Celebrating 41 Years in Publication
September 2026
Zenith at 40
Building on a Legacy, Flying Into a New Era.
MIDWEST FLYING MACHINES YOUR BUILD ASSIST CENTER
Zenith CH750 Super CruZer & Super Duty
15 DAYS TO TAXI
Single 7" Dynon SkyView Dynon Engine Monitor Dynon ADS-B Out Dynon COM Dynon Intercom ACK ELT
Viking 175 $196,200
2-Color Vinyl Wrap Fixed Pitch Propeller LED Position Lights / Strobe LED Landing Light Fixed Pitch Propeller
Cabin Heat Fresh Air Vents 3-Seats Interior Floor Carpet 2x USB Ports
Aero Sport O-360 $256,900
Midwest Flying Machines LLC ☎ (248)775-5114 contact@midwestflyingmachines.com midwestflyingmachines.com
September 2026
www.inflightusa.com
3
Calendar of Events
To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email vickie@inflightusa.com.
Note: Calendar includes only information available by our press date. Confirm the status before attending. SEPTEMBER
Sept 5-7: Cleveland National Air Show, Cleveland, OH, U.S. Navy Blue Angels, www.clevelandairshow.com 5-7: Branson Wings of Pride Airshow Branson, MO U.S. Air Force Thunderbirds, U.S. Army Parachute Team Golden Knights, Aarron Deliu, bransonwingsofpride.org 5-6: Wings Over Batavia, Batavia, NY, wingsoverbatavia.com 12: Colorado City Air Show, Colorado City, AZ, Vanguard Squadron, skydiving flag jumps, warbirds, and static displays, 12-13: CAF High Sky Wing AIRSHO, Midland, TX, www.airsho.org 12-13: North Alabama Airfest, Decatur, AL, AnnouncerSolution.com, GhostWriter Airshows, John Scherff Airshows, Kyle Fowler Aerosports, Mini Jet, Airshows, On Final FX, Precision Exotics, Quality Airshow Sound, Redline Airshows, Skip Stewart Airshows, Smoke-n-Thunder Jet Shows, Warbird Thunder Airshows, www.airsho.org 12-13: The Wildwoods Air Show, Wildwood, NJ, wildwoodsnj.com/wildwoods-air-show, military and civilian demonstrations, U.S. Air Force F-22 Raptor Demo Team 12-13: Show Me State Air Show, Jefferson City, MO, Luke Carrico, Air Show Announcer, www.showmestateairshow. org 12-13: Central Coast Airfest Santa Maria, CA, www.centralcoastairfest.com 16-20: National Championship Air Races and Air Show, Roswell, NM, U.S. Air Force Thunderbirds, Danny Clisham Award Winning Announcer, LLC, ICAS Member #36, Game Aerospace LLC, Jim Peitz Aerosports, Inc., Luke Carrico, Air Show Announcer, Smoke-n-Thunder Jet Shows, www.airrace.org 18: US Aircraft Expo, Camarillo, CA, usaircraftexpo.com/socal2026 18-19: US Aircraft Expo, Camarillo, CA, usaircraftexpo.com 19-20: NAS Oceana Air Show, Virginia Beach, VA, U.S. Navy Blue Angels, F-22 Raptor Demonstration Team, F/A-18 Super Hornet W Legacy Flight, U.S. Navy Rhino Demonstration Team East, www. oceanaairshow.com
19-20: Pikes Peak Regional Airshow Colorado Springs, CO, F-35A Lightning I| Demonstration Team, U.S. Air Force Parachute Team Wings of Blue, Brad Wursten Airshows, Franklin’s Flying Circus & Airshow, Trojan, Phlyers Flight Demonstration Team, U.S. Air Force Heritage Flight, www. pprairshow.org 25-27: MCAS Miramar Air Show, San Diego, CA, U.S. Navy Blue Angels, F-35A Lightning I| Demonstration Team, USMC F-35B Lightning I|, USMC MV-22 Osprey, SOCOM Para-Commandos, Folds of Honor, Biplane presented by Discount Tire - Ed Hamill, Matt Jolley, Airshow Announcer, Ric Peterson Announcer & Video Sizzle Reels, U.S. Air Force Heritage Flight, www.miramarairshow. com 26-27: Air Dot Show Orlando, Orlando (Sanford), FL, F-22 Raptor Demonstration Team, airandspaceshow.com 26: Wings and Wheels, Spanish Fork, UT, U.S. Air Force Parachute Team Wings of Blue, Brad Wursten Airshows, Microjet Airshow, www. spanishfork.gov/airshow 26: Thunder over Fayette Airshow, Somerville, TN, Big Papa Aviation, Titan Aerobatic Team, www.facebook. com/events/895109485676971/ OCTOBER
Oct. 3-4: Pacific Airshow Huntington Beach, Huntington Beach, CA, U.S. Air Force Thunderbirds, Canadian Forces Snowbirds, F-35A Lightning I| Demonstration Team, USMC MV22 Osprey, U.S. Air Force Parachute Team, Wings of Blue, Airshow Announcer, Microjet Airshow, U.S. Air Force Heritage Flight, www.pacificairshow.com 3-4: Grand Junction Air Show, Grand Junction, CO, U.S. Navy Blue Angels, F-16 Viper Demo Team, Brad Wursten Airshows, Franklin’s Flying Circus & Airshow, The Pink Jet, U.S. Air Force Heritage Flight, gjairshow.com 10: California Capital Airshow 2026, Mather, CA, US Airforce Thunderbirds, America’s 250th Birthday Celebration, californiacapitalairshow.com 16-17: US Aircraft Expo, Spanish Fork, UT, usaircraftexpo.com
NEW TANKS -
QUOTES ON: Cherokee Tanks Fuel Cells & Metal Tanks Repair, overhauled & new Technical Information or Free Fuel Grade Decals
10 YEAR WARRANTY
MONARCH PREMIUM CAPS Premium Stainless Steel Umbrella Caps for your Cessna 177 through 210 info@hartwig-fuelcell.com
www.hartwig-fuelcell.com
Keeping aircraft in the air since 1952
US: 1-800-843-8033 CDN: 1-800-665-0236
INTL: 1-204-668-3234 FAX: 1-204-339-3351
M H M H Mountain FLY HIGH HIGH with with
Mountain Mountain High High
Made USA Madeininthe the USA the USA
Since Since Since 1985 1985 1985
Aviation Oxygen Systems Aviation Oxygen Systems Aviation Oxygen Systems
MOUNTAIN HIGH MOUNTAIN HIGH MOUNTAIN HIGH Equipment & Supply Company Equipment & Supply Company Equipment & Supply Company
TM GA and Rotorcraft with Pulse-Demand GA Pilotsuse useMH MHOxygen OxygenSystems Systems with Pulse-DemandTMTM GAand andRotorcraft RotorcraftPilots Oxygen Systems with Pulse-Demand Makes and comfortable sss sss flying atthe thehigher higheraltitudes altitudessafe safe and comfortable Makesflying flyingat altitudes safe and comfortable sss sss sssMakes sss
MH XCP MH XCP XCP MH 1-4 Place 1-4 Place Place 1-4 Cross-Country Cross-Country Cross-Country 0ILOT 0ILOT 0ILOT System System System
TM Systems Portable Pulse-Demand TMSystems Portable Pulse-Demand Portable Pulse-DemandTM Systems
EZ BreatheTM TM Cannulas EZ EZBreathe BreatheTM Cannulas Cannulas
s
FAA/CAMI
www.MHoxygen.com s sssales@mhoxygen.com Tested FAA/CAMI FAA/CAMI www.MHoxygen.com s sales@mhoxygen.com www.MHoxygen.com s sales@mhoxygen.com Tested Tested
In In Flight Flight USA USA Celebrating Celebrating 41 41 Years Years
44
September 2026 November 2025
COVER COVER STORY STORY
ZenithJets at 40: Building on a Legacy, Arcadia Launches in Phoenix, Arizona — Redefining Aircraft Brokerage with Purpose, Flying Into a New Era Innovation, and Client-Centered Service
