming from my sinking vessel but by water landing close to the island in an amphibian 1955 de Havilland Canada DHC-3 Otter.

My trip commenced with a nonstop, 11-hour flight from Los Angeles to Nandi, Fiji. Located in the South Pacific Ocean. Approximately 2,800 miles east of Australia and 1,600 miles north of New Zealand, Fiji is an archipelago of more than 330 islands, 100 of which are permanently inhabited.

I was swiftly ushered through customs/immigration and directed toward the domestic flights building. I peered through the gate. The Otter, glistening in the sunlight, was proudly perched on wheels attached to pontoons. The empennage towered 20 feet above the ground.

This venerable aircraft was modified to replace the Pratt & Whitney 600 hp geared radial engine with a PT6A-34 Pratt & Whitney turbine engine.

A climb up a 10-foot ladder led to

the cavernous cabin. After a take-off from land and a 15-minute flight at an altitude of 1,000 feet over a scattering of islands and the clearest turquoise water I’ve ever seen (the ocean bottom was visible from the air), we descended over 255 acres of a wilderness island and bountiful coral reefs. With classical nonchalance, the pilot skillfully guided the pontoons, barely audible as they kissed the water’s surface. My first glance of this ethereal island brought a question to my mind – was I dreaming or could such singular beauty be real?

Our touchdown was 100 feet from shore. My eyes moved from the lush, tangled foliage, down toward the sandy beach. No pier offered a threshold to the shore. No sign emblazoned the name of this mystical place. Within moments, I noticed a skiff heading toward us. When it arrived, two huge guys, with biceps the girth of the pontoons stood up toward the hold of the airplane many feet above them.

Bags were tossed from the airplane to their outstretched arms. Would all of my possessions land in the sea? With the finesse of Super-Bowl receivers, their steady hands easily cradled the huge bags.

Were this actually a dream, the next

The villa interior.

(Courtesy Vomo Island Fiji) part of this tale would describe me splayed on the beach, waves pouring over my semiconscious body, and my shattered vessel quietly submerging beneath the water’s surface. Shelter, food and water are the first challenges I would encounter. I wondered what it would actually be like. I would have to gather palm leaves and shrubs and form them into a shelter.

I mused over my fantasy as a friendly porter escorted me through the wilderness to my actual shelter – an attractive, imposing gray structure. Through the thicket, it looked like a mirage – just steps – appeared a large Polynesian-style villa constructed of rough-hewn timber and a corrugated roof. A sweeping verandah embraced the villa. Still engaged in fantasy, I walked up the steps across the verandah and cautiously opened the glass sliding door. I observed a huge room larger than many hotel suites. Stylish custommade wooden furniture and a divan stood on the thick wooden floor. A king-size bed draped with exquisite linens was the centerpiece.

A bathroom of enormous proportions housed a deep bathtub and a commodious walk-in shower. Further inspec-

Stuart J. Faber and Aunt Bea tion revealed Bose speakers, French press coffee makers, Fiji water, exquisite bath amenities, and eight USB outlets!

I was ecstatic! My luggage was bulging with adapters to fit outlets for even the most remote country. I lugged along transformers and other contrivances to prevent my innumerable electronic gadgets – phones, cameras, laptops, battery charges, tablets, and clocks from going up in smoke.

I thought I had won the USB lottery.

I was like a kid who found some money and tossed the bills around the room like confetti. I love USBs. They render unnecessary all over – voltage protection and outlet devices.

This had to be a dream.

Time to Eat

Pork Dumplings

(Stuart J. Faber)

So far, I was not required to gather plants, strange animals, or fish for my sustenance. A culinary treasure resides in this island paradise – Australian worldclass chef Nick Samaris. This extraordinarily talented guy unites cuisine from all corners of the earth – Asian, American, European, as well as native Fijian.

For lunch, I sampled a succulent Asian lemon grass and ginger-infused soup with pork dumplings and rice noodles. During another meal, a freshly caught red snapper, sautéed until the skin was crispy, was served over confit potatoes accompanied by brocollini – absolutely incredible.

For every meal, Nick composes a symphonic performance through worldContinued on Page 30

30

In Flight USA Celebrating 33 Years

June 2017

Flying With Faber Continued from Page 29

Poolside (Courtesy Vomo Island Fiji) class cuisine.

Breakfast consisted of an elaborate international buffet with every temptation imaginable from smoked salmon to freshly baked pastries.

Guests may dine poolside. Private dining is served on the beach with palms over head and sand under foot. Dinners are accompanied with a selection of Fijian and international music. Entrees change nightly. A ginger-seasoned fish of the day was wrapped in banana leaf.

Crispy duck breast was served with snow peas and caramelized shallots. Soba noodles were remarkable â&#x20AC;&#x201C; presented with teriyaki sauce and a variety of mushrooms. Homemade almond brittle ice cream, mango crème brĂťlĂŠe, and white chocolate cheesecake rekindled my inquiry â&#x20AC;&#x201C; is this real or a dream?

A Very Active Place

To make certain I was not dreaming, I roamed around to see if there were other inhabitants. I noticed folks doing all sortsof things â&#x20AC;&#x201C; frolicking in glass bottom kayaks, paddleboards, and sailboats. In the Dive Center, others were being fitted with the latest in scuba and snorkeling outfits. I glanced into the dive shack where I observed brand new gear â&#x20AC;&#x201C; Aqualung BCDs and regulators, weight belts, or integrated weights â&#x20AC;&#x201C; all designed for male or female fit. Other equipment includes wristdive computers, waterproof VHF, and dive torches.

The Dive Center offers a range of courses from beginners to advanced,

including wreck diving, night diving, and underwater photography courses. Divers navigate through tunnels, channels, and caves along with turtles, eagle rays, or giant trevallies.

I watched as boats of delighted anglers returned to shore. Skippered by a guide who has fished these waters since childhood, the boats were brimming with catches of Spanish mackerel, trevally,

Poolside

Letâ&#x20AC;&#x2122;s play gold.

(Courtesy Vomo Island Fiji)

Kayaking in Vomo (Courtesy Vomo Island Fiji)

snapper, grouper, and kingfish.

Folks on land were not being neglected â&#x20AC;&#x201C; a few trekking to the summit of Mt. Vomo where the views of the endless ocean are captivating. Others tested their skills on the nine-hole chip-and-putt golf

Â&#x2019;Â&#x17D; Â&#x160;Â&#x2014;Â&#x2014;Â&#x17D;­ Â&#x201C;ÂĄÂ&#x17E;Â&#x153;ÂĄÂĽ Â&#x153;Â&#x2DC;Â&#x17D;ÂŁ Â&#x160;Â&#x161;Â? Â&#x153;¤£ Â?Â&#x153;ÂĄ Â&#x160;Â&#x2014;Â&#x17D; Â&#x201C;Â&#x161; ¤Â&#x2019;Â&#x201C;ÂŁ Â&#x160;Â&#x201C;ÂĄÂ&#x17E;Â&#x153;ÂĄÂĽ Â&#x152;Â&#x153;Â&#x2DC;Â&#x2DC;ÂŚÂ&#x161;Â&#x201C;¤Ž Â&#x153;Â&#x161; ¤Â&#x2019;Â&#x17D; Â&#x2019;Â&#x201C;¤Â&#x17D; Â&#x201C;¨Â&#x17D;ÂĄá&#x20AC;&#x2018; Â&#x153;Ĺ´Â&#x17D;ÂĄá&#x20AC;&#x2018; ÂĄÂ&#x2013;Â&#x160;Â&#x161;ÂŁÂ&#x160;ÂŁá&#x20AC;&#x201D;

Ç Ç Ç Í&#x2DC;Ć&#x161;Ĺ&#x161;Ä&#x17E;Ç&#x20AC;Ä&#x201A;ĹŻĹŻÄ&#x17E;Ç&#x2021;Ä&#x201A;Ĺ?Ć&#x152;Ć&#x2030;Ĺ˝Ć&#x152;Ć&#x161;Í&#x2DC;Ä?Žž ϴϳϏͲϰϯϏͲϹϏϴϴ

(Courtesy Vomo Island Fiji)

Spa indredients.

(Courtesy Vomo Island Fiji) course or played volleyball, badminton, or tennis. Lazier folks lounged around the pool or sunned themselves on the beaches.

Fitness buffs were in the gym â&#x20AC;&#x201C; lifting weights or working on one of the state-ofthe-art cardio machines. Some folks took walks around the entire island. Itâ&#x20AC;&#x2122;s a twohour pilgrimage or longer if you prefer.

Discoveries of secluded beaches and inviting swimming holes occur along the way.

I took a peek into the brand new spa and witnessed people heading to treatment rooms for a variety of therapies.

One body wrap begins with an invigorating exfoliation combining ground pumice and volcanic clay. Another employs a Sodashi body mask of carefully selected marine extracts and plant essences to assist in removing toxins. There are numerous other massages, facials, and scalp treatments. The island has many cloistered sanctuaries. One can roam around for an entire day and rarely see another person. For ultimate privacy, you can be transported to Vomo Lailai, an uninhabited island just one mile away. A gourmet picnic will be set up in advance with sun loungers and table settings. For 300 bucks, you have the island, cuisine, and a deserted beach to yourself for the day. A two-way radio is provided. You call when you want to be rescued... or need more champagne! I jumped in and engaged in as many activities as possible.

As the day drew to a close, I sauntered up to The Rocks, a classy bar at the western tip of the Island where sunsets are breathtaking. I flopped into a lounge chair, perused the list of special sunset beverages, and watched the sun disappear over the horizon.

I was still not sure this was a dream.

This enchanting paradise was beyond almost any place Iâ&#x20AC;&#x2122;ve visited in my travels.

With each step, I experienced exalted levels of subtle, understated luxury. I never did locate a sign emblazoned with the name of the place. I actually had to ask the manager, â&#x20AC;&#x153;Whatâ&#x20AC;&#x2122;s the name of this place?â&#x20AC;?

A Variety of Accommodations

Several varieties of villas and retreats are dispersed among the 255 acres.

The beachfront villas are surrounded on the side and front by verandahs.

Interiors consist of a large bathroom, walk-in shower, twin basins, a tub, and walk-in wardrobe. Several connecting villas open into one for large families.

It gets even better. The Royal Villa, a private oasis located on an exclusive beach, has a full kitchen, dining area, and three bedrooms. The master suite has its own bathroom and swimming pool. The Residence Villa has four bedrooms.

Top of the line is the Palms, a grand residence on a private beach surrounded by water with four spacious bedrooms, three of which have lounge areas and private baths. The parlor area overlooks the private pool.

Furnishings and decor are on par with those of a ritzy urban hotel.

However, the Vomo designers accomplished the impossible task of harmonizing luxury with subtle, refined elegance.

Iâ&#x20AC;&#x2122;ve visited many luxury countryside resorts where the decor just doesnâ&#x20AC;&#x2122;t fit in with the surroundings. These residential structures blend seamlessly with the bountiful outdoors.

Great Place for Weddings

If you run out of things to do, you might consider getting married. Custom programs include hairdressers and makeup artists, spa treatments, videography, special dining arrangements, the Vomo choir, Continued on Page 32

ϲϭ Z >Ä&#x201A;Ć&#x;Ć&#x161;ĆľÄ&#x161;Ä&#x17E;Í&#x2014; ϯϲΣ Ď­Ď´Í&#x2DC;ϹϏ E >ŽŜĹ?Ĺ?Ć&#x161;ĆľÄ&#x161;Ä&#x17E;Í&#x2014; ϾώΣ ĎŻĎ­Í&#x2DC;Ď´ĎŻt &Ĺ?Ä&#x17E;ĹŻÄ&#x161; ĹŻÄ&#x17E;Ç&#x20AC;Ä&#x201A;Ć&#x;ŽŜÍ&#x2014; ϰϹϏÎ&#x2013; Ć?Ć&#x2030;Ĺ&#x161;Ä&#x201A;ĹŻĆ&#x161; ZĆľĹśÇ Ä&#x201A;Ç&#x2021;Í&#x2014; ĎŽĎ´ĎŹĎŹÎ&#x2013; dĆľĆ&#x152;Ĩ >Ä&#x201A;ĹśÄ&#x161;Ĺ?ĹśĹ? Ć&#x152;Ä&#x17E;Ä&#x201A; ŽŜ Ä&#x17E;Ä&#x201A;Ä?Ĺ&#x161; Ć?Ĺ?Ä&#x161;Ä&#x17E; ŽĨ Ć&#x152;ĆľĹśÇ Ä&#x201A;Ç&#x2021; dĆ&#x152;Ä&#x201A;ĸÄ? WÄ&#x201A;ĆŠÄ&#x17E;Ć&#x152;ĹśÍ&#x2014; Ď­Ď­ĎŹĎŹ ĨÄ&#x17E;Ä&#x17E;Ć&#x161; WĆ&#x152;Ĺ?Ç&#x20AC;Ä&#x201A;Ć&#x161;Ä&#x17E; Ĺ˝Ä&#x201A;Ć&#x161; ZÄ&#x201A;ĹľĆ&#x2030; dÇ Ĺ˝ ŽƾŜĆ&#x161;Ç&#x2021; Ĺ?Ć&#x152;Ć&#x2030;Ĺ˝Ć&#x152;Ć&#x161;Ć? Ç Ĺ?Ć&#x161;Ĺ&#x161;Ĺ?Ĺś ĹľĹ?ĹŻÄ&#x17E;Ć?Í&#x2DC; >Ĺ˝Ä?Ä&#x201A;Ć&#x161;Ä&#x17E;Ä&#x161; ĹľĹ?ŜƾĆ&#x161;Ä&#x17E;Ć? ĨĆ&#x152;Žž DĆ&#x161;ĹśÍ&#x2DC; ,ŽžÄ&#x17E;Í&#x2022; Ć?Ä&#x17E;Ä&#x201A;Ć&#x161; ŽĨ Ä&#x201A;Ç&#x2020;Ć&#x161;Ä&#x17E;Ć&#x152; ŽƾŜĆ&#x161;Ç&#x2021;Í&#x2DC; x ZÄ&#x17E;Ä?Ä&#x17E;ĹśĆ&#x161;ĹŻÇ&#x2021; Ç&#x20AC;Ĺ˝Ć&#x161;Ä&#x17E;Ä&#x161; Ρϭ Ä?ŽƾŜĆ&#x161;Ç&#x2021; Ĺ?Ĺś Ć&#x152;ĹŹÄ&#x201A;ĹśĆ?Ä&#x201A;Ć?Í&#x2DC; x x x x x x x x x x

June 2017

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32

PAYING IT FORWARD

WITH THE

LAST MAN CLUB

In Flight USA Celebrating 33 Years

I

By Vickie Buonocore

nspiration can come from the oddest of places. Film writer and director, Bo Brinkman, was sitting at a red light in the back of a New York City cab when he glanced over to see four “senior” gentlemen wearing WWII uniforms pull up beside him in a 1965 Dodge Dart. That alone set the wheels in motion for a movie showcasing the “greatest generation.” A little more inspiration came from a small plastic U.S. flag that was fixed on the dashboard of the car. As Brinkman watched the older fellows, he couldn’t help but get emotional at the sight of them laughing and “cutting up like a bunch of teenagers.” Before the light changed, in that single brief moment, Brinkman said he “got a lump” in his throat.

He needed one more little push to create his movie, Last Man Club. That would come the very next day after reading a story in the New York Times about a veteran from World War I who was the last surviving member of his regiment.

He had received a bottle of wine his regiment bought after the war. The bottle was passed from one member to the next for almost 70 years until it found him. He was to open the bottle and drink to his fallen comrades. It’s called the Last Man Club. The article, according to Brinkman, pictured the veteran in uniform, sitting in a wheelchair with the bottle displayed on his lap. The caption read, “I lived long enough to get the bottle, but now I’m too damn old to drink it.” With this, the story of the Last Man Club began to unfold in Brinkman’s mind. This was a movie that he was determined to write.

Writing, as challenging as that was, paled in comparison to producing and

Paying It Forward with the Last Man Club

Commemorative Air Force Texas Raiders B-17 WWII Warbird is featured in Last Man Club.

(Freedom Flyers)

From left, James MacKrell, Morgan Sheppard and Kate French spotting an old Stearman bi-plane in the distance in Last Man Club.

(Freedom Flyers)

directing it. In terms of writing, “every character had to have his obstacles,” said Brinkman. One character is dealing with life in an “old folks home,” another with alcoholism, and still others are just broken. “We wanted to deal with real issues that veterans faced then and continue to

From left, James MacKrell, Barry Corbin, and Morgan Sheppard work their way through the hallway of a VA hospital in Last Man Club.

(Freedom Flyers)

face now.” At the same time, the writer was determined to create an “adventuresome story with comedy and gravity,” he said. “I wanted to pay tribute to our parents who rebuilt America and the American family, especially following the Depression and through WWII,

June 2017

Vietnam, and Korea. I wanted to write it out of and with respect.”

The project went though a couple of directors. Mark Rydell (The Rose and On Golden Pond) optioned the project and after a year of rewrites and casting ideas that were not to Brinkman’s liking, he took the project back and saved the original version of the script. About a year later, in 1998, Fraser Heston optioned the project for his father, Charlton Heston.

Brinkman had the honor of working with Heston for the next few years, developing the script to fit a character that Charlton felt portrayed his veteran values. He was a WWII veteran and had valuable input, according to the writer. Heston had spentmost of WWII in a bomber, although his was a B-25, flying in the Pacific. He was a gunner, not a pilot, but the military connection played a major part in Heston’s interest in the Last Man Club storyline.

The project then began to take on very sad twists and turns. The production team brought in Richard Farnsworth to play the second lead. Farnsworth played opposite Heston in the famous chariot race in the movie Ben Hur. “We had strong interest from Jack Lemon and Walter Matthau to round out the cast, but our joy was short lived,” explained Brinkman. Matthau died in 2000, and Lemon was diagnosed with bladder cancer and could not commit. Shortly thereafter, Farnsworth called to ask if he could play his role in a wheelchair. “We said yes, as it would not take away from the story,” said Brinkman. But not long after, Farnsworth committed suicide, exasperated by the pain from his bone cancer.

The father-son Heston team vowed to push on. Meanwhile, Brinkman had Continued on Page 34

Flying With Faber

Continued from Page 30

four years and up is provided in Kids Village. Baby Butlers are available so that parents can sneak off for a couple’s massage or romantic dinner on the beach.

A Paradise Much Like a Dream

Kids’ Club

(Courtesy Vomo Island Fiji) and Fijian warrior escorts for the bride.

Bring the Entire Family

Vomo welcomes couples and families of all ages. Supervised care for kids

With profound reluctance, I prepared to leave Vomo. We departed on an Aerospatiale (Airbus) Twin Squirrel helicopter powered by two Allison turbines.

Six passengers with luggage boarded.

Included were my bags with heavy and now-superfluous paraphernalia. The Squirrel lifted off with alacrity.

Was I dreaming? Few places I’ve been in my lifetime have been this serene,

overflowing- with-peace and unparalleled beauty–and with a staff of some of the most discreet and genuinely warmhearted folks I’ve ever met. Each person I encountered was gifted with the quintessence of efficiency, responsiveness, and sincere dedication.

This adventure was reality, but it seemed like a dream – indeed, better than a dream. I have rarely seen a more artful design in such a pastoral setting. It’s uncanny how the developers have bestowed on the guest every conceivable luxury without infringing upon the natural ambiance. I call it sophisticated rustic – all the benefits of a resort without a hint of feeling like a resort. By the way, the

Pacific Island Squrrel (Courtesy Vomo Island Fiji)

name is Vomo Island Fiji.

The word “resort” is not even included in the name. Visit www.vomoislandfiji.com.

In the future, if I cruise the South Pacific, I’ll be sure to bring along my USB connectibles. If I am ever on a real shipwreck, I hope the vessel succumbs near Vomo Island Fiji.

June 2017

www.inflightusa.com

THE SPIRIT

By Denise Rae Donegan, Storyteller & Student Pilot, and Ana Carolina Uribe, Pilot & CoPresident of Worldwide Women of Aviation

Dust off your BUG-out Bag. Summer is here!

Time to go camping.

Here’s a Thought: Every Action has a consequence.

Good or Bad. Yes or No. Right or Wrong. Up or Down. This or That.

Newton and his First Law. No right answer.

Everything we do has a ripple effect.

Mindfulness has a lasting effect. What we do will affect the next. Do it well.

Here are some Ground Rules I like to follow: 1. Never Give Up. 2. Be Responsible.

3. Look out for your own.

A little birdy told me that.

Life gets busy. We can make it busier. We can make it easier. Choices go far. Take a break. Look around. Notice.

Think. Live a life of wonder and awe.

Recharge those batteries with some O2xygenated mountain air, let down your hair, and stop.

Sing and dance. Climb a tree. It’s fun.

Get Silly and watch your productivity rise while your mind sits at ease.

Look up. Feel the breeze. Smell the air. See the sky. Dip into the waters. Live this fabulous life with dirt under your fingernails.

This month Ana and I will take you from the San Carlos Airport on the San Francisco Peninsula back up to the

OF

FLIGHT

Mountains of Santa Cruz County to the Redwood Resort Campground, which sits just outside the south edge of Boulder Creek’s downtown. Why? It’s cool and smart.

It is just a hop, skip, and a jump from the San Francisco Bay and San Carlos Airport, as well as the Watsonville Municipal Airport in Santa Cruz County.

At most it is one hour, respectfully, as a Crow Flies.

Stop at Yoga 9, fill up next door with some Happiness Water, Boulder Creek.

Get electric. Grab a soft cone at Foster’s Freeze and take in the customer service that our local businesses provide.

Interested in Vape education? Stop in and see Shaun at BC Vapors at the north end of town. Shop. Local. First.

San Carlos Airport is our home airport and is surrounded by a plethora of fun things to see and do. History surrounds you. Math is everywhere. Science is at your fingertips, and the spirit of flight is immeasurable.

The Redwood Resort is a special place where you can get away within the booming downtown of Boulder Creek, Calif. Here, you can see poets walking the streets, cowboys and girls gathering alongside our bars, and shops, creeks, and cafes.

Grab a hug from a friend and swim where the pool is cool and the sun is plentiful.

Whether its rays you want or peace you seek, escape is waiting for you here.

The Redwood Resort is an oasis within the Redwood Trees. If camping is not for you, there’s a Quality Inn three miles south in Ben Loman that is really nice too.

Singing and dancing along the way, stop and hang out for the day.

Continued on Page 34

33

HOW 15 MINUTES

34

By Bert Botta

How to do a small amount of work on LinkedIn and get massive results!

This is a simple formula to find and attract customers on LinkedIn. It’s a great example of how social media, in this case LinkedIn, can be leveraged to “work smarter, not harder…”

(I’ve adapted this from a piece that one of my writing mentors, Joshua Boswell, created. Joshua is a master at teaching how to live a balanced, very prosperous life without killing yourself in the process).

Here are five simple things you can

A

DAY

ON LINKEDIN

CAN YIELD MASSIVE RESULTS!

In Flight USA Celebrating 33 Years

do in 15 minutes a day on Linkedin to attract your ideal clients!

1. Happy Birthday!

LinkedIn will tell you who’s having a birthday. Tell them Happy Birthday and ask them simple questions. “Happy Birthday! Did you do anything exciting today? Or do you have any big plans to celebrate?”

People will reply back, and you can start a conversation.

2. People You May Know When you click on your “Network” tab, you’ll see LinkedIn suggests people you may already know… or have some

connection with.

Go through the list. If you find anyone with 10 or more mutual connections, request to connect with them.

3. Comment on Your Newsfeeds When you click on your “Home” button, you’ll see a bunch of newsfeeds.

Usually people associated with you in some way – even distantly – have written these posts or articles.

Skim through these and find people you think would be a good connection or potential client.

Take a minute or two and make an intelligent comment on two or three of the posts.

Paying It Forward with the Last Man Club

Continued from Page 32 moved to Texas to raise his son as a single parent away from the Hollywood rush and closer to family.

The production team decided to produce the film independently and drew on investors with a gala in Houston. Both Hestons flew out for the event and entertained everyone from the mayor to the Houston Astros. Charlton (Chuck) was especially “electrifying” that evening, however, on the way home, he grew con-

fused, and it was soon discovered that he was in the early stages of Alzheimer’s.

With that, he later had to pull out of his commitment to the film.

In Hollywood, the Last Man Club project became known as the “jinxed” script, said Brinkman. “Everyone who signed on died!”

Determined to make his film, Brinkman started over again. He raised the budget for Last Man Club and began casting. In 2002, principal photography start-

ed, starring Mira Sorvino and Charles Durning; himself a WWII decorated hero and a very talented actor. Morgan Sheppard, Wilford Brimley, and Seymour Kasolis were cast in the principal roles, and “we were off to a great start.” But… Another obstacle popped up. “An empowered person at the national union office ended up shutting down the project on a very small technicality,” said Brinkman. The head of the union in Texas with whom Brinkman had a very long and friendly relationship told him he had never seen a more “blatant abuse of power coming from the National Office.”

Without further explanation, Brinkman said the shutdown was temporary, but the investors took it as a sign of collapse and “ran for the hills.”

Brinkman finally had to face the possibility that his film would never be made. He took a job doing documentary work that required traveling and covering the civil wars in Sudan, Africa. Some 12 years later, upon his return and having never looked at the Last Man Club script since the production debacle of 2002, a friend encouraged him to re-read his work. He did so in one sitting and realized he had to make this film to close a chapter in his life.

Through mutual friends, Jani and Joe Clemons, Brinkman became

Spirit of Flight

Continued from Page 33 The Redwood Resort is located on Grove just off Highway 9. Here, you will Bea, Steve, Joe, and the rest will greet you kindly. Here, you can take a warm swim under the vastness of the Redwoods and take in the cool night air after you come back from a busy day exploring, biking, walking, or jogging around this

June 2017

4. Recommendations!

Do a quick search and find the profile of an ideal client.

If you like their work or know something about them, write a brief recommendation for them. Make it clear, simple, and specific. I promise, it will catch their attention.

5. I See You! If members have a premium account, LinkedIn notifies them when you look at their profiles.

So, search for a company and find all the decision makers in that company… people like the marketing managers Continued on Page 36 acquainted with Linda Pandolph, who just happened to have a long-time dream and passion for making a movie. He was able to raise the funds to produce the film, and with Linda, the project was alive again. Unfortunately, Brinkman was diagnosed with a rare cancer, a malignant tumor behind his left eye, but he was not going to be deterred – not again. Pandolph took her work to heart and waited for Brinkman to recover and at times took complete control. The team was “grossly underpaid for their time and work on this project,” but the passion was palatable. Every challenge was met with a “blessing” of sorts, said the writer.

“We’d lose a location, for example due to a sand storm, but find a better one.” No one gave up and in the end, “we came away with a low-budget film that looks like a studio movie,” said Brinkman.

Last Man Club has won more than 22 film festival awards to include Best of Festival, Best Feature film, Best Actor, Best Actress, Best Supporting Actor, best Young Actor, and Best Director.