From the legendary STOL CH 701 to the new CH 750 Super Cruzer, a 35th A new name is taking flight workin the annual Homecoming, hands-on world of aircraft sales and acquisitions. shops and a return to EAA’s One Week Arcadia Jets, headquartered in Phoenix, Wonder, Zenith Aircraft is connecting Arizona, officially launched in January four decades of homebuilt aviation with 2025 with a bold mission: to make an a new generation of pilots and builders. immediate, positive impact on the busiForty years can change aviation draness aviation industry through a commatically. bination of integrity, innovation, and In 1986, GPS navigation was not yet giving back. a fixture in general aviation cockpits. Founder Adam Hahn, with more Glass panels belonged more to science than 20 years of experience in aircraft fiction than sport aircraft. The Lightbrokerage and acquisitions, Arcadia Sport Aircraft category did not exist, Jets was built on a simple but powerful much less MOSAIC. And the idea that philosophy — put the client first and do thousands of pilots might someday business differently. watch spectacular short-field takeoffs Doing Things Differently from their phones was decades away. From day one, Arcadia Jets set out But in that year, aeronautical ento stand apart from traditional brokergineer Chris Heintz introduced an airage firms. Every transaction is handled plane with an unmistakable silhouette with transparency, data-driven market analysis, and a focus on long-term re-
and a remarkably straightforward mission. lationships rather thanCH one-time deals. The Zenith STOL 701 was built “We wanted to create a compato fly slowly, operate from short and unny that clients truly trust,” simsaid improved fields,could remain relatively Hahn, CEO/Founder of Arcadia Jets. ple to construct and give ordinary pilots “Our goal to combinecapable expert market access to aisremarkably utility knowledge with genuine, personal serairplane. viceFour — ensuring that each clientJeep” feels decades later, the “Sky valued and confident through every is still here. stepAnd of their aircraft transaction.” Zenith Aircraft Company is not Whether handling an acquisition, spending the CH 701’s 40th anniversalisting a client’s aircraft, ry simply looking backward.or facilitatingThe an off-market company isopportunity, entering oneArcadia of the Jets tailors its strategy to each client’s more interesting periods in its histounique needs and goals. ry: introducing the new CH 750 Super A Commitment to its Giving Cruzer, preparing for 35thBack annual Arcadia Jets believes that aviation Zenith Homecoming in Missouri, excan be a force for good — both in busipanding hands-on builder education, ness and in the community. To reflect that, the companyContinued pledged that for evon page 38 ery aircraft sold, whether through a
Attention Attention West Coast Pilots! Coming Coming Soon Soon to to an an Airport Airport Near You,
GAMI’s GAMI’s G100UL® G100UL® High High Octane Octane Unleaded Unleaded Avgas.
STCs STCs Now Now Available Available at at www.G100UL.com www.G100UL.com
Rebates and and Incentives Incentives Available Available for for Early Adopters! Rebates
comed Hunter Yahya, an experienced client acquisition, sale, or off-market Director of Aircraft Market Research, a transaction, a donation will be made to role dedicated to gathering market data Angel Flight West. and providing analysis and intelligence Angel Flight West is a nonprofit orusing advanced data tools and propriganization that arranges free, non-emeretary systems to bring clients the most gency air transportation for people facup to date information and data to ening medical and humanitarian needs sure they are making the best possible throughout the western United States. decision for their mission. “We built philanthropy into our Additionally, three new aircraft business model from the beginning,” sales professionals will be joining the Leslie Mogensen, Director of Business company, strengthening its presence in Development continued. “Our partnerkey markets and ensuring that clients ship with Angel Flight West ensures continue to receive top-tier service and that every deal we complete also helps attention. someone in need. It’s our way of giving Zenith Aircraft offers a variety of Arcadia aircraft kits suit different Jets that is proud to bring toback through theCompany gift of flight.” needs and preferences. Whether you want a low-wing sport plane, a highgether a team whose collective experRapid Growth and Expansion wing STOL or utility plane, you can find a kit that matches your vision. You tise spans every corner of the aviation In its first year, Arcadia Jets has alcan also customize your kit with different options and accessories to make market. Their newest members contribready begun expanding its team and caitpabilities. truly unique. (Photo courtesy The company recently Zenith wel- Aircraft) Continued on Page 9
September 2026
www.inflightusa.com
5
Table of Contents Volume 44, Number 1
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
Cover Story
Feature News Story
Zenith at 40: Building on a Legacy Flying Into A New Era By Annamarie Buonocore Page 4
Reflections of Private Pilot Flight Training By Robert G. Waldvogel Page 13
News
Features
FAA Marks Major Milestone, Hybrid-Electric Flight..................9
Editorial: A Lost Art? By Ed Downs........................................................................ 10
FAA Plans for Transitioning GA Aircraft to Unleaded Gas..... 20 In Flight USA News Briefs: Pelton on Angel Network BOD....... 25 Left Seat Pilot Medical: Don’t Misunderstand MOSAIC........ 27 Senators, FAA Admin Oppose Burke Lakefront Closure......... 30 Property Tax Bill for Private Aircraft Landing in LA................ 33
September 2026
Columns The Ups and Downs of Flight Training: Skip the IFR Rating
By Ed Downs.......................................................6 Air Race X: Bringing High-Speed Air Racing into a New Era SafeLandings: General Aviation in Complex By Annamarie Buonocore ................................................... 11 Airspace..............................................................11 EAA AirVenture: Introducing CheckPrep Goodies & Gadgets: Flying Safely Into Autumn....28 AOPA Editorial: Opportunity Ahead By Katie Pribyl, AOPA Co-President.................................. 34 Departments Calendar of Events................. 3 Classified Advertisements.... 44 Index of Advertisers............. 46
INSURING THE AVIATION COMMUNITY SINCE 1989 For the past 35 years, Zanette Aviation Insurance Service has offered impeccable service to pilots and aviation-related businesses in the San Francisco Bay Area and beyond. Contact us today for your aviation insurance needs.
Light Aircraft * Charter Operations * Non-Owned * Flight Schools * Repair & Service * UAS * New Technology -- and more EMAIL US: ZANETTE@ZANETTEAVIATION.COM | CALL US: (650) 593-3030 VISIT US: 1720 S. AMPHLETT BLVD. STE. 258, SAN MATEO CA 94402
In Flight USA Celebrating 41 Years
6 2017 Socata TBM 930
1983 Gulfstream 690D/900-10 2017 Socata TBM 930 1974 Cessna 150L
1994 Commander 114B
1975 Cessna U206F
1954 North American T-28B 1975 Cessna U206F
1977 Piper Lance
September 2026
The Ups and Downs of Flight Training
By Ed Downs
Skip the IFR Rating
AirplanesUSA proudlypresents present this this neat amazingly capable GulfAirplanesUSA proudly little Cessna 150L to stream 900.rare Nine-seat configuration, -10 market. This two-owner aircraft is lowGarmin time, hasavionics, immaculate AirplanesUSA proudly presents this one-of-a-kind T-28B. This engines andand MTno five-bladed propellers an absolute log records, damage history. The make enginethis is nearing TBO AirplanesUSA proudly present restoration this one-of-a-kind This aircraft completed a frame-up in 2021T-28B. by Draken 2017 Socata TBM 930 1975 Cessna U206F dream for family with or executive travel. Professionally but running strong excellent compression and clean oil.mainThis 2017 Socata TBM 930 1975 Cessna U206F aircraft completed frame-up restoration in 2021Garmin by Draken Really? Certainly, the title to this International. Overa$600,000 invested. Modern avitained Gulfstream center manager. All ADs comairplanebyhas not servedservice in the demanding environment of years International. Overthis $600,000 invested. Modern avionics complement unbelievable warbird. This Garmin is a once-inarticle that is supposed to emphasize plied with.school. CurrentGreat annual/150-hour Exceptionally in a flight bones and1994 a inspection. clean canvas to create a onics complement this unbelievable warbird. This is a once-inCommander 114B a-lifetime opportunity to own a truly unique, historical aircraft.Lance 1977 Piper fast and efficient, aircraft be appreciated.. spectacular trainerthis or just fly itmust as isbeforseen timetobuilding and inexa-lifetime own a truly historical aircraft. Export andopportunity WorldwidetoDelivery are unique, Available. All trades contraining, and safety should read “Get Export worldwide areexport available. All tradesdelivconpensiveand operation. Dual delivery instruction, and worldwide Export and Worldwide Delivery are Available. All Trades Considered.....................................................................$399,900 sidered...................................................................$1,499,000 ery are available. All trades considered..............................CALL! your IFR rating.” Maybe just a typo? sidered.....................................................................$399,900
1953 C-45H 2017 Beechcraft Cirrus SR-22T G6
1985 Piper Turbo Saratoga 1976 Cessna 337G
No, and this writer fully expects that many will disagree with the view be1994 Commander 114B 1977Cessna Piper Lance 1975 U206F 2017 Socata TBM 930 ing taken but keep reading and see if you do not see the logic in play. It is an absolute truism in amateur aviation that the instrument rating is a natural AirplanesUSA proudly WWII-era twinSR-22T! Beechproudly present presentthis thisclassic magnificent Cirrus follow on to your original certification. craft C-45H.stunning, The lowest airframe time aircraft of any with flyingnoBeech 18 Absolutely extremely low-time expense in existence. Frameorupmaintenance restoration completed 2020.of mind All new spared in operation and the peace of After all, given a capable airplane, it or frommore tailwheel to spinners! an rebuilt airframecomponents parachute. No TSA lines; this is yourOriginally personbehooves one to get the most out of AirplanesUSA Aircraft Sales proudly presents this gorgeous built as a Beech AT-11 bombardier trainer, the aircraft returned 1994 Commander 114B AirplanesUSA Aircraft Sales proudly presents this well cared al airliner! A truly Commander turn-key, high-altitude capable, cross-country 1977Piper PiperLance Lance 1994 114B Cessna 337G1977 Skymaster to market. Beautiful cosmetics are to Beech andavionics, was remanufactured and emerged as a for and nicely equipped Turbo Saratoga to market. A low beast withinthe1953 finest a Hartzell 3-blade prop, a 315hp that airplane by being instrument ratSteve Feldman • Sales Manager complimented a damage free, low time C-45H. Noand expense spared in theThis restoration, maintenance time airframe isbycomplimented by very nice airframe cosmeticsand anda TSIO-550K a flawless airframe. aircraft will provide a highly capable IFR panel and this remarkable aircraft. is(650) a rare op-394-7610 excellent maintenance. Thisincluding aircraft isAspen ready Evolution for upgradePFD or luckyoperation owner withofyears of trouble-free service.This It is ready for your ed. The instrument rating teaches you • steve@airplanesusa.com and Dual Garmin WAAS capability. instruction, portunity own a pieceadventure of aviation and Beechcraft history. solid cross-country travel asGPS equipped. DualDual instruction, exnext familytocross-country or business trip. Unmatched export worldwide delivery are available. trades con- 94070 more about the National Airspace SysExport andreliability. worldwide delivery available. All trades andand worldwide delivery available. All All trades considSan safety and Your foreverare plane is here! AllCarlos trades considAirportport • 620 Airport Way • are San Carlos, California sidered...................................................................$110,000 ered.…..........................................................................$399,900 ered...........................................................................$189,900 ered.…..........................................................................