The Video On Demand and DVD are now available on most platforms. For more information, visit www.thelast manclub.com for details. Purchase of the film is available through iTunes. Also, the DVD will be available at EAA outlets and at AirVenture next month.

ever-so-cool little town of ours.

Keep an eye out for Albert. You will surely hear him. Look up, and you are sure to find treasures everywhere.

Keeping in mind, we can’t un-ring that bell. Take a breath. Think. Enjoy.

What to do next? Well, well, well…

DO it well.

Denise and Ana

ASSOCIATED SALES TAX CONSULTANTS, INC. 9700 Business Park Drive, Suite 300 • Sacramento, CA 95827 916.369.1200 • info@aircraftexemption.com • www.aircraftexemption.com

Legally Avoid California Sales or Use Tax on Your Aircraft Purchases.

June 2017 www.inflightusa.com 35

36

SCHWEISS DOORS

NOW OFFERS QUICK, EASY In Flight USA Celebrating 33 Years

‘SPLICE CONNECTIONS’

Schweiss Doors is has announced the invention of its new hydraulic door Splice Connection system. Schweiss engineers came up with this one-of-akind Splice Connection that allows the doors to be broken down, shipped and easily assembled at a fraction of the cost.

The highly engineered, patent pending Splice Connection allows the installer to easily slide both hydraulic door sections together and secure corresponding splice plates with bolts. No welding is

necessary and the splice connection is literally self-aligning for effortless and quick field assembly.

Customers like the fact the door can be easily shipped or picked up from the factory. Best of all, it makes large overwidth doorframes extremely sturdy.

One dealer said, “With this innovative system you’re not dealing with costly overwidth permits. Shipping those huge doorframes can be dangerous and illegal when not complying with DOT regulations.”

To learn more, visit the Splice Connections page on the Schweiss Doors site: www.bifold.com/splice_connec tion.php Schweiss Doors is a manufacturer of hydraulic and bifold liftstrap doors.

Doors are custom made to any size for any type of new or existing building for architects and builders determined to do amazing things with their buildings, including the doors. Schweiss also offers a cable to liftstrap conversion package.

Airplane modifier Texas Turbine Conversions has received a Supplemental Type Certificate (STC) for Hartzell Propeller’s four-blade composite swept prop designed for single-engine Supervan 900 aircraft.

“This Hartzell and Texas Turbine collaboration partners engine upgrades for converted Cessna Caravans with Hartzell’s structural composite propellers especially engineered for the Supervan 900,” said Hartzell Propeller Executive Vice President JJ Frigge. “The 110-inch diameter propeller, which is 60 pounds lighter than the prop it replaces, blends advanced aerodynamics and sophisticated manufacturing processes to increase performance and deliver extraordinary

reliability,” he added.

“The 900 SHP Honeywell TPE331 engine on the Supervan 900 coupled with an optional new four-blade composite propeller from Hartzell gives the airplane a tremendous performance boost,” said Texas Turbine Conversions President Bobby Bishop. “The lighter weight Hartzell prop helps the Supervan airplane distance itself from any possible competitors as the world’s best performing Cessna Caravan.”

aircraft with the Honeywell (Garrett) TPE331 engines for more than 20 years.

The company holds multiple STCs for engine modifications on numerous aircraft platforms. It specializes in DeHavilland DHC-3 Otter and the Cessna 208/208B Caravans conversions. For more info go to www.texasturbines.com.

Summer and early fall are for many the happiest time of the year. It’s the growing season and farmers and those that assist them are working hard nationwide.

But while we’re all enjoying affordable and abundant food, fiber and biofuel, don’t forget that our nation’s agricultural aviators are flying to help farmers produce it. If you’re going to fly a UAV this summer, please be responsible and do everything you can to avoid agricultural aircraft, a request from the National Agricultural Aviation Association (NAAA).

Agricultural aviators fly as low as 10 feet off the ground, meaning they share airspace with UAVs that are limited to flying no more than 400 feet above ground level.

That’s why the NAAA is asking UAV operators to do everything they can to avoid ag

June 2017

Schweiss Doors is has announced the invention of its new hydraulic door Splice Connection system. (Schweiss Doors) For more information, visit www.bifold.com.

HARTZELL 4-BLADE PROP APPROVED FOR TEXAS TURBINE'S SUPERVAN 900

About Hartzell Propeller

Located in Denison, Texas, Texas Turbine Conversions, Inc. has modified

Hartzell Propeller is a global leader in advanced technology aircraft propeller design and manufacturing for business, commercial and government customers.

In business for more than a century, the company designs next generation propellers with innovative “blended airfoil”

technology and manufactures them with revolutionary machining centers, robotics and custom resin transfer molding curing stations. For more info on Hartzell Propeller go to www.hartzellprop.com.

aircraft doing important, low-level work.

“While flying at speeds that can reach 140+ mph, agricultural aviators are unlikely to see UAVs,” NAAAExecutive Director Andrew Moore said. “That’s why it’s so important for UAV operators to protect agricultural aviators in any way they can.”

In a test conducted by the Colorado Agricultural Aviation Association, manned and unmanned aircraft organizations, and the state of Colorado, no pilot operating a manned aircraft could continually, visually track a 28-inch-wide drone when flying at regular speeds. While they may be spotted for a second, UAVs are not continually visible to pilots, meaning it’s up to the drone operator to avoid a collision.

In addition to lobbying Congress and the Federal Aviation Administration for

UAV regulations that protect agricultural aviators and other low-flying manned aircraft, NAAA has enlisted its members and state association partners to help educate farmers, crop consultants, ag retailers and the public about safe and responsible UAV operations in rural areas.

NAAA recommends that UAV operators: • Become certified and well-trained in operating a UAV • Contact local agricultural aviation operators before flying by consulting tiny.cc/findaerialapplicator • Equip your UAV with a tracking device, such as ADS-B Out, to send a signal to ag aircraft with similar trackingreading technology • Equip UAVs with strobe lights

• Give the right-of-way to a manned aircraft. It’s the law • Land your UAV immediately when a low-flying aircraft is nearby • Carry UAV liability insurance • Review NAAA’s UAV safety video and other UAV safety information at agaviation.org/uavsafety When certain birds hit an ag aircraft, they can break through an aircraft’s windshield and down an aircraft. They can be lethal. A UAV made of more than feathers, hollow bones and sinew has the potential to be even more deadly.

So, enjoy everything agriculture provides us this growing season, but please remember to operate UAV’s safely so ag aviators can keep working and enjoy their growing season too.

They’re easy. They don’t take much time.

You can do all of them in 15 minutes…

30 minutes tops.

But, what a difference it could make for your business!

Try me on LinkedIn and see if I respond!

(Let me know if this was helpful and what your results are) Email: bert@bertbotta.com 415/320-9811

About Texas Turbine Conversions

DRONE OPERATORS, BE CAUTIOUS OF LOW-FLYING AG AIRCRAFT THIS SEASON

15 Minutes a Day on LinkedIn

Continued from Page 34 and directors, the Chief Marketing Officer, the owner, the CEO, the creative director, the Social Media Manager, and so on…

Look at each of their profiles. If they have articles in there, make a brief com-

ment. If you know something good about them, make a recommendation or endorse a specific skill set.

They will see that you reviewed their profile and just might come back and review yours.

Again, these are not difficult tasks.

GA GROUPS SPEAK OUT IN SUPPORT OF SECOND JACKSON HOLE FBO

June 2017

www.inflightusa.com

By Joe Kildea, AOPA

In its ongoing effort to call attention to unreasonable FBO fees and prices, AOPA sent a letter to the Jackson Hole Airport Board May 15 in support of Wyoming Jet Center’s application to establish a second FBO at Jackson Hole Airport.

Jackson Hole Airport is located in Grand Teton National Park and is near Yellowstone National Park as well as Jackson Hole Mountain Resort, and AOPA has received a number of complaints about the facility and high fuel prices and fees. AOPA has been collecting data since early this year in an effort to understand the impact and contributing factors to excessive fees.

One Phenom 100 pilot wrote AOPA about a $260 handling fee at Jackson Hole “for a quick turn.” Another complaint noted the airport does not have self-service fuel and has “the highest prices within 50 miles.” According to recently published prices, jet fuel at Jackson Hole’s only FBO is $6.66; avgas is $6.69.

37

AOPA’s letter reminded the board of federal requirements to ensure reasonable pricing and avoid explicitly or implicitly giving a single FBO “exclusive right” to operations at the airport.

The letter also detailed potential consequences for failure to adhere to obligations including investigations and court orders.

AOPA General Counsel and author of the letter Ken Mead explained that “with federal funding and grants come obligations to operate as an accessible public-use airport which include reasonable prices and fees and considering competition.” Given the completeness of Wyoming Jet Center’s application, Mead wrote, “the board cannot refuse to afford qualified persons such as WJC the opportunity to be an on-airport aeronautical service provider.” The airport in the past has supported two FBOs. Jackson Hole Aviation is currently the only FBO on the field.

The letter said the second FBO would “better ensure more reasonable and competitive pricing and fees for all Continued on Page 42

Aviation Maintenance Technology Become an airframe or powerplant mechanic

)$$ FHUWLÀHG WUDLQLQJ *UHDW MREV DYDLODEOH +LJK GHPDQG IRU QHZ PHFKDQLFV )LQDQFLDO $LG DYDLODEOH 9HWHUDQV *, %LOO DFFHSWHG Fall semester classes start August 9, 2017 Spring semester starts January 11, 2018 0RUH LQIRUPDWLRQ www.gavilan.edu/academic/aviation 6FKHGXOH D WRXU aviation@gavilan.edu

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EAA AirVenture 2017 38

In Flight USA Celebrating 33 Years

THE P-47 THUNDERBOLTS

ARE

Fans of the Republic P-47 Thunderbolt, will be doubly excited to learn that EAA AirVenture 2017 will be welcoming not one but two of the rare fighters to Oshkosh, Junly 24-30. The Tennessee Museum of Aviation, a “living” museum located in Sevierville, has announced its plan to bring Hun Hunter XVI and Wicked Wabbit to be featured in the Warbirds area at AirVenture this summer.

The P-47 Thunderbolt, better known, affectionately, as “the Jug,” was a

brute of an airplane, the largest singleengine fighter of World War II, and served with distinction in every theater of the war after its introduction in the spring of 1942. The P-47 was originally built as a fighter, armed with eight .50-caliber machine guns, but, because of its size and strength, it quickly developed into an able fighter-bomber. In that role, the P-47 became a feared ground attack aircraft, capable of carrying rockets and up to 500 pounds of bombs, in addition to its regu-

EAA AirVenture has announced that Rogue One: A Star Wars Story is the final addition to the lineup for this year’s EAA Fly-In Theater presented by Ford Motor Company. Released in December of 2016 to worldwide acclaim, Rogue One is the first “anthology” film in the blockbuster Star Wars franchise that’s currently celebrating its 40th anniversary.

Every night beginning Sunday, July 23, through Saturday, July 29, moviegoers at EAAAirVenture Oshkosh can bring lawn chairs and blankets to the Fly-In Theater and enjoy a film projected on a five-story

screen. And the popcorn’s free, too!

Located adjacent to Camp Scholler, the Fly-In Theater is reminiscent of the drive-in theaters of the past. Each evening the show begins at approximately 8:30 p.m. (approximately 9:30 p.m. on Wednesday and Saturday to follow the night air shows). Movies will be introduced by aviation icons, celebrities, and more (those details to be announced at a later time).

Rogue One: A Star Wars Story joins the already impressive lineup: Sunday, July 23: Flying the Feathered

The International Aerobatic Club has announced that Walter Extra, chief designer and founder of the Extra Aircraft Company in Germany, and Frank Christensen, founder of Christen Industries, will attend as its guests at the annual IAC gathering of members during EAA AirVenture on Friday, July 28.

Extra is coming to Oshkosh as a part of the gathering of Extra owners and pilots, which is part of IAC’s activities.

Along with Siemens, Extra is planning to bring the Extra 330LE electric powered aircraft to AirVenture. Christensen set the gold standard for kit-built aircraft with his series of kits and builder manuals. The

Christen Eagle II was introduced to the aviation world at EAA Oshkosh 1977.

The IAC Pavilion will feature an exhibition of the Christen Eagle II’s 40th anniversary and the Extra series of aerobatic aircraft over the last 30 years. Visual displays will tell the story of the Extra 230 and subsequent models of the Extra series, including the Extra 330SC, which has proven to be one of the most successful competition airplanes of all time. An additional display area will tell the story of the iconic Christen Eagle II and highlight its development.

Learn more about the IAC exhibition and related activities on the IAC

THE FORCE

IS

WITH US

IAC WELCOMES VIPS

TO

COMING

TO

AIRVENTURE

lar complement of machine guns. The P47 was synonymous with the famed 57th Fighter Group, and the museum’s examples, both D-models, are painted in that group’s colors.

Hun Hunter XVI is owned by Neal Melton, and honors Gil O. Wymond, while Wicked Wabbit, owned by John Shoffner, pays tribute to James C. Hare.

Of the more than 15,000 produced, it’s estimated that less than a dozen remain flying today.

AT THE

Hun Hunter XVI and Wicked Wabbit to be featured in the Warbirds area at AirVenture this summer. (EAA AirVenture)

FLY-IN THEATER

Edge and Mission Control Monday, July 24: Rogue One: A Star Wars Story Tuesday, July 25: Sully Wednesday, July 26: 30 Seconds Over Tokyo Thursday, July 27: Mission: Impossible - Rogue Nation Friday, July 28: Hidden Figures Saturday, July 29: Strategic Air Command All movies at the Fly-In Theater are included with your admission wristband.

Located adjacent to Camp Scholler, hundreds of EAAers head to the Fly-In Theater at AirVenture each night. It is reminiscent of the drive-in theaters of the past.