$749,900 tem and insurance companies love requiring those with high performance Steve Feldman • Sales Manager www.airplanesusa.com or technologically advanced aircraft to (650) 394-7610 • steve@airplanesusa.com keep training going with an instrument San Carlos Airport • 620 Airport Way • San Carlos, California 94070 rating. So why skip it? For many years, the Private Pilot www.airplanesusa.com certificate did not require any instrument training. That changed on Nov. SteveFeldman Feldman••Sales SalesManager Manager 1, 1973. Based upon the perception Steve (650)394-7610 394-7610••steve@airplanesusa.com steve@airplanesusa.com that “inadvertent flight into Instrument (650) SanCarlos CarlosAirport Airport• •620 620Airport AirportWay Way• •San SanCarlos, Carlos,California California94070 94070 Meteorological Conditions (IMC)” San was a major cause of accidents in Genwww.airplanesusa.com eral Aviation, the FAA mandated inwww.airplanesusa.com strument training to the extent that if inadvertent IMC did occur, one could make a 180 turn and get out of the IFR conditions. Sounds like a good idea, but this writers experience does not support the theory of “inadvertent” flight into IMC. A closer look will often disclose that the “inadvertent” IMC scenario is, in fact, a pilot knowing full well that there is bad weather, but that it can be avoided by scud running, a last minute diversion if weather worsens or a short flight into IMC (without a clearance) to see if he can just “punch through” a tough spot and come out the other side in good shape. There is nothing “inadvertent” about the unintended IMC encounter. This negative behavior is well described in Aeronautical Decision Making (ADM) through attitudes and actions, which are highlighted by the descriptions of “Don’t tell me,” and “It won’t happen to me.” Can a true “inadvertent” happen? Sure, given some 65-plus years of professional flying, it happened to this writer once. I departed the Seatle area very late in the evening in a friend’s Piper Co-
manche 260, one of my favorite airplanes. Well equipped for the day, it was IFR capable and had a good, functioning, Piper single-axis autopilot. The non-stop flight to Boise was well within the range of the Comanche but would be flown in a moonless night over the Eastern backcountry of Washington and Oregon. While weather forecasting was minimal in this area, no red flags popped up. Many folks do not realize the Eastern half to these states are sparsely populated, have significant mountain ranges and is about as rugged as it comes. This flight would pick up the pioneer route of the Oregon Trail of the 1850s, having locations with names like Dead Man’s Pass, Burnt River Crossing and Starvation Camp. Get he picture! Just as the lights of Pendleton Oregon passed behind my plane, the pitch blackness turned to a red and green glow, the reflection of my navigation lights from the cloud I had just flown into. The anti-collision strobe now flashed brightly into the cabin. No weather had been predicted, but specific forecasts were not available for this rural area. The highway below me had disappeared. I had inadvertently entered into IMC. No big deal, right? I was a current ATP, and had FAA flight following on frequency… just file and keep going, right? Nope. Having not planned for weather issues, and with terrain of over 10,000feet in front of me, I engaged the auto pilot, informed ATC of my situation, held my altitude and executed a standard rate 180-degree turn, requesting radar vectors to Pendelton. Within just minutes, the glow of my nav lights subsided, and ground lights again appeared. That was it for me that night. The tower was closed, so a cell phone call to my wife in Boise (also a pilot) helped locate a hotel which would pick me up at such late hours and perhaps even feed me. All ended well. I did not let my certificate capabilities encourage me to continue into unknown flight conditions. Regrettably, all to many IFR-rated amateur pilots succumb to the desire to “use that new ratContinued on page 7
September 2026
www.inflightusa.com
Skip the IFR Rating Continued from page 6 ing,” finding that they simply embed themselves deeper into an unplanned, unknown situation. Note that I use the terms “professional” and “amateur.” This writer endorses more than 300 students per year to take a variety of FAA written examinations, many of which are for the instrument rating. To be sure, those headed for a professional career as a pilot, the instrument rating, and later the ATP are a must. These individuals will be entering the FAR 135/121 environment, flying under provisions of an Operations Specification that has high demands for initial training, recurrent training and proficiency check rides. Almost all flights done under FAR 135 (charter) and 121 (airline) will be in the IFR environment, even if Visual Meteorological Condition’s (VMC) exist. Such pilots remain current and capable. It is the amateur pilot that is of concern… the pilot who is getting and instrument rating as a backup plan, just in case the weather becomes a factor. Many of these amateur pilots are fly-
ing (most often own) highly capable airplanes, with digital technology that will make a Boeing 777-9 weep with envy. The manufacturers of such aircraft are selling the idea that the automation in their product is so superior that the plane will handle any situation that comes up without he need of a skilled pilot. Even the FAA is concerned about this technology driven faith that automation will get the job done, even if the pilot is not flying the plane. The FAA IFR written exam even has a question in the database which points out that a pilot who uses technology to fly closer to their personal limits is at a higher risk. The minimum currency standards set for the amateur IFR pilot are ludicrous, requiring only six instrument approaches (they may all be the same approach at the same airport) in six months, even allowing the approaches to be “managed” with automation. One must have “tracked” a navigation system and entered a holding pattern, again, within the last
KEEP YOUR HEAD IN THE CLOUDS.
Continued on page 8
Peninsula’s Premier Directory for Older Adults Annamarie Buonocore, CSA, CDP Publisher of Born To Age & Senior Care Consultant
As a Certified Senior Care Consultant, I can help you make decisions for the care your loved ones need. For more information, contact: annamarie@borntoage.com 650-504-8549
We’ll be your feet on the ground. Being a member of AOPA is more than a huge list of pilot benefits. Joining AOPA empowers general aviation with a louder voice, keeping skies safer and open to pilots everywhere.
Amplify your power to fly. Join AOPA today.
AOPA.org/Join
7
In Flight USA Celebrating 41 Years
8
September 2026
Skip the IFR Rating Continued from page 7 six months. A pro pilot typically does all of these every day they fly. If the amateur pilot is not current, they may become current with a safety pilot, no dual required. Yet, in spite of these lax currency requirements and having received the minimum required IFR training, many amateurs feel they can shoot an ILS/LPV approach to minimums with no problem. These pilots get hurt! Is there a better way to go? Sure, if you admit to being an amateur pilot, set some very stringent limitations as to the weather you will fly in. Certain-
ly, simple departures to VFR on top can be very handy, as can approaches to a coastal destination that might have low ceilings. Pass on any weather involving convective activity or icing, even if you have anti- ice systems. Whether current or not, at least every six months, fly with a CFII and practice every type of approach your airplane is certified to fly, especially circling approaches. File IFR on all cross-country flights, even if the weather is clear. Keep up to speed in basic ATC communication procedures. Practice with ground based navigation systems (VOR) on every IFR flight. Hand-fly a least every other approach. Keep pa-
per charts as a back up and know how to use them. Set up an account with Flight Service (www.1800wxbrief. com) and keep up to speed with the latest weather tools. Keep current with the operation of your auto systems. How does each vertical mode operate? Can you quickly switch from tracking to a GPS waypoint to a VOR or VOR-based intersection? How do you switch from a heading hold function to a tracking function. A typical regional airline pilot will use every one of these skills almost every day. So, maybe the IFR rating is not for you? How about practicing your soft and short field landings, crosswind
landings, and ability to make a stabilized approach. Learn to fly the various visual glide slope systems. Practice with ground based navigation… the day is coming when your GPS will not be available. This writer managed to fly into a classic “inadvertent IMC” situation. Surprise… yes. Careless… maybe. But, even though completely qualified and current, it was immediately clear that the planned flight was not going as it should. It was time to back off and get the plane on the ground. No problem, and the dinner I missed at home was simply warmed up the next day. Happy ending!
September 2026
www.inflightusa.com
9
FAA Marks Major Milestone with HybridElectric Flight Test in Utah The Federal Aviation Administration on Aug. 6 announced that Ampaire Inc. and the Utah Department of Transportation conducted a hybrid-electric demonstration flight along Utah’s I-15 corridor to test future cargo service. The flight took place between Salt Lake City International Airport and Cedar City Regional Airport. It marks the second major step in the U.S. Department of Transportation’s work to safely integrate Advanced Air Mobility aircraft into the National Airspace System under the FAA eVTOL Integration Pilot Program (eIPP). “We’re excited to support the Utah Department of Transportation and Ampaire under the eIPP,” said FAA Deputy Administrator Chris Rocheleau. “This demonstration will provide valuable
For all of your oil cooler needs, call us at:
909-839-9079
operational experience and help us understand how to safely integrate Advanced Air Mobility into the National Airspace System.” “Our responsibility is to prepare Utah’s transportation system for the future, and today’s demonstration shows this future is already taking flight,” UDOT Commissioner Carlos Braceras said. “Through the uFLY initiative, Utah is bringing together industry, government and research partners to collect data so the FAA may safely evaluate emerging aviation technologies that have the potential to strengthen regional connectivity, expand economic opportunity and improve mobility for communities across our state and the nation.” Continued on Page 12
Images and visions of Sagar Pathak
Supporting Classic Aviation for Generations FAA APPROVED PARTS FROM UNIVAIR
Whether you’re restoring a vintage Stinson 108 Series or keeping your aircraft flying for years to come, Univair offers hundreds of FAA approved replacement parts along with tires, propellers, windshields, hardware and more. ON QUALIFYING ORDERS!
FREE SHIPPING SEE OUR WEBSITE FOR DETAILS.
Specializing in Aviation Photography
www.HorizontalRain.com
FAA-PMA APPROVED PARTS
TIRES, PROPELLERS & ACCESSORIES
HARD-TO-FIND COMPONENTS
FREE PRINTED CATALOG
SCAN FOR YOUR
FREE CATALOG!
NEED HELP?
1-888-433-5433 VISIT US ONLINE
UNIVAIR.COM
INFO@UNIVAIR.COM
ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 07-14-26
10
In Flight USA Celebrating 41 Years
September 2026
Editorial By Ed Downs
A Lost Art? It is about time! As this opinion is being written, August is grinding to a close and my favorite flying season is upon us. While here in hometown Oklahoma, summer, with 110-degree-plus temps that continue without end, it is hoped the rest of the country will honor our planets commitment to changing seasons and finally bring about the cooler and more stable weather of Autumn. Yep, a terrific time to make that long trip by light plane over a country of changing colors, comparative atmospheric stability and general VFR conditions. As in past years, this writer hopes to head to regions not yet explored with a freshly updated flight kit containing the latest charts, a fresh FAA Chart Supplement, my nearly 70-year-old E6-B and a new plotter… the last one melted when left on the glare shield at a local airport. There is no plotter that can survive an Oklahoma summer! Many of In Flight USA’s readers may struggle to deal with that first paragraph. I can hear the thoughts, “Are you, a writer for a modern, up-to-date publications like In Flight USA suggesting that your cross-country planning includes paper charts, a number 2 pencil, E6-B computer and a plastic (not melted) plotter?” Continuing reader thoughts might include “Why should I listen to a guy who is stuck in the technology of the 1950’s; where the heck is his tablet and wonder program which will do all the planning for him?” Yes, much of what you are about to read does come from the 1950’s, with some of this writer’s traditions even relating to skills of the Vikings and great Wayfinders of Polynesian traditions. Sure, this writer uses digital technology (I was, in fact, involved in implementing much of it) but for some reason, I still see flight planning and the ability to go from one place to another with the certainty of arriving at a chosen destination as an “art form,” not just a task. There is so much to be missed if cross-country flying is limited to waypoints, satellites, electronics and automation. Yes, it does sound like this old pilot is leaning towards thinking like a Zen Master… a bit out there… but it is interesting to note that the FAA takes a “Zen”-like approach when it comes to
required preflight planning. When was the last time you read FAR 91.103, Preflight Action? Not at the top of your list? Well, scan down to the parts that say, “become familiar with all available information concerning that flight” and have “alternatives available if the planned flight cannot be completed.” This rule goes on to say that you need to know of any limitations, which may exist regarding your airplane’s performance given whatever airport or environment you are flying in. No real specifics are outlined in the rule, just the “Zen”-like suggestion that you should “exhaust the mind’s usual way of grasping so something else can show up.” The bottom line… get your head in the game, not just the digital mind of a computer programmer whose total exposure to aviation might have been nothing more than a computer game. All of the preceding thoughts came too mind just recently when helping a student pilot (and friend) plan for the required three hours of dual cross-country instruction needed for the Private Pilot Certificate. Although this student has many hours flying with a friend who is a CFI, none of their cross-country flying (considerable) had been flown to meet FAA minimum requirements. The training flight we were planning is to be made in an exceptionally well-equipped Light Sport Aircraft (LSA) that is festooned with nearly every digital gadget one can think of. Following well-established rules, the FAA required training must include three hours (minimum) dual, meeting both time and distance between point requirements. This was a tough route to plan, as the home airport is in the extreme southern part of Arizona, surrounded by incredibly rough terrain, high mountains and countless areas of MOA’s and restricted airspace. The students’ first cut was compliments of tablet training, with three suitable legs, all using GPS. Absolutely doable, but hardily a good training flight. A visit on ZOOM came up with another plan. The first leg could easily be flown as a VOR leg, teaching the skills of ground based radio navigation. The second leg, as planned by the digital resources, was a straight line