(EAA AirVenture)

AIRVENTURE OSHKOSH 2017 website, https://www.iac.org/2017-airventure-iac-exhibition.

Planning on bringing an Extra or Christen Eagle to AirVenture? Be sure to register: Pre-Registration for Extra s (https://www.eaa.org/en/airventure/featur es-and-attractions/airventure-highlight/featured-aircraft-anniversaries/extra) Pre-Registration for Eagles (https://www.eaa.org/en/airventure/featur es-and-attractions/airventure-highlight/featured-aircraft-anniversaries/christen-eagle-ii)

QUEST AIRCRAFT, PRATT & WHITNEY CANADA

TO

The IAC Pavilion will feature an exhibition of the Christen Eagle II’s 40th anniversary and the EXTRA series of aerobatic aircraft over the last 30 years.

(EAA AirVenture)

SPONSOR AIR SHOWS

Daily Afternoon Air Shows During Week at Oshkosh Feature World’s Top Performers

Quest Aircraft and Pratt & Whitney Canada have committed their support for the afternoon air shows at EAA AirVenture Oshkosh 2017.

“The air shows at EAA AirVenture Oshkosh are known as the place where an all-star roster of performers provide hours of entertainment each day,” said Rick Larsen, EAA vice president of com-

June 2017

munities and member programs who coordinates AirVenture features and attractions. “Oshkosh is also where there is a combination of people and aircraft that you’ll find no place else in the world.

We thank both Quest Aircraft and Pratt and Whitney Canada for providing the support that makes these unforgettable performances possible.”

Among the performances at Oshkosh are those from the world’s finest aerobatic pilots, international aerobatic Continued on Page 39 Quest Aircraft and Pratt & Whitney Canada will sponsor the afternnon air shows at EAA AirVenture this year, which will include top-line performers including the Aeroshell Team. ( EAA AirVenture)

June 2017

www.inflightusa.com

EAA AirVenture 2017

39

FEMALE AVIATORS TO CELEBRATE 10TH ANNUAL WOMENVENTURE IN OSHKOSH

For the 10th straight year, the opportunity for women who love aviation to build camaraderie and open doors to mentorship and participation in aviation once again comes to EAA AirVenture Oshkosh 2017.

Beginning in 2008, WomenVenture has brought together women from throughout the flying community with activities designed to encourage participation by women in aviation, as less than 6 percent of all pilots in the U.S. are female.

“WomenVenture is a tremendous experience for women, particularly as it comes during the World’s Greatest

Aviation Celebration at Oshkosh,” said Kelly Nelson, a pilot and executive editor for EAA publications. “These activities can be a springboard to motivate other women to get involved in aviation, either for fun or as a future career, as we present activities that motivate, inform, and inspire.”

The schedule of WomenVenture events includes the inaugural WomenVenture Social on Monday, July 24; and an Aviation Appreciation Dinner hosted by the Ninety-Nines Inc. on Tuesday, July 26. On Wednesday, July 27 – WomenVenture Day – events kickoff with Women in Aviation International’s

If you ask someone about the Boeing YL-15, all but the hardest of the hardcore aviation nuts will greet you with a blank stare. After all, with just 12 built and only one currently flying, most of us have never seen one. All that will change this July when Keith Brunquist brings his to display it at EAAAirVenture Oshkosh.

Boeing built two XL-15s as proof of concept prototypes and then 10 YL-15s for evaluation as they competed for the U.S. Army Air Forces (which quickly became the U.S. Air Force) contract for a new Lbird, a liaison aircraft. Boeing ultimately lost the contract to Cessna who had developed the L-19 Bird Dog. The L-15, the last

manned piston-powered airplane Boeing ever built, never went into production.

Brunquist’s airplane was the last one built, rolling off the assembly line in Wichita on March 8 of 1949. It’s an unusual looking airplane, to say the least. It’s a taildragger, sort of, but it sits at what at first looks like a near-level attitude when on the ground. The wings and the horizontal stabilizer are mounted at a pronounced angle of incidence to the fuselage boom, which has the effect of making the twin tails – that look upside down to begin with – stick up when it’s in level flight. As with any L-bird, it’s got excellent visibility, and the unusual “pod” cabin area allows an

EAAAirVenture Oshkosh has a strong tradition of honoring America’s veterans, and this year is no exception. Old Glory Honor Flight, in partnership with EAA and American Airlines, is bringing Yellow Ribbon Honor Flight V to EAAAirVenture Oshkosh 2017 on Friday, July 28.

Yellow Ribbon Honor Flight is coming back for the fifth time to EAA AirVenture and is dedicated to recognizing Vietnam veterans and the sacrifices they made to serve our country. Old Glory Honor Flight believes, “It’s never

too late to say thank you.” The veterans will fly to Washington, D.C., to tour war memorials at no cost to them.

EAA will hold a welcome ceremony upon the return of the flight, which is part of the day’s Salute to Veterans. Earlier on Friday there will be the annual Parade of Veterans, where all veterans in attendance are invited to assemble and walk with their respective branches of service.

Old Glory Honor Flight originally intended the Yellow Ribbon Honor Flight to be a one-time event in 2013, but the suc-

BOEING RARITY COMING

Connect Breakfast and move to AirVenture’s showcase Boeing Plaza for the annual WomenVenture group photo at 11 a.m., with the annual WomenVenture Power Lunch immediately following.

Details on each event can be found at www.EAA.org/WomenVenture.

As in years past, a limited-edition WomenVenture T-shirt is available to all women who participate, while supplies last. T-shirts can be picked up at the EAA Welcome Center, the Women in Aviation International booth, or the Ninety-Nines Inc. booth beginning Monday, July 24.

WomenVenture is presented by The Boeing Company and supported by

TO

WomenVenture brings together women from throughout the flying community in an effort to encourage participation in aviation.

(EAA AirVenture) Glasair Aviation, Women in Aviation International, and The Ninety-Nines Inc.

AIRVENTURE OSHKOSH

observer to sit facing aft with a near unobstructed view out the back.

Brunquist’s father Norm bought the airplane from the U.S. Fish and Wildlife Service at auction in 1954, while working for that agency as an A&P. The elder Brunquist installed floats on the airplane (per Boeing’s original design) and flew it for years until it started showing some signs of wear and parked it in 1966.

Brunquist inherited the airplane when his father died in 1994, and, when he was ready, started restoring the airplane in 2003. It flew again 13 years later, on July 28, 2016, just missing his chance to bring it to Oshkosh last year – don’t miss see-

Keith Brunquist has restored the unique XL-15, a Boeing rarity, and will have it at AirVenture in Oshkosh during the annual event July 24-30.

(EAA AirVenture) ing this delightful rarity at AirVenture this summer, July 24-30

YELLOW RIBBON HONOR FLIGHT V COMING TO EAA AIRVENTURE 2017 cess of the first flight at EAA AirVenture encouraged subsequent yearly flights.

“Yellow Ribbon Honor Flights out of EAA AirVenture have become a tradition for us and we are very excited to continue that tradition in 2017,” said Old Glory Honor Flight Co-Founder Diane MacDonald.

Veterans traveling on this year’s Yellow Ribbon Honor Flight will be those currently on the existing Old Glory Honor Flight waitlist. For more information, visit www.oldgloryhonorflight.org.

A highlight every year, Old Glory Honor Flight, in partnership with EAA and American Airlines, is bringing Yellow Ribbon Honor Flight V to EAA AirVenture Oshkosh 2017 on Friday, July 28.

(EAA AirVenture)

Quest Aircraft, Pratt & Whitney Canada to Sponsor Air Shows

Continued from Page 38 competition champions, warbird reenactments, and fly-bys from innovative and one-of-a-kind aircraft. The afternoon air shows begin daily at approximately 2 p.m. CDT. “Pratt & Whitney has been a name synonymous with both the heritage of

flight and aviation innovation, which is also the appeal of Oshkosh,” said Nicholas Kanellias, vice president for general aviation at Pratt & Whitney Canada. “We’re enthusiastic about being part of EAA AirVenture this year and especially the magnificent performances we see every afternoon during the air

show.”

“EAA AirVenture offers so much to aviation enthusiasts from around the world, especially in the form of their spectacular air show performances.

Quest Aircraft is honored to be a part of making that happen this year,” said Nick Newby, Quest Aircraft’s senior vice pres-

ident of sales and marketing. “Our sponsorship is driven by the passion and excitement behind these performances, a great match for the Kodiak, an aircraft with a passionate following of its own.”

Complete air show performance schedules are posted and updated as necessary at EAA.org/airventure.

40

In Flight USA Celebrating 33 Years

June 2017

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

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

Charles Edward “Charlie” Taylor is not a household name. He is, in many respects, a typical “Forgotten Man,” whose contributions have been all but forgotten throughout aviation history. Charlie Taylor, born May 24, 1868 in Cerro Gordo, Ill., quit school at age 12, was essentially self-educated, and had a brilliant, mechanically inclined mind. He settled in Dayton, Ohio where, through serendipitous circumstances, he met Orville and Wilbur of Wright brothers’ fame. Fast forward… and Charlie began working for the Wright Brothers on June 15, 1901 repairing bicycles and keeping shop, allowing Orville and Wilbur freedom to pursue their work with flying machines. Charlie accomplished many tasks for the Wrights while they pursued their dream of powered flight, allowing Charlie to demonstrate his genius. When the Wrights could not interest nearly a dozen automobile manufacturers to build a powerful, lightweight engine needed for their purpose, Charlie took on the task. Without instruction books, formal drawings, manuals, handbooks, or tooling, Charlie completed the task in just six weeks. The rest is history. Charlie worked for the Wrights for over a decade, and logged many “firsts” as a pioneering icon in aviation maintenance. In addition to building the first aircraft engine, he became the first Airport Manager. He participated in building the first military airplane, and he engineered the first transcontinental flight. He was the first person to investigate a fatal-powered flight accident, and Charles E. Taylor was inducted into the USAF Museum as the very first airplane mechanic. This month, CALLBACK pays tribute to Charles E. Taylor and is dedicated to the thousands of Aviation Maintenance Technicians, men and women, who keep America’s aircraft airworthy and return them to service when they require servicing, repair, or periodic maintenance. The Aircraft Maintenance Technicians (AMTs) who submitted the following reports have contributed to improved maintenance practices. Their contributions to aviation safety exemplify commitment and dedication in the tradition of Charles E. Taylor.

Right Seal, Wrong Place; Return to Base

This aircraft maintenance team thought that they had correctly replaced a seal on a CRJ200. A successful leak check added confidence, but a procedural error would soon come to light… along with a lamentable loss of lubrication.

• Another Aircraft Maintenance Technician and I were installing a new carbon seal on the Integrated Drive Generator (IDG) on Engine #1. During that process, we put a seal in the wrong location. We misinterpreted the diagram depicting where the seal went. Throughout this process, we had to keep going back to the Maintenance Manual to print out sub-tasks using computers that were exceptionally slow, as well as endure many interruptions… which added to our distraction.

After installation, we performed the leak check in accordance with the Maintenance Manual, and there were no leaks, so we did not realize our error at the time. During discussion about the project, supervisors found that we had incorrectly installed the seal. By the time we discovered this fact, it was the following day... The aircraft had lost the oil on the left engine IDG, most likely due to our mistake. The aircraft subsequently had to return to base. It was easy to misinterpret the diagram in the Maintenance Manual. The interruptions due to slow network access to the online Maintenance Manual and other interruptions added to the situation.

ing and distinct labeling of gas bottles was highlighted in this technician’s report on an incident that could have had “noxious” consequences.

• I received a call… to service oxygen on an Air Carrier aircraft. I arrived at the scene and opened up the rear tailgate of the line truck. I saw one bottle secured to the bed. It was green in color with no visible warning sign that I can recall. I noticed a steel-braided line that was attached to the regulator and wrapped around the tailgate, but I did not see the service end. I looked around and found the service kit...

Enclosed was a regulator with a braided line attached. Instead of switching regulators, I swapped the braided lines and serviced the aircraft with 120 psi of gas. On my first day back to work after scheduled days off, I installed what I thought was a missing bottle of nitrogen in the line truck.

After further inspection, I found that the bottle that was already installed in the truck was nitrogen and not oxygen. I immediately notified my manager of the issue. I believe that when I looked in the tailgate, I saw a green bottle and didn’t see any obvious abnormalities. I assumed the steel-braided line was the same type we used in the hangar on the oxygen servicing bottle. The bottle didn’t have a… regulator like we had on the high-pressure bottle, but it was the same color and a similar design.

I recommend better placards and warning signs around all gas bottles, more color distinctive regulators used for each gas type, and servicing stations at each gate.

pounded when the paperwork associated with the job was overlooked. The Inspectors should have caught the error, however they assumed that the initial assumption was correct.

• I started my service on a B737 aircraft while another Technician… was to start the fuel nozzle replacements. After I completed my initial service, I noticed that the Number 2 Engine Cowlings were opened up, so I figured that must be the engine getting the fuel nozzles. I found one new nozzle at the In-Station for our plane, so I took it into the lead’s office and told the other technicians that three were missing, as we were to replace four nozzles altogether. Our lead was notified, and more nozzles were ordered. When they arrived, one technician took the left side of the engine and another took the right side and began removing the fuel nozzles to replace them. I was the third person, so I was handing tools to them and getting whatever they needed. After the nozzles were replaced, I helped to safety all the bolts that had been removed and reinstalled. After Inspectors had looked the engine over for safety and security, I closed Number 2 Engine Cowlings.… The next day, I was informed that the nozzles were the wrong part numbers and that they were supposed to be installed on the Number 1 Engine. I had never looked at any of the paperwork to verify with the other mechanics what part numbers we were to use or which engine we were to work on.