through a MOA, restricted airspace, hostile terrain and high mountains. Out came the old sectional chart to look for a better route. Sure enough, a major highway snaked its way through a low canyon to an easily recognizable lake, with another road leading to the destination: A perfect route for pilotage and dead reckoning navigation. It did produce a “dogleg,” not the direct route offered by GPS. This looked like a waste of time and fuel, but a quick run through with a plotter and E-6B disclosed only a three-minute time penalty, a small price to pay for being able to effect an emergency landing within walking distance of a beer. The last leg was a straight shot to home, well-adapted for GPS. This “mixing” of navigational techniques truly gets one’s “head in the game” and is also a heck of a lot of fun! As a part of this adventure in planning, my student was asked to look up airport data and information about the multitude of MOAs in the area. Being new to “tablet world,” the student had a hard time digging this out of the tablet database but easily located such information on the Sectional Chart and Chart Supplement for his region. In preparing new pilots for check rides, this writer has discovered that many do not know what the FAA Chart Supplement is, or that their tablet has all the same information available, if you know how to find it. The Chart Supplement, “little green book” is regionalized for different areas of the U.S. and quite simply has every bit of information one could possibly want about the National Airspace System for each region. The Chart Supplement is a major part of every written exam and a good friend to have handy when taking a check ride. The same can be said for a paper Sectional chart for your area. Did you know that all Class B airspace has its own chart, referred to as a “Terminal Area Chart” (TAC)? Anther “gotcha” is that the TAC can be flipped over to show VFR and helicopter “flyways,” to help those who choose not to participate in the related Class B airspace. Sure, your tablet also has all this information… but do you know how to quickly find it, and which menu option brings up the display you are looking
for? But, readers may be asking, “Where do I find all this old paper stuff?” All the on-line pilot supply stores carry these charts and supplements, just order them on-line. This writer uses www. mypilotstore.com, but other resources are certainly available. Each item just mentioned costs less than $10 bucks, with low cost subscriptions available. A true navigator knows what tools are available to be used and caries a backup on every flight. Does it sound like this writer does not like tablets? Not the case. We live in a rapidly changing world, one a pro-navigator must know and keep up with. The paper products, while very good and infinitely usable without batteries or charging stations, cannot keep up with new info now being displayed in tablet technology. How about current TFRs? The certified tablet programs give you the same information available through FAA Flight Service. Have you seen your tablet display relatively new symbology, such as areas surrounded by blue lines? These are areas of intense UAS activity and are appearing in ever-increasing numbers as retailers and package delivery companies implement UAS product deliveries by drone. While almost always limited to an altitude no higher than 400-feet AGL, this writer has seen some “blue line” areas addressing UAS flights up to 5,000 feet AGL. While such delivery systems are now limited and controlled in class B, C, and D airspace, Class G airports receive no such FAA protection. Keep in mind, being informed regarding the airspace you are in is all a part of navigational skills. Sure, we can all simply ask our tablet to do the planning, load it into our aircraft system through Bluetooth and happily follow the course bar or little picture of an airplane over a green line on the display. But look at what you are missing by not actually looking out the window and identifying the terrain you are over. I often wonder how many students learning to be airline pilots at the great aviation program offered by Oklahoma State University (OSU) known that the arrival route from the Continued on page 35
September 2026
www.inflightusa.com
11
General Aviation in Complex Airspace General aviation (GA) flight operations frequently occur in complex airspace, often described as busy Class B, C, D, or E airspace in conjunction with multiple, overlapping shelves and transition areas, heavy congested traffic, IFR and VFR, where multiple aircraft types, mission profiles, approaches, and varying levels of ATC services exist. Operations in this environment have potential to increase workload, time pressure, distraction, fatigue, and confusion while decreasing situational awareness and perhaps altering judgment. Threats and hazards must be mitigated. Safety of flight is at stake. An identified GA threat or hazard extends beyond GA operations into every aviation contingent. This month, CALLBACK shares reported incidents that occurred in or near complex airspace and involved GA aircraft. Open a sectional and the appropriate approach chart to fully digest these incidents and to grasp the gravity of consequences anticipated by each.
Part 91 – Flight Into Class Charlie A solo private pilot, operating a small, single engine aircraft VFR in day VMC, described circumstances and rationale that led to an airspace incursion and some practical wisdom. ■ While flying up the Big Sur Coast
from the Big Sur VOR at 2,500’, at approximately 15 miles south of the city of Carmel, I attempted to contact NorCal approach on 127.15 no fewer than four times in order to establish radio contact so I could transition the Monterey Class C airspace northbound towards Watsonville. I could hear NorCal responding to other aircraft, but NorCal did not respond to my calls. In order to avoid entering the Class C airspace outer ring, which has a floor of 1,500’, I descended to 1,300’. I obtained the current altimeter setting for Monterey and entered it into my navigational instruments. I proceeded towards Carmel at 1,300’. Once I reached Pacific Grove, I turned east in order to continue following the coastline. The reason I turned east was because I am not comfortable flying at low altitude beyond gliding distance of land, had not planned on a long overwater leg, and was not equipped with waterborne lifesaving equipment. Shortly after I turned east to follow the coast along the Monterey shoreline, I realized that I had entered the core area of the Monterey Class C, which extended from ground/sea level up to 4,000’. I quickly performed a 180 degree turn and exited the Class C airspace, then resumed flying under the outer ring at 1,300’. The extent of the incursion into the core area was .5 miles (1/2 mile)
The duration of the incursion was approximately 1 minute. I was monitoring the NorCal Frequency of 127.15 throughout. There was no radio traffic immediately before or after the incursion. I had my transponder on - as required - and broadcasting my position via ADS-B. I did not receive any call or callback from NorCal. The causes of this incursion were a) loss of situational awareness with respect to the airspace while hand-flying at low level over the water, b) the decision to descend and fly under the outer shelf of the Class C airspace rather than climb and overfly the top of all sectors of the Class C airspace, and c) lack of response from ATC to multiple requests on the appropriate frequency while south of Carmel along the coast. The lack of radio reception south of Carmel has been an issue throughout the many years that I have been flying in California. This situation should be remedied by installation of an ATC remote transceiver on an elevated ridge to the south of Carmel.