The importance of proper color-cod-

This incident started out with a wrong assumption, which was com-

This technician found that a lessthan-professional maintenance person

When You’re out of O2, N2 Won’t Do

An Abundance of Assumptions

Off with Their Heads!

had used rather drastic and careless means to cover up a mistake in a maintenance procedure.

• The Maintenance Technician noticed the Nose Gear Steering Cover was loose and seemed to be drooping. He checked the cover and found it to be loose. When attempting to tighten it, he discovered that forward attach bracket screws had been deliberately cutoff and a sealant fabricated screw head was used in its place. At the time, the loose steering cover was noticed, and the bolts had failed. A routine check for a loose steering cover started the event. This is rather common and is simply a hardware tightening process to repair. In this case, it turned out to be worse. The person who installed the steering metering valve missed the step that required the technician to install the forward-attach bracket hardware through the upper steering plate. Apparently after the steering metering valve was installed, the technician discovered his/her error. Rather than removing the metering valve to correct the error, the Technician opted to cut the screw heads off and use sealant to hold the forward bracket. Note the screw must be installed prior to the steering metering valve installation because there is insufficient clearance with the valve installed. The aircraft was removed from service. The steering cover was removed and the proper hardware installed. The aircraft was then returned to service. I suspect that schedule pressure played a role in this event. The technician, realizing his/her error, likely feared calling the inspector to inspect the metering valve reinstallation. The time required to

Continued on Page 41

TOP SEVEN SENSATIONS TO SEE

June 2017

The 29th Truckee Tahoe Air Show & Family Festival plans to once again spark interest in the wonderful world of aviation. Happening Saturday, July 8, from 9 a.m. to 4 p.m. at the Truckee Tahoe Airport, admission and parking are free, as the show is a gift to the Truckee Tahoe community from the Truckee Tahoe Airport District.

For those who don’t know, the original Truckee Air Show returned in 2012 after a 16-year hiatus. So, this year truly marks 29 years in the making!

“I helped produce the Truckee Air Shows that took place years ago, and after 16 years of not having one, families in Truckee really missed the air show and

wanted it to return,” said Tim LoDolce, executive director, Truckee Tahoe Air Show. “We’re all so grateful that the Airport District funds this event now, and that numerous volunteers are willing to spend hundreds of hours to make the show happen.”

This year the sky will come alive with performances by world-renowned aerobatic performers including Mark Peterson in his Dornier Alpha Jet hitting speeds of over 600 miles per hour while handling 6 G turns and vertical climbs to over 12,000 feet! Both Danny Sorenson and Rich Perkins return this year due to popular demand. Sorenson spent over 6,000 hours building his own biplane

Safe Landings

Continued from Page 40 remove and reinstall the valve also would likely need to be explained.

TRUCKEE TAHOE AIR SHOW

reminiscent of the Golden Age of Aviation. Perkins’ Eastern Bloc Jet Trainer, an L-39 Albatross Jet known as the Fire Cat, is a well-designed and brightly colored orange and red jet used to train students. Although it exudes less power than a fighter jet, its speed certainly turns heads as it soars by.

In addition to the previously mentioned show stoppers, here are seven event sensations for 2017 that spectators must see.

• Red Bull race pilot Kirby Chambliss, one of the top 15 aerobatic pilots in the world, along with the Red Bull Air Force Wing Suit Team (the guys who appeared in the most recent Point Break

41

Red Bull race pilot Kirby Chambliss, one of the top 15 aerobatic pilots in the world, along with the Red Bull Air Force Wing Suit Team (the guys who appeared in the most recent Point Break movie!) plan to wow the fans. (Truckee Tahoe Airshow)

movie!) plan to fascinate fans. And, to top things off, two of the wing suit team Continued on Page 43

Learn at the finest soaring facility in the country!

Who’s on First?

Perhaps the involvement of too many technicians led to this propeller mixup worthy of Abbott and Costello... If one and three are on First and twos on Second,…

• I was the Lead Mechanic for a propeller build-up during which #2 and #4 Blades were swapped. When the prop was finally put on a plane a month later, the airplane experienced excessive vibration. This is when the prop was inspected and found to have blades… installed in the wrong locations. I think the blades were installed improperly because too many people were involved in the buildup. Blades #1 and #3 were installed first, so I think we just got confused as to which side #2 went on. Inevitably after installing #2 incorrectly, then #4 would also be incorrect. I think we also failed to double-check our work like we did when installing #1 Blade.

For more information, visit www.nasa.gov.

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WE INVITE YOU TO BUY A KILOMETER FOR $25 AND BE PART OF THIS EPIC JOURNEY The Canadian Arctic Aviation Tour is an epic project to celebrate Canada’s 150th Anniversary that will bring an airshow to EVERY indigenous and northern community across Canada's Arctic region – that's 97 airshows!

Website: www.caat2017.com Crowdfunding: www.crowdrise.com/caat2017

The Canadian Arctic Aviation Tour, along with the help of aviators and aviation enthusiasts such as you, will assist talented pilots to fly 16,000 nautical miles to perform airshows and flybys.

TO U R

R EC C A EIV ER E TI FI C AT E!

42

In Flight USA Celebrating 33 Years

Homebuilder’s Workshop

T

here’s lots of fussing around that has to be done with homebuilts… or any other airplane, for that matter.

One of my headsets was misbehaving, and I got a Return Authorization from Lightspeed, the manufacturer.

When I took the batteries out for shipping, I discovered that they were corroded, even though they still powered the unit. The headset was nearly four years old, but that meant the headset was still under warranty. They replaced a whole bunch of stuff, to my great surprise.

So I was working on the other plane and managed to sit on the headset cord to the serious detriment of the microphone jack. That one is also covered under warranty, and that headset is headed back to Oregon for repair. Under warranty, that is, at no cost.

Folks, customer service doesn’t get any better than that.

•••••

As you may know, if you want to fly around the Washington, D.C. area, there are lots of extra rules. In fact, if you want to fly within 60 nm of the DCA VOR/DME, you need to take an online FAA course. I just took it, and the course was very well done, certainly on the short list of best online courses I’ve ever taken.

I only found one minor flaw that went by faster than I could take notes.

To fly within that 60 nm ring, you need to pass a test on the rules and airspaces. I barely squeaked by, getting the minimum passing grade of 100 percent, that is. They’re serious about that course, and the government is authorized to use deadly force against those who violate the most sensitive inner airspace.

•••••

So my nephew is getting married one afternoon in Virginia, and I had to make the decision to either drive eight hours or fly three. The forecast was for good weather at both ends of the threehour trip, but with an AIRMET for moderate turbulence the whole way and moderate surface winds at the halfway point, where I might choose to land for cheaper gas and for the usual “physiological reasons.” I decided to chance the bumps.

Savannah tower wasn’t having an A-

THIS

THAT

game day, maybe they were training and the supervisor missed a detail, and they left me on a vector until eight miles out, at which point I called in and asked if they wanted me on departure frequency.

Departure didn’t know that I was on a vector, but we got all that squared away.

So after bumping along under the clouds for a bit, I went up to 5,500 and had cool, smooth air (forecast was mercifully wrong) and a smoking 20-plus-knot tailwind. Time came for descent to the gas stop, 90 minutes out and my back was sore and ready for a break. I asked for an IFR descent through the clouds, and they wanted to know what approach I wanted.

I chose one real quick, knowing full well that I’d cancel IFR as soon as I was 500 feet below the cloud bases, a hefty 0.1 hours of actual IFR for the logbook.

On the second leg, the local radar guy apparently thought I was going to Charlotte, even though I said Charlottesville and gave the identifier.

That got straightened out, and I went up to 7,500 to stay above the clouds, still with that smoking tailwind. Once I got to destination, I wound up flying a long downwind to follow somebody who was on a five-mile final. Why? The FBO was pricey, but they gave me some price breaks, and the hotel came and picked me up. There were a number of events going on that weekend – lots of jets at the airport – and in this town, traffic is horrible and parking nonexistent. But this promises to be a fun weekend with family whom I’ve not seen since forever, and inlaws’family that I’d met 35 years before or not at all. All that good stuff that comes with a wedding!

On the bus to the wedding, I was talking to a schoolteacher from New York.

Eventually, the conversation turned to flying, and it turns out he had also learned to fly. Almost certainly not in New York, thinks I. Where, then? Canada. Where?

Near Calgary! Where? South of Calgary!

In High River? How did you know about High River? I have been there several times. I’ve got an airplane buddy who lives there. Small world.

And on the bus from the wedding to the reception, the “Coach Captain,” i.e.,

GA Groups Speak Out Continued from Page 37 classes of users.”

According to the Jackson Hole News & Guide, Wyoming Jet Center intends to “champion owners of smaller aircraft,” as well as provide services for

AND

private jets and commercial airlines if the application is successful.

Heads of the Experimental Aircraft Association (EAA) and the General Aviation Manufacturing Association (GAMA), along with AOPA’s Mark

the driver, turned out to be a CFI.

•••••

Two days later, it was time to head back home, but the winds were still howling out of the south, 20-plus knots from 3,000 feet on up. The night before, the bus took us to the wedding at 3:30 and dropped us off back at the hotel at midnight, so there was one tired aviator the next morning. A big breakfast and going back to bed helped.

In addition to the winds aloft, surface winds at the destination were forecast 20G30 at a 40-degree angle to both runways, more than I wanted to attempt, even with the tricycle gear on the -9A. If I absolutely had to, I probably could have landed okay, but it was not worth taking the risk. And there was a major front from the west due in the next day––typical spring weather in the southeast––and some little stuff blowing up from the south ahead of it. Time to be real careful.

It looked like I could make it from Charlottesville, Va. to Greensboro, N.C., VFR under the clouds, that stop chosen because it would be a good place to spend the night if I had to, and because I always like my first stop to be about 90 minutes out for “physiological reasons.” It was light, occasional moderate turbulence the whole way. Translation – the ride was miserable.

Signature Aviation was pricey at Greensboro, no surprise, but $.50 off on the weekends helped. I am not sure why they needed an extra $5 fee, whatever they called it, and they explained that was for credit card security. Say what? Their coke machine was out, but one of the techs out on the ramp took his golf cart and got me one from the maintenance hangar while I pre-flighted. Wow! The sugar and caffeine were a big help on the next leg.

The glass cockpit was great for keeping track of the weather, and the autopilot gave me hands free to do that, but... The non-certified glass worked as advertised, yet the certified standby attitude indicator from the same manufacturer occasionally leaned a few degrees, then more noticeably wandered in pitch by five degrees, up and down. No IFR on the way home until that’s resolved! (My panel must have Baker, have also recently written to the board in support of Wyoming Jet Center.

Jack Pelton, CEO and Chairman of the Board of EAA, called the application “good news for your airport,” in a letter to the board.

June 2017

vibration issues because it killed two similar units from another manufacturEd er).

Wischmeyer The next leg was planned for Monck’s Corner, trying to get as far south as I could. Cloud bases were rising, and with a big detour to the east, it was easy VFR under the clouds, visibility 20 plus, and occasional rain showers were easy to avoid. Flight following kept me out of trouble, and the fish finder occasionally showed other traffic. (I don’t have ADS-B out, yet).

In my old Cessna, I used to hate it when groundspeed dropped to double digits due to headwinds. The lowest groundspeed I saw in the -9A was 120.

Not complaining...

Winds at Savannah were now forecast 16G25 at 20 degrees to the runway, reported winds about the same, so I pressed on. There was a five-knot windshear on short final, but there was also what almost seemed like a rotor cloud, with significant roll induced on the airplane, and much more crosswind on very short final than on final. I used a lot of rudder to keep things under control, but afterwards, I wondered where the skid ball was during all that. I was way fast because of the possibility of wind shear (10 minutes earlier, it was reported as 20 knots, but none since).

The RV-9A took forever to slow down with the fixed pitch prop, but the landing was on centerline and gentle.

So the risk on the trip was well managed. I didn’t push the weather, made sure I was rested enough (including a short nap at Greensboro), had 20-plus mile visibility under the clouds, had good flight following, made sure I had lots of gas, and had the deck stacked as much as possible in my favor. If I had just blasted off and gone direct, I would have had minimum fuel for IFR and very ugly winds for the landing.

Philosophically, this was a case of only take what you can get, safely, but take all that you can get, safely.

GAMA President and CEO Peter Bunce also wrote to the airport board, and said Wyoming Jet Center would be “a tremendous win–win for the city of Jackson and the general/business aviation community.”

SUN ’N FUN’S 2017 TOP GUN CITATION

June 2017

Jensen Houck, a senior at Central Florida Aerospace Academy on the Sun ’n Fun Expo Campus, was awarded Sun ’n Fun’s 2017 Top Gun Citation of Merit last month. Jensen received a $4,000 Sun’n Fun scholarship. Jensen plans to attend Polk State University in the fall with a focus on a Professional Pilot Science Degree.

The Top Gun Citation of Merit is presented to the graduating senior student who has consistently demonstrated outstanding scholastic accomplishment,

www.inflightusa.com

exemplary character and motivating leadership during their tenure at Central Florida Aerospace Academy. The Top Gun honoree is an example to others in not only academic excellence, but in service to their community. He or she has been a regular and visible participant in aviation related programs and events.

The Top Gun’s standout performance and work ethic in all areas define him or her as an influential moving force in the future of the aerospace industry, supporting the Sun ’n Fun and Aerospace Center

Truckee Tahoe Air Show Continued from Page 41 jumpers are Tahoe locals, Charles Bryan and Mike Swanson. An owner of Skydive Truckee Tahoe Inc., located at the Airport, Swanson is a four-time world champion in free-fly skydiving with more than 22,000 jumps under his belt.