Part 91 – A Complex Traffic Funnel This corporate medium transport Captain, operating IFR on approach, experienced a daytime conflict with another aircraft operating VFR. Both were in Class Echo beneath Class Bravo while in close proximity to one other. ■ We were established on the RNAV
Airspace Guidance where general aviation flight operations frequently occur in complex airspace, often described as busy Class B, C, D, or E airspace. (Image courtesy FAA)
(GPS) to HWD 28L, IMC on the final approach course and LPV path, but observed TCAS traffic ahead about 3 NM and 1000 feet below. While IMC, ATC advised us of the traffic, and advised they were not talking to them. We broke out at approximately 3900 MSL and acquired the VFR Aircraft Y at about 2 NM on a converging course, but below. Advised ATC that we had the traffic at 11 o’clock and converging in sight, and the airport. ATC cleared us for the visual 28L. About 2 seconds later we got a TA, followed by a TCAS RA about 3 seconds later. We had the traffic in sight, without conflict but still complied with the RA. The VFR traffic passed under our nose about 300 feet below. Once clear of the conflict we continued the visual approach. This is a common problem at this location. VFR traffic use this corridor to avoid Class B, C, and D airspace, as well as local terrain, often with minimal cloud clearance. The airspace design funnels VFR aircraft to this point, and they rarely are in radio communication with anyone. If on the approach IMC to HWD, it is not uncommon for ATC to cancel your approach clearance and vector you back around for another. If on the approach and you break out, it is immediately a priority to scan for VFR traffic. RAs happen regularly, especially on the weekends during daylight hours.
Parts 91 & 121– Intruders in Class Bravo A Government pilot, operating VFR under Part 91 in night VMC, described how the aircraft and a B747, IFR under Part 121, became mutual threats in Class Bravo. ■ Cessna 206 was performing operations approximately 2 nm N of ZZZ1 at 3500 MSL. At completion of assignment, the C206 requested repositioning to orbit ZZZ at 4,000 MSL with a Bravo Clearance. Request was made to ATC…. ATC directed the C206 to proceed on course and remain at 3500 until clear of traffic departing ZZZ2. When clear of traffic, ATC Continued on page 43
In Flight USA Celebrating 41 Years
12
54 Years of Manufacturing Excellence Buy Factory Direct!
Technology has changed. Have your avionics?
Avionics Circa 1980
September 2026
Hybrid-Electric Flight Test Continued from Page 9 Ampaire is participating as an official OEM partner through uFLY and is the only hybrid-electric engine OEM participating in eIPP. The official uFLY kickoff centered on the Aug. 6 flight from Salt Lake City to Cedar City covering approximately 240 miles in 1 hour and 45 minutes, followed by the aircraft’s scheduled return from Cedar City to Long Beach. Across the three-leg mission, the EEL is expected to cover approximately 1,340 miles over 10 flight hours and complete three takeoff and-landing cycles. The Salt Lake City—Cedar City corridor reflects the types of missions flown by cargo feeder operators, passenger carriers and community air-service providers. The uFLY program will evaluate operational readiness, infrastructure needs, route performance and practical use cases for advanced aircraft across a multi-state operating environment. “uFLY is about moving hybrid-electric aviation from demonstration into real-world operations. Our aircraft can fly meaningful regional routes across varied terrain using the airports and operating infrastructure already in place. The propulsion system changes; the regional aviation system does not have to,” said Kevin Noertker, co-founder and CEO of Ampaire. The eIPP is a first-of-its-kind initiative outlined in President Trump’s Unleashing Drone Dominance Execu-
tive Order. It creates one of the nation’s largest real-world testing environments for next-generation aircraft with the potential to create jobs, connect communities, and strengthen American leadership in aviation. Additional Information In March 2026, the Department of Transportation selected eight projects across 26 states to participate in the eIPP. The Utah Department of Transportation is one of the eight participants. The FAA will use what it learns from these demonstrations to identify gaps, improve procedures, and support the safe integration of advanced air mobility into the National Airspace System. The Utah Department of Transportation and other eIPP participants are planning additional test flights throughout the rest of the year. Learn more at faa.gov. Ampaire develops hybrid-electric propulsion systems for aircraft, focused on practical solutions that can reduce fuel burn, emissions and operating costs while using today’s airports and aviation infrastructure. Headquartered at Long Beach Airport in California, Ampaire operates the world’s largest fleet of flying full-scale hybrid-electric aircraft and has flown more than 38,000 hybrid electric miles. For more information, visit www.ampaire.com.
Avionics 2000-2010
Avionics Today
Treasure Coast Avionics, Inc. is the original FAA Certified Repair Station for Avionics at Treasure Coast International Airport (KFPR) in Fort Pierce, Florida. We have been serving pilots and aircraft owners in the Southeastern United States since 1990.
Treasure Coast International Airport (KFPR), 3800 Saint Lucie Blvd., Fort Pierce, FL 34946 Phone: 772-464-3148 • Fax: 772-464-3197 • Se Habla Español tcavionics@gmail.com • www.treasurecoastavionics.com
Ampaire hybrid-electric EEL aircraft in flight over Utah. (Photo courtesy Ampaire)
September 2026
www.inflightusa.com
13
Reflections of Private Pilot Flight Training By Robert G. Waldvogel It has been often compared to learning to drive all over again — flying, that is! But without ground support, stability in the air entails understanding and mastering the three axes of flight — pitch, roll, and yaw — and you can’t pull over to the side of the road if something seems amiss. The “road,” in this case, is the sky and the goal is to stay in it. My own private pilot flight training illustrates some of the challenges encountered in “routine” sessions. It was on a mild, flawlessly-blue-sky September day that I pulled into the State University of New York — College of Technology at Farmingdale Aviation Center on Long Island’s Route 110, experiencing a degree of trepidation, that I began my training. That it technically constituted a “class” required for my Associate in Applied Science Degree in Aerospace Technology, shared with others I knew from the main campus facility about two miles away, significantly extended the realm of experiential education. That I had already had a decade-and-a-half international air-
line career at JFK International Airport certainly qualified it as a life-consistent theme. However, ¬I was about to assume the pilot’s seat this time. Greeted by my Certified Flight Instructor (CFI), I was told to take the appropriate Pilot Operating Handbook (POH) from the Aviation Center and deposit it into the respective aircraft on the ramp — in this case, a Cessna C-172 Skyhawk, registered N73334 ¬– a high-wing, four-seat, general aviation airplane powered by a single 160-hp, dual-bladed Avco Lycoming O-320-H2AD piston engine. Its design and performance parameters were many: its maximum useful load was 910 pounds; its maximum takeoff weight was 2,300 pounds; its fuel capacity was 43 gallons; its maximum speed was 125 knots; its sea level rate of climb was 770 fpm; and its service ceiling was 14,200 feet. Checklist in hand, I made a clockwise pre-flight inspection, from propeller to flight surfaces to sumping the fuel to verify its clarity, before assuming the left Continued on page 19
Cessna C-172 Skyhawk (Photo courtesy Robert G. Waldvogel)
Republic Airport (Photo courtesy Robert G. Waldvogel)
Presents
Planes and Coffee
Fly into Gnoss Field here in Marin County just north of San Francisco on the last Saturday of every month to see some airplanes and classic cars here at the SkyShare terminal. There are complimentary coffee and doughnuts along with a 35 cent avgas discount on both our truck and self-serve!