• The Suddenlink sponsored STEAM Expo is the place where people can enjoy free, fun and educational hands-on exhibits specializing in Science, Technology, Engineering, Arts and Mathematics. The Suddenlink STEAM Expo allows children and young adults to engage in interactive activities with experts in STEAM and learn about career opportunities too.

• At the Air Show, plan to sign-up your child (ages 8 to 17) in the Experimental Aircraft Association building to take a free flight on Sunday, July 9.

Experienced volunteer pilots and ground crew from the EAA Truckee Chapter 1073 Young Eagles Program bring the thrill of flight to young people.

• For a fee, show goers can have a one-in-a-lifetime experience by taking a ride in the P-51 Mustang Man O’ War. Many of the most famous fighter pilots of World War II flew the P-15 Mustang, which has its roots in both the United States and Britain. Or, take flight in a totally restored B-25 warbird, known as Executive Sweet, which saw extensive stateside service as a crew trainer in World War II. A two-year restorative program began in 1972 on the aircraft to bring it back to a J model appearance. It’s a real beauty.

• A VIP Hospitality Tent ticket is worth every penny, and every penny goes to local youth organizations. Ticket includes the best seats for show viewing, an all-you-can-eat catered lunch, unlimited beer, wine and non-alcoholic beverages, mingling with performers and private airconditioned restrooms. Tickets are $50 for adults and $25 for kids 12 and under. A limited amount of tickets are on sale at the

airport and at TruckeeTahoeAirShow.com.

• The Family Festival fills the airport’s lawn with numerous children’s activities such as puppet shows, music sing-a-longs, stilt walkers, face painting, story-telling a bounce house and lots of creative games. A big perk is the spectacular view from the lawn and proximity to the ramp where the planes are on display.

• Featured invited speakers this year cover aviation topics from different perspectives. Wayne Handley will speak about his life as the greatest airshow performer of his time, a naval aviator, ag pilot and aerobatic champion. Come meet one of the world’s most honored aerobatic performers and hear about his recovery from a tragic accident that took place in 1999 breaking his back and sustaining numerous injuries. Christina Olds returns to speak about her published memoir of her

OF

MERIT AWARDED

for Excellence mission of building A Brighter Future Through Aviation.

The Top Gun Scholarship is powered by The James Ray Foundation, Knight Industrial, Gulf Coast Avionics, Polk State College and Sun ’n Fun. To learn more about scholarship programs through the Aerospace Center for Excellence and Sun’n Fun, please contact Robb Williams at RWilliams@flysnf.org or call him at 863-644-2431.

father’s life, Robin Olds who was an American Triple Ace Fighter Pilot and general officer in the U.S. Air Force. Olds had a combined total of sixteen victories in World War II and the Vietnam War. He retired in 1973 as a brigadier general.

World War II Triple Ace Fighter Pilot, Bud Anderson will relive through storytelling and video his first-hand experiences fighting in World War II. The presentation is gripping and will captivate all ages, as he relives what it’s like to be in one’s 20s flying and fighting.

“The Truckee Tahoe Air Show and Family Festival Committee is dedicated to educating youth on the wonderful world of aviation. Each year we aim to bring more hands-on experiences, speakers, thrilling performers, good food and fun and so much more,” noted LoDolce.

“In addition to the Suddenlink STEAM

Jensen is pictured with Sun ’n Fun Chairman of the Board Bob Knight (left) and Sun ’n Fun President/CEO John “Lites” Leenhouts (right) at CFAA’s end of the year awards ceremony on Monday, May 22, 2017.

Expo, speakers, performers, VIP Hospitality Tent, we have numerous static displays for kids to look at and climb into.”

The Truckee Tahoe Airport District funds the operational cost of the event as a gift to the Truckee North Tahoe Community. This structure allows the three nonprofit organizations that produce the event an opportunity to raise money for local youth. These nonprofit organizations are the Experimental Aircraft Association, Truckee Optimist Club and KidZone Museum.

All event proceeds go to local youth.

The money is raised from sponsorships, sales from vendor booths, t-shirts and raffle tickets, as well as VIP Hospitality Tent Tickets.

For more information, including tickets, visit www.TruckeeTahoeAirShow.com.

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43

1778 W. US Rt 224 Tiffin, OH 44883

44

T

CAL FIRE/ CALIFORNIA NATIONAL GUARD TRAINING 2017 In Flight USA Celebrating 33 Years

By John Yount Captain (Retired)

he annual Army and Air National Guard fire bucket training was conducted this year near Sutter Creek, Calif. Army Guard Helicopters from Mather, Blackhawks and Stockton Chinooks, and Moffett Pave Hawks participated in the training. The training was held over three days. Classroom, water drops, and exchange of information by personnel will allow for a smooth activation when the time comes.

There is much more to this story than just an annual training. The interaction of the Military and State of California has spanned for over half a century. This cooperative spirit has been the success of the program. Although the Guard and Air Reserve have their own mission agenda, it is the history of the Guard and Cal Fire working together during the wet months that has contributed to a significant enhancement in fire bucket reliability, versatility, and performance.

With the introduction of the Cal Fire (then CDF) Military Helicopter Manager (MLHM) program in California in the late 1990s, it was deemed important that a Cal Fire aviation person (then CDF) be assigned during an activation to a specific helicopter.

Flying with the Guard, Cal Fire personnel work as part of a team providing tactical input, complete logistical support, and coordination with the Guard and Cal Fire command centers. At the beginning of the MLHM program, it was quickly identified that the rigid 2,000gallon Big Dipper buckets and the special production for the Guard of a 1,140-gallon Bambi Bucket needed to be addressed. The lead CDF person approached CDF management with a

plan to initiate an updated program with respect to working with the Guard. One of the four components of the plan was to work on the buckets. A phone call to SEI (Bambi) saw an immediate response.

Two SEI representatives, the general manager, and chief engineer were in California working with CDF and the Stockton Guard to make a change. The following fire season, a new generation 2,000-gallon Bambi Bucket was presented to the CDF and Guard for testing. That season was an active season for the State and Guard. The 2,000-gallon Bambi was put to the test. From the lava beds of the Modoc National Forest to Southern California in a three-week period, the redesigned Bambi delivered 1.6 gallons of foam-enhanced water flawlessly. The interaction between the Guard, CDF, and Bambi wasn’t just a business model but evolved into a “can do” chemistry that

saw the development of many new Bambi products.

The hub for developed for new products was the CDF’s Baseline Helibase/Heliport and Fire Camp near Jamestown, Calif., unofficially known as the Baseline Skunk Works. The next five years saw the development of numerous fire suppression products for helicopters.

One of the concerns using the larger 2,000-gallon Bambi Bucket was there inability to pick up a full bucket of water in a source less than five feet deep. A skilled inmate work team of four directed

by CDF personnel at Baseline started a Bambi modification of a 324-gallon Bambi with SEI providing the submergible pump.

Intermountain Helicopters of Columbia, Calif. provided the copter that would test this 324-gallon “power fill” Bambi while pumping from a 1,000-gallon

The Aircraft Owners and Pilots Association (AOPA) Air Safety Institute (ASI) launched a new podcast series “There I was...” The series will feature a new guest each month sharing challenging flying scenarios they encountered and the knowledge and skills they utilized to safely fly out of them.

The podcast will be hosted by Richard McSpadden, Executive Director of ASI, former commander/flight leader of the USAF Thunderbirds, a commercial pilot, and CFI. Joining McSpadden will be cohost Kristen Bodnar, a private pilot and ASI’s lead project manager. Each 30minute episode will include celebrity and

everyday pilots telling their stories while McSpadden and Bodnar use their flying and safety expertise to analyze and extract safety lessons from each situation. The podcast will also honor the tradition and heritage in aviation of “hangar flying” as a way of sharing knowledge and experiences.

The first episode featuring U.S. National Aerobatic Champion Patty Wagstaff is now posted at www.airsafetyinstitute.org/thereiwas and available for download from iTunes.

McSpadden said, “We are excited to add the podcast series to the array of safety materials available for the general aviation community. We believe this is an entertaining

way for listeners to hear unique experiences and important safety tips at the same time.”

Cal Fire/ National Guard Briefing.

(Photos by Volunteer in Prevention Photographer Cal Fire/Fresno County Fire: Bob Martinez)

June 2017

pumpkin tank. With SEI on site during testing, this was the beginning of the power-fill bucket era. A second Baseline Skunk Tank project was to develop a multi-variable drop valve for the Bambi Buckets. Two prototypes were made. One had a Bambi divided into two separate chambers. Each chamber had a small rubber valve allowing the load to be split. It was the Stockton Guard that came to Baseline (about 10 minutes from Stockton) and did the flying of the bucket.

The second prototype used compressed air to open and close a carburetor butterfly valve. Again, the Stockton Guard provided the Chinook. The Chinook is an external/internal cargo hauler.

Instead of flying a four-ton concrete slap around for external flight training, the external load training hours were used to practice and develop new ideas in aerial firefighting. With SEI working with the Guard and CDF, a clearer picture of understanding the needs of the aerial firefighting community evolved. Products like the SEI Torrentula Valve with power fill became part of SEI’s product line.

Today, 90 percent of the California Guard Chinook helicopter buckets have been equipped with these valves and pumps.

The concept of a portable water tank of more than 10,000 gallons was imagined at the Baseline Skunk Works. SEI was contacted and liked the idea. Within two months, the first Heliwell arrived at Baseline. Although the Guard wasn’t used to dip from the Heliwell, the “test to destruction” was accomplished by dropping 2,000 gallons of water into the wells opening from 50 feet. The tank performed as designed, a tribute to SEI engineering and manufacturing.

The next project for the Guard and CDF was how to fill from a small or shalContinued on Page 49

AOPA AIR SAFETY INSTITUTE LAUNCHES PODCAST About the Air Safety Institute

Since 1950, ASI has served all pilots and aviation enthusiasts – not just AOPA members – by providing free safety education, research, and data analysis. ASI offers award-winning online courses, nearly 200 live seminars annually throughout the U.S., flight instructor refresher courses, safety videos, accident case studies, and other materials to keep pilots safe and well informed. To learn more, visit ASI at www.airsafetyinstitute.org.

About AOPA

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

June 2017

MEMORIES

OF

PLANES

OF

FAME PHOTO FINISH

www.inflightusa.com

45

Steve Hinton and Chris Fahey flying POF’s F-86 Saber and Mikoyan Gurevich Mig -15 in the Korean Era Flight!

(Anthony Taylor/Warbirdfortos.com)

POF’s P-51 Mustang “Spam Can” on final approach!

(Anthony Taylor/Warbirdfortos.com)

Mike Oliver taxiing the Erickson Collection’s F4U-7 upon arrival.

(Anthony Taylor/Warbirdfortos.com)

Steve Hinton in F4U-4 Corsair N4TF following his aerobatic demo on Saturday!

(Anthony Taylor/Warbirdfortos.com)

By Anthony Taylor

Airshow fans are a hearty bunch.

Some of the highlights included several one-of-a-kind flying types: five F4U Corsairs took to the air in formation, Tigercat, Hawker Sea Fury, Corsair, and T33 Shooting Star smoke demonstrations.

Gosshawk Unlimited's PB4Y Privateer made some spectacular low-level passes.

They brought in the USAF F-35 Lightning

May 6 and 7, 2017 marked the 60th Anniversary of the Planes Of Fame (POF) Air Museum’s Annual Airshow in Chino, Calif.! This show is recognized worldwide as one of the best shows when it comes to flying World War II aircraft.

The entire staff of pilots, organizers, and

volunteers really put on a fantastic display this year. There should be a special thanks to the Maloney and Hinton families for their tireless efforts all year long.

With very unpredictable weather this year, we were at 95 degrees on Thursday, and by Sunday, we were down to mid 50s with rain, thunder, and lightening all around us. The show always goes on!

II for the Heritage Demonstration.

Don’t miss out on next year’s presentation, usually around the first week of May. Go to www.planesoffame.org for more information about their monthly flying events, and be sure to sign up for their annual membership, which gets you into the museum year round with discounts for all of their events.

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THE END

OF THE

CESSNA CITATION MUSTANG

In Flight USA Celebrating 33 Years

Textron Aviation Inc., on May 11 announced the final production Cessna Citation Mustang has rolled off the assembly line and will be delivered in the coming weeks. The ground-breaking Mustang quickly set the standard in its category for pilots stepping up to jet ownership, and enjoyed tremendous success throughout its 12-year production run with more than 470 aircraft delivered to customers around the world.

“The Mustang proved to be an incredible success for our company and our customers, and we’re thrilled to celebrate the ingenuity and pride that went in to creating the world’s most popular entry-level light jet,” said Rob Scholl, senior vice president, Sales and Marketing. “We remain dedicated to developing new products and providing

solutions that matter to our customers.

The Citation M2 is a great example of this and we believe it will carry on the legacy as the entry-level jet that pilots want and need.”

“Mustang customers can continue to expect the highest level of service through maintenance, parts and support solutions from our Customer Service organization,” said Kriya Shortt, senior vice president, Customer Service.

The company is positioned for a seamless transition within the light jet segment as it continues to offer customers an exceptional combination of speed, range and payload with the Cessna Citation M2. The M2 was introduced in 2013 and quickly received overwhelming market response, with nearly 150 aircraft delivered to customers around the world.

Perfect for corporate, charter or private use, the Citation M2 features a spacious interior with excellent in-cabin technologies, updated touch-controlled avionics and two powerful Williams FJ44 engines, facilitating cruise speeds of over 400 knots. The aircraft is designed for single-pilot operation and features Garmin G3000 avionics and seating for seven.

The National Air Transportation Association (NATA), on May 23, announced the recipients of its Industry Excellence Awards, presented annually to individuals, offices, and organizations demonstrating superior service to the aviation business community, particularly through their efforts in advancing general aviation’s safety-first culture: NATA’s Distinguished Public Service Award is a special honor awarded by its Board of Directors and members – recognizing outstanding service and contributions to the industry. This year, the award will be presented to former FAA Associate Administrator for Aviation Safety, The Honorable Margaret “Peggy” Gilligan and former FAA Associate Administrator for Airports, The Honorable Eduardo “Eddie” A. Angeles.

“For many years, Peggy has been the heart and soul of the FAA’s effort to improve aviation safety. Success in this area requires government and industry to work together toward the common goal.

NATA and the aviation industry are grateful for Peggy’s perseverance in improving that critical interaction between the agency and aviation business community.

Her focus on partnering with industry toward common-sense regulation has been monumental to aviation businesses, and it is important to recognize Peggy’s public service,” stated NATA President Martin H. Hiller.

“Eddie has dedicated his career to the safety and security of the traveling

public, and has been a leader in the policy and administration of our nation’s airports. Airports and the businesses that serve them are important economic drivers for local communities. Eddie recognizes the challenges that airports face today and NATA is deeply appreciative of his commitment to protecting and improving this critical part of our nation’s infrastructure as well as seeking technological innovations and creative solutions to enhance safety and the passenger experience,” added Hiller.

The ATP/NATA General Aviation Service Technician Award (sponsored by Aircraft Technical Publishers for 30 years) acknowledges the exceptional performance of a licensed airframe and powerplant mechanic or radio repairman who has practiced his or her craft for a period of 20 or more years. NATA will present this year’s award to Mr. Jerry Marolt, Senior Crew Chief at Flexjet. Mr. Marolt first entered the industry in 1993 as an A&P Mechanic and has served as QC Inspector, AMT, AMT Lead, Inspector, and QA Inspector throughout his 23+ year professional career. He is recognized for his fanatical attention to service and detail and is a valuable source of knowledge amongst his peers.

Mr. Bill Hutto, A.A.E, PhD, Airport Director at the Auburn University Regional Airport, Auburn, AL is the recipient of the NATA Airport Executive Partnership Award. This award recognizes an airport manager for his or her

efforts to foster relationships between aviation businesses and airport operators.

In addition to serving as the Airport Director, Mr. Hutto is the Aviation Center Director at Auburn University, where he has expanded the Auburn Flight Program resulting in a rise in graduates over recent years. He currently leads an airport expansion effort to bring new ramps, THangars, an FBO, and a brand-new flight training building to the airport. His aviation-oriented outreach efforts foster growing interest across the state from aviation and aerospace industries and has paid dividends for the university, airport, and local community.

The recipient of NATA’s Excellence in Pilot Training Award is Denis Arbeau, Manager of Training at Solairus Aviation.

This award recognizes an individual or organization for outstanding contributions in safety, professionalism, leadership and excellence in the field of pilot training. Mr. Arbeau is a mentor and role model to hundreds of pilots that fly more than 22,000 annual hours. His experience, performance, leadership, and management skills reflect the highest industry standards in safety and excellence in pilot training.

Mr. Michael Heilpern, Operations Manager at Monterey Jet Center, will receive the third annual Safety 1st Certified Line Service Professional Award. This award recognizes the achievements of certified line service professionals demonstrating their posi-

Leading the Light Jet Segment

With more than 5,000 aircraft delivered, Textron Aviation continues to lead the light jet segment, offering customers the widest product range on the market.

From the popular entry-level Citation M2 jet, to the upgraded efficiency and comfort of the CJ3+ and the top-performing CJ4, the Citation CJ family of light busi-

June 2017

The company is positioned for a seamless transition within the light jet segment as it continues to offer customers a combination of speed, range and payload with the Cessna Citation M2.

(Cessna Aviation) ness jets has evolved to offer a range of capabilities, systems and options unmatched in its class.

NATA ANNOUNCES INDUSTRY EXCELLENCE AWARDS RECIPIENTS FOR 2016

tive impact on safety, service and business success. Mr. Heilpern has been the Operations Manager for Monterey Jet Center since the company’s inception, twenty years ago. He maintains the highest level of safety standards while providing excellent customer service, making a point to become accustomed with new aircraft models, industry trends, and new visitors to the FBO. “Once again NATA has the honor of highlighting the achievements of the individuals and organizations that make the general aviation community so great. The award winners demonstrate the dedication and ingenuity of our members in advancing the industry to the next level,” stated NATA President Martin H. Hiller.

NATA recently announced the recipients of the William A. “Bill” Ong Memorial Award and Distinguished Service Award to Edward M. Kilkeary, Sr. and David Todd Duncan respectively.

All awards will be presented during a luncheon on June 7th at the Hyatt Regency Washington on Capitol Hill.

The association will hold the luncheon in conjunction with its Aviation Business Conference.

Contact Karissa Uko at kuko@nata.aero or Kim Blankenship at kblankenship@nata.aero for more information on NATA’s Industry Excellence Awards Presentation Luncheon and to secure tickets.

SPACESHIPONE (REPLICA)ON DISPLAY AT THE HILLER AVIATION MUSEUM June 2017

Winner of the $10 million Ansari XPrize for the first successful flight of a privately financed commercial spacecraft, SpaceShip One was a prototype aircraft designed by Burt Rutan of Scaled Composites LLC to test the feasibility of carrying human passengers into suborbital space and back to earth. A replica of the aircraft is now on display at the Hiller Aviation Museum at the San Carlos (California) Airport.

Its successful flight into space occurred on June 21, 2004, piloted by Mike Melvill.

Carried aloft from a runway attached to a customized turbojet aircraft, called White Knight, SpaceShipOne was released at an altitude of 8.7 miles, where its rocket engine was ignited. About 80 seconds of thrust propelled SpaceShip One to a maximum speed of 2,170 mph (Mach 3.09). After rocket burn out, the aircraft coasted upward on a ballistic arc to an altitude of nearly 70 miles, exiting the densest part of the earth’s atmosphere and making SpaceShipOne the first privately built vehicle to fly in space.

The coasting ballistic flight path produced a few minutes of zero-G, or “weightlessness.”

At the height of its trajectory, SpaceShipOne was configured for high drag mode, rotating its tail booms into an upright position to provide stability in its gliding descent, similar to a badminton “shuttlecock.”

www.inflightusa.com

A replica of SpaceShipOne is currently on display at the Hiller Aviation Museum in San Carlos, Calif., courtesy of the Chabot Space & Science Center.

(Hiller Aviation Museum) After reentry into the densest part of earth’s atmosphere, SpaceShipOne landed on wheeled gear like a conventional aircraft.

The replica on display at Hiller is courtesy of the Chabot Space & Science Center based in Oakland, Calif.

The Hiller Aviation Museum preserves the legacy of flight and provides inspiration for future generations. Over forty unique and innovative aircraft are on display. Realistic flight simulators and open aircraft cockpits ensure that every visitor gains a pilot’s eye view of the world of aviation.

The Hiller Aviation Museum is a non-profit educational institution open 10 a.m. to 5 p.m. daily. Admission is $16 Adults, $11 Youth (5-17) and Seniors (65+), kids 4 and under free. For more information contact The Hiller Aviation Museum, 601 Skyway Rd. San Carlos, CA 94070 (650) 654-0200 or visit www.hiller.org.

PIPER’S DELIVERIES AND REVENUE RISE IN FIRST QUARTER 2017

Piper Aircraft Inc. grew its new aircraft deliveries and sales revenue during the first quarter of 2017, ending March 31.

First quarter 2017 performance showed a positive trend on the heels of a 26 percent growth in billings for 2016 when Piper launched the new flagship product, the M600 SETP and expanded deliveries of the single engine trainer, the Piper Archer.

Airplane deliveries increased more than 13 percent to 25 aircraft in the first quarter of 2017, up from 22 airplanes during the first quarter of 2016. New aircraft sales revenue grew more than 60 percent to $23,383,514, when compared to sales of $14,311,429 during the same period the previous year, reflecting strong demand for the M600.

“Piper’s performance in the first quarter of 2017 gives us a good start on the year and is an encouraging indicator of demand for Piper products. It also continues the upward trend that we saw in

2016,” said Piper President and CEO Simon Caldecott.

Simon Caldecott continued, “In the first quarter of 2017 Piper delivered 19 trainers, which was a combination of both the single engine Archer as well as the twin engine Seminole. The continued growth in trainer sales comes as a result of our commitment to provide the pilot training industry with a family of training aircraft and the latest in avionics and training technology. While M-class deliveries, in total, were level with last year, the addition of the M600 drove revenue up significantly. We expect M600 sales growth during 2017 as aircraft demonstration tours continue and international type certifications are achieved.”

Piper Aircraft Inc., headquartered in Vero Beach, Fla., offers aviators throughout the world efficient and reliable singleand twin-engine aircraft. For more information, visit piper.com.

47

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

SO

1982 Cessna 172P 180 HP

1981 Mooney 231 M20K

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

1600 TTSN, 671 SFRMAN, King IFR, New leather interior, Original Paint, Hangared, NDH...........................................................$79,950

1977 Cessna 310R

1979 Piper Warrior II 161

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

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

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1979 Cessna 172 Skyhawk

1980 Cessna 172 Super Hawk

6OO SFRMAN, 8000 TTSN, New complete leather interior, excellent maintenance history, NDH ........$54,950

180 HP, 250 since new engine. 9000 TTSN, new paint and interior, NDH................................$55,000

1955 Beechcraft T-34B Mentor

1980 Cessna 152

60 HRS Since Restoration....................Make Offer

Nice hangar kept condition, 1800 SMOH, 11000 TTSN, IFR...................................................$29,950

1942 Grumman Bearcat F8F-2

1944 North American P-51 D Mustang

820 hours since new...Considering Offers

588 hours since new.....Considering Offers

1963 Cessna 172D Skyhawk

1979 C172N Skyhawk

180 SMOH, 4300 TTSN, KIing IFR, Nice paint/interior, NDH ..............................$32,950

60 SMOH, 7500 TTSN, Garmin 430W IFR GPS, Garmin 330 GTX, NDH............$44,950

Office Space & Tie Downs Available for Rent Robert Coutches

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

www.americanaircraft.net

48

June 2017

In Flight USA Celebrating 33 Years

AIRCRAFT We have moved! American Aircraft Sales, now at Livermore Airport, CA, www.americanaircraft.net, cell (510) 783-2711, (925) 449-5151.

3/13 From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, www.tjair.com.

3/13

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

Largest variety of quality aircraft, plus training and other services. Alliance International Aviation Flight Centers at Chino, Riverside and Brackett Field, CA, airports. www.AIAFlight.com.

11/13 AirplanesUSA Aircraft Sales, new office at San Carlos, CA, Airport, www. airplanesusa.com, (650) 394-7610.1/16 Fly right, fly better & fly with Attitude.

Under new management. Check out our expanded fleet. Attitude Aviation, Livermore, CA, (925) 456-2276, www. attitudeaviation.com.

11/16

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

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SAILPLANES/SOARING Fast-track soaring training. Arizona Soaring, Estrella Sailport, Maricopa, AZ, (520) 568-2318.

11/07

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

7/15

Aerial Avionics, FAA CRS 7IAR379B. Reid-Hillview Airport, San Jose, CA, (408) 258-5858, www.aerialavionics.com. 10/16

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

10/06 Corona Aircraft Engines. Complete engine overhauls on all Continental & Lycoming engines. ECI Titans in stock.

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

8/14 Aircraft Engine Parts & Service.

Gibson-Aviation, El Reno, OK, (800) 9924880, gibsonaviation@msn.com. 11/14

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

4/17

FUEL Fuel Cells. Repair, overhaul or new.

New tanks with 10-year warranty.

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

2/09

PROPELLERS Complete Propeller & Governor Service. Tiffin Aire, Tiffin, OH, (800) 553-7767, (419) 447-4263.

2/08

OXYGEN SUPPLIES

complete aircraft kits. Wicks Aircraft Supply, Highland, IL, www.wicksaircraft. com, (618) 654-7447, (800) 221-9425.

2/17

SERVICES Protect your assets. Legally avoid California Aircraft Sales and Use taxes.

Call for free consultation. Associated Sales Tax Consultants Inc., (916) 3691200 or visit www.astc.com.

3/06 Divorce-Paternity Cases. Contact Lawyers for Men's Rights, (213) 3848886, www.mensrightslawyers.com.

Offices of Stuart J. Faber.

4/10 Susan Biegel, MD, Certified FAA Medical Examiner, Upland, CA, (909) 985-1908, wwww.susanbiegelmd.com.

11/16 Aviation Marketing/Copywriting Expert for your projects. A published former TWA captain/instructor. Bert Botta, (415) 320-9811, www.bertbotta.com.

1/16

Fly in for your Medical. Same day exams available. To schedule, call (407) 846-0854, www.STALLION51.com. 3/17

AVIATION CONSULTANTS “Doing it right the first time” Home of Peninsula avionics, sales & service. Jorgenson-Lawrence Aircraft Sales & Management, Palo Alto, CA, Airport. Larry Shapiro, (650) 424-1801.

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

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FLIGHT INSTRUCTION

AIRCRAFT FINANCING

Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. www.arizonatyperatings. com, (602) 614-7994.

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

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Aerobatics instruction and air shows.

Anna Serbinenko's Sky Dancer, (604) 946-7744, www.cfc.aero.

7/15

Gavilan College Aviation Maintenance Technology. Fall semester begins 8/9/17; spring semester 1/11/18. San Martin Airport, CA, (408) 695-0017, www.gavilan.edu.

5/17

Aviator Flight Training. Tail Wheel Endorsements and Wings Program points.

(714) 423-4440, aviatorflighttraining.com.

6/17 All ground traIning needs by a contract, mentor and instructor pilot. Michael Jahn, Concord, CA, (707) 315-9720, michaeljahnatp@yahoo.com.

6/17

SIMULATORS Full-Motion Sim Training. Aircraft Sim– ulator Training, Santa Rosa, CA, (707) 528-4359 or bertairsim@gmail.com. 4/17

PILOT POSITION WANTED SoCal pilot desires Turbine/Jet SIC time. Comm/Instru/Multi-Eng with SIC for Gulfstream G-IV. Many years of aircraft design/flight test/aerospace industry experience. Willing to travel as needed (and for repositioning). Contact Paul at (562) 714-6686 or ptglessner@ aol.com.

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

11/14

HOMES/AIRPARKS 4720:TFN

AIRCRAFT PARTS Aircraft Parts for General Aviation.

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

PILOT SUPPLIES The Airport Shoppe, Reid-Hillview Airport, San Jose, CA, orders (800) 6344744, www.airportshozppe.com.10/06 Aircraft Spruce & Supply. Free 700page catalog, Corona, CA, & Peachtree City, GA, www.aircraftspruce.com. 10/06 DuraCharts — Best print quality, resistant to tearing and liquids.

Produced by pilots for pilots. www.

DURACHARTS.com.

8/14

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

11/16 www.sportys.com your single source for quality educational aviation products— always at a good price fax 1.800.543.8633 phone 1.800.SPORTYS Clermont County/Sporty’s Airport Batavia, OH 45103 2522:TFN

One-stop center for maintenance & supplies for certified aircraft, plus 30

The Valley Airport Homes & lots for sale in an airport community on the White River, Cotter, Ark. www.thevalleyairport.com. (870) 430-5088.

2/17

HANGARS/TIEDOWNS One-piece doors. Hydraulic or bifold.

Schweissdoors.com, (800) 746-8273.1/15 Save hangar energy costs. Re–place metal halide & HPS lamps with LED Direct Replacement bulbs. Energy Solutions, (888) 539-0447, OEO.com.

2/17 Aviation Building Systems, custom designed hangars for 44 years.

R&M Steel Co., Caldwell, ID, (208) 454-1800, (866) 454-1800, www. aviationbuildingsystem.com.51217:TFN

FBOs Serving the General Aviation Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com.

3/13

Northgate Aviation Chico Jet Center®

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

7707:TFN Corona Air Ventures. Low fuel prices, amenities, tie-downs & hangars. Corona Municipal Airport, (951) 737-1300, www.

CoronaAirVentures.com.

8/14

AIRCRAFT 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! Don’t even think of calling another agent until you’ve called us first! Access the entire market with just one call. Best rates.

Broadest coverage. All markets. Aviation Insurance Resources, (877) 247-7767, www.AIR-PROS.com.

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BUSINESS OPPORTUNITIES #1 Largest Network of Aircraft Brokers in the United States Become an Aircraft Broker — Available in Your Area Start today with USA’s proved system for listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares.

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Visit Business Opportunity Section at www.usaaircraft.com.

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FLYING CLUBS West Valley Flying Club, San Francisco Bay Area. Palo Alto (650) 856-2030, San Carlos (650) 595-5912, www.wvfc. org.

4/16 Charter Members Wanted for New Flying Club Bring back the thrill of flying in a Cherokee 180 or a Cessna 182 Whether you’re an aircraft owner, a seasoned pilot, a flight instructor, a student, or just want an affordable way to get back into the sky, join our new Inland Empire Flying Club — we make flying fun again in wellequipped, clean aircraft.

Membership includes maintenance, insurance, servicing or other costs involved in individual ownership.

Contact Richard: (562) 208-5280 or ryardusa.com INLAND EMPIRE FLYING CLUB Corona, Chino and Riverside, CA 151100:TFN

Tabooma Flyers. Not-for-profit flying club on historic Pearson Field, Vancouver, WA, www.taboomaflyers. org.

4/16

AVIATION TRAVEL The original "Self-Fly Safari." Selfpiloted bush flying in Southern Africa, planned by Hanks Aero Adventures. info@selfflysafari.com, (518) 234-2841, www.SelfFlySafari.com.

7/15

VIDEOS/PHOTOGRAPHY Specializing in aviation photography. www.horizontalrain.com.

1/15

PUBLICATIONS Avionics Checklists & Quick Reference gudes. Available in book, card & new iPad editions. www.Qref.com or from your favorite supply shop.

8/14

The World Beneath Their Wings, A New Millennium of Female Aviators"

by Julie Jervis. Dealer inquiries invited.

Call (650) 358-9908.

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Things My Flight Instructor Never Told Me & other lessons for aviators of all levels. (561) 752-3261, www.tmfintm. com.

11/07

HELP WANTED IN FLIGHT USA, the leading source of general aviation news, seeks writers and photographers to cover all aspects of aviation. Send an SASE for writer’s guidelines to: In Flight USA, P.O. Box 5402, San Mateo, CA 94402.

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MUSEUMS Golden Age Air Museum Grimes Airfield, (717) 933-9566 www.goldenageair.org National Warplane Museum Geneseo, NY, (585) 243-2100 www.nwmairshow.com Yanks Air Museum Chino, CA www.yanksair.com Wings of History Aviation Museum San Martin, CA (408) 261-8935 www.wingsofhistory.org Planes of Fame Air Museum Chino, CA (909) 597-3722 www.planesoffame.org Warbirds West Air Museum Gillespie Field, El Cajon, CA (858) 414-6258/www.wwam.org WACO Airfield & Museum Troy, OH, (937) 335-9226 www.wacoairmuseum.org Pacific Coast Air Museum (707) 575-7900 www.pacificcoastairmuseum.org

CLUBS/ORGANIZATIONS List your non-profit club or organization FREE on a space available basis. Send information to: 3rdavenue@embarqmail.com

AIR TRANSPORT FOR KIDS WITH CANCER www.hopeflightfoundation.org.

Air-Serv International

Provides "last mile" passenger and cargo air transporation to remote African sites for humanitarian organizations, such as Doctors without Borders. www. airserv.org.

Aircraft Owners & Pilots Assn.

(AOPA) www.aopa.org

EAA Young Eagles Offers free flights for aspiring pilots ages 8 to 17. www.youngeagles.org.

Sell Your Airplane FAST!! with an In Flight USA Classified Ad

Call (650) 358-9908 Current Ad Expiring?

To renew, email: 3rdavenue@embarqmail.com

Continued from Page 44 low water source. As many of the water dip sites for helicopters in arid California are less than four feet in depth, a manufacturing company TMR Fabrications in Merced, Calif. was contacted. The idea was to build an external rectangular tank that could be transported inside a Chinook. The tank needed to be capable of being loaded and unloaded in less than 10 minutes. The TMR Water Rat Tank was built with input from the CDF Baseline Skunk Works and the Stockton Guard. What evolved was a self-contained 1,800-gallon water tank powered by a 12- horsepower engine driving a snorkel pump at the end of a 12 foot five inch hose.

The Water Rat filled to capacity in less than a minute. The “Rats” dump valve could release any amount or all the water in less than eight seconds. Once again, the Guard flew the tank under a Chinook and was able to use at no charge. One of the significant features of the Water Rat was the safety of redundant slings, connecting to the Chinooks fore and aft hooks. This was a great safety feature in case of an accidental hook release. This project led to a military self-contained 2,000-gallon internal Chinook water tank that discharges the entire load in less than eight seconds.

Other projects that came from the Imagineers at the Skunk Works included the Marine Recovery Device (MRD) and the first Fire Sock initially built by Intermountain Helicopters fabric shop. A 10-gallon foam concentrate system for the Chinook designed at the Skunk Works and built by SEI came in two models, gravity and pressure demand.

Although this year’s training near Sutter Creek was just part of the preparation for the upcoming 2017 fire season, the relationship between the Cal Fire and the Guard over the decades have made a significant contribution to helicopter firefighting products worldwide.

California Army and Air Guard Helicopters on standby for Flight Operations.

(Photos by Volunteer in Prevention Photographer Cal Fire/Fresno County Fire: Bob Martinez)

Cal Fire/California National Guard Training

Air National Guard Pave Hawk Helicopter returning to Ops Base for refueling. (Cal Fire/Fresno County Fire: Bob Martinez)

California Air Guard Pave Hawk Helicopter with Crew Chief and Cal Fire Military Helicopter Manager.

(Cal Fire/Fresno County Fire: Bob Martinez)

Air National Guard Pave Hawk Helicopter leaving Air Ops Base to Pardee Reservoir for Training Exercise. (Cal Fire/Fresno County Fire: Bob Martinez) Left: Photo of Bambi Bucket with SEI Torrentula Valve and Power Fill. (Cal Fire/Fresno County Fire: Bob Martinez)

50

May 2017

In Flight USA Celebrating 33 Years

AD INDEX Aerozona Parts ....................26

Aviation Ins. Resources ......22

HME Watches ....................21

Schweiss Doors ..................26

Aircraft Specialties..............19

CAAT ..................................41

Jorgenson Lawrence ..........50

Sterling Air ..........................13

Aircraft Simulator Training 20

Aircraft Spruce....................15 Airplanes USA A/C Sales ....6

Airtronics ............................31

Alliance Int’l. Aviation (AIA)6 American Aircraft Sales ....47

AOPA ....................................7 Arizona Soaring ..................41

Arizona Type Ratings ........16 Associated Sales Tax ..........35

Attitude Aviation ................51

Aviation Oxygen ................17 Corona Air Venture ............28 Corona Aircraft Engines ....25 Dr. Susan Biegel..................14

Freedom Flyers/LMC ........24 Gavilan College ..................37

Ghosts Calendars ..................9 Gibson Aviation ..................22 Hank’s Aero Adventures ....27

Hartwig ..................................3

Hiller’s Aviation Museum ..37

J.T. Evans ..............................4 Kitfox ..................................11 Lawyers for Men’s Rights..26 Michael Jahn, Consultant ..14

Mountain High Oxygen........3

OEO ....................................52 Pacific Coast Avionics ........10 Pacific Oil Cooler ..............16

Planes of Fame Living History 20

QREF Media ......................18

Sky Dancer ..........................28 T.J. Aircraft Sales ................23

Tiffin Aire ............................43 USA Brokers ........................9

Valley Airport Homeowners..30

Vans Aircraft........................34 Victory Girl..........................14

Women in Aviation ..............2 Zanette Aviation Insurance ..5

R & M Steel ........................14

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Cessna 172R $165 /hr.

Aircraft Rentals • Lessons • Hangarage • Maintenance • Leaseback Opportunities • Flat-Rate Management

Our Aircraft (Price includes fuel) CESSNA 172P SKYHAWK (N90558, 160HP, Garmin 530 GPS, IFR) ..................................$139 CESSNA 172R (N411ES, 160HP, Garmin 650) ..................................................$145 CESSNA 172SP SKYHAWK (N324SP, 180HP, Garmin 650, Autopilot, Leather)......................$145 PIPER ARCHER II (N5525V, 1977, Garmin 750) ........................................................$145 CITABRIA 7GCAA ULTIMATE ADVENTURE (N349SA, 180 HP Only 1 of 8) ....................................................$150 CESSNA 172P SKYHAWK (N13CB, 160HP, Aspen Glass, Garmin 750, Autopilot) ..............$150 CITABRIA 7GCBC EXPLORER (N702BS, 2004, Garmin 430, Aerobatic, 160 HP) ......................$150 CESSNA 172RG CUTLASS (N788KB, 180HP C.S. Prop) ......................................................$155 CESSNA 172SP SKYHAWK (N5203H, 180HP, Garmin 650,2 Axis autopilot, HSI) ................$160

CESSNA 172R (N91934, 2012, G-1000) ............................................................$165 SUPER DECATHLON 8KCAB (N78GC, 2001,180HP) ..............................................................$170 CESSNA 182Q SKYLANE (N7578S, Garmin 796, Autopilot) ................................................$185 CESSNA 182S SKYLANE (N374TC, 230HP, Aspen, Autopilot) ............................................$200 PIPER SARATOGA PA-32-301 (N8290X, Garmin 530W, 2 Axis Coupled Autopilot, 6 Seats) ..........$255 PITTS S-2C (N15TA) ..................................................................$285 PIPER SENECA PA-34-200 (N5051T, Garmin 650, Multiengine Trainer!) ..............................$300 PIPER TURBO AZTEC PA-23T-300 (N200DF, GPS, Stec 60-2, 6 Place, O2) ....................................$380 EXTRA 300 (N98TJ) ..................................................................$385 CESSNA 421C (N207FM, 1977, Fully Coupled Autopilot, Garmin 750) ..............$800

Nobody offers this kind of selection of aircraft rentals anywhere CALL TO BOOK OR COME ON BY TODAY

925-456-2276 UNDER NEW MANAGEMENT 299 W. Jack London Blvd., South Hangars, Livermore

WWW.ATTITUDEAVIATION.COM INFO@ATTITUDEAVIATION.COM

LED DIRECT REPLACEMENT for HID SAVES 68% SIMPLY by CHANGING “BULBS” SAVES $3

64 PER LIGH T/PER YE AR HANGAR E NERGY CO IN STS

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BEFORE

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W/ HID TAKE A P THIS A ICTURE OF D & SH ARE IT!

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& AFTER

5 W/ LED

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145W “BRIGHT”

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180W “BRIGHTER”

Saves $324* per light, per year

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Energy Solutions Since 1996

*Operating 24/7 @ national kWh average of 13.6 cents per U.S. Dept. of Labor Statistics 2016