Dash Phillips
General Manager (KDVO) w: 415.897.2403 m: 408.250.1683
skyshare.com
In Flight USA Celebrating 41 Years
14
September 2026
Air Race X: Bringing High-Speed Air Racing Into a New Era An Interview with Desmond Barry of Air Race X
"Hump Pilot is as engaging a read as it is informed and informative. A first-class military aviation history!" – Midwest Book Review "Hump Pilot provides an entertaining window into what it was like to fly cargo over the world's most dangerous air route, in the worst flying conditions imaginable. A spirited account!" – Aviation History “Descriptions are vivid and engaging, adding a human face to the drama created by perilous missions over a vast mountainous wasteland. Well worth reading.” – WWII History "By telling this story in readable language anyone can appreciate, Nedda Thomas conveys how dangerous it was. You don't have to be a military veteran or an aviation buff to love this fantastic true account." – Robert F. Dorr, Mission to Tokyo, etc. "Thomas has written a dramatic history centered on her father (whose) brassy dedication and decency come across. However, the truly engrossing tale is the amazing Hump drama that ensures the book does a winner's barrel roll overall." – Asia Sentinel
Available on Amazon
By Annamarie Buonocore Intro: Air race season is right around the corner, and with many Americans heading to Roswell, N.M., it is interesting to look at the sport through different perspectives. Desmond Barry, C.E.O. of Air Race X, spearheads international sporting events, which have their similarities and differences to what we have experienced in Reno and now Roswell. This is a broader perspective on air racing as we gear up for a great and safe season. In Flight USA: Desmond, thank you for joining me today. To begin, could you explain what Air Race X is and what happens during an Air Race X event? Desmond Barry: Air Race X grew out of the idea that racing pilots could create an extremely intense, competitive racing experience without requiring everyone to physically travel to one location. Hosting a major live racing event can be very expensive and requires significant sponsorship and financial resources. The foundation is still the competition itself. What has changed is technology. We now have systems that can be installed in the aircraft, allowing pilots to race at their own local airports. Their flight data can then be brought together and presented as a single competition. IFUSA: What is your role with Air Race X? Were you involved from the beginning? DB: Initially, three pilots organized and started the concept. Yoshi Muroya was one of them, along with Matt Hall from Australia and Canadian pilot Pete McLeod. We then brought the technology into the project and started the se-
ries in 2023. We held three races in 2024, three races in 2025, and we have four races planned for 2026. IFUSA: So, Air Race X began in 2023? DB: Correct. It is still a relatively new series. IFUSA: What happened during that first year? DB: In 2023, we held an event in the middle of Tokyo. After the pilots completed their flights at their respective locations, we brought the flight data together in a 3D and augmented-reality format in the middle of Tokyo. People using smartphones or AI glasses could see the aircraft flying and competing through the streets of Shibuya. It was a very different way of presenting air racing to an audience. IFUSA: Where are you based, and how international is Air Race X? DB: It is a global series. I am currently in Fukushima, Japan. I’ve lived in and out of Japan for most of my life. I first came here when I was about 20 years old, hiked through the mountains, really enjoyed the country, and eventually came to consider Japan home for most of my life. IFUSA: What aircraft are used in the series? Do you have a particular favorite? DB: The aircraft are Zivko Edge 540s. They are specifically designed racing aircraft, built to generate very high G-forces, fly extremely fast, and turn at very high speeds. They are by far the fastest aircraft we have in the series, and all of the competitors race these aircraft. IFUSA: Who are some of the notable pilots competing in Air Race X?
One of the great advantages Air Race X offers is that they can place a race track in almost any location where it can be performed safely. It could be over water, over flat land, or at an airport. Spectators can then watch the aircraft race through tracks marked by inflatable pylons. That flexibility gives the organization many possibilities for bringing air racing to different audiences. (Photo courtesy Air Race X)
DB: Yoshi Muroya is the main founder and one of the primary drivers behind the series. Every pilot is impressive. Martin Šonka, from the Czech Republic, is another major competitor. He was a champion and has had a long-standing rivalry with Yoshi Muroya. Last year’s champion was Patrick Davidson from South Africa. We also have Emma McDonald, who raced in Australia and has since relocated to the United States and is racing there. Juan Velarde is racing in Spain and is an exceptionally talented pilot. Mike Tryggvason is our Canadian pilot, and he actually purchased his aircraft from Pete McLeod, who was one of our first competitors. Melissa Burns is another new American pilot. Aarron Deliu also started last year and had an amazing result, winning a race this year. All of these pilots are extremely talented. They participate in airshows and other performances, but when it comes to competition, Air Race X is the series in which they compete. IFUSA: We’re a U.S.-based publication, and we’ve covered air racing in Reno and, more recently, Roswell. How would you compare that type of racing with Air Race X? DB: They’re quite different. Traditional air racing can involve various aircraft racing together, which is very exciting to watch. Air Race X is more of a one-on-one racing format. I would compare Air Race X to Formula One, while traditional unlimited air racing is more like NASCAR. Both are fantastic, but they have different characteristics and different classes of aircraft. Our focus is very specifically on fast, highly maneuverable, slalom-style racing. IFUSA: One of the interesting aspects seems to be the ability to put your race tracks in different locations. DB: Exactly. One of the great advantages is that we can place a race track in almost any location where it can be performed safely. It could be over water, over flat land, or at an airport. Spectators can then watch the aircraft race through tracks marked by inflatable pylons. That flexibility gives us many possibilities for bringing air Continued on page 18
FAMILY OWNED AND OPERATED SINCE 1965! Free Shipping Over $350 Via UPS Ground Aviation’s Best Website With Same Day Shipping
ALL NEW FREE 2026-2027 CATALOG!
www.aircraftspruce.com Call Toll Free 1-877-4-SPRUCE
September 2026
www.inflightusa.com
17
In Flight USA Celebrating 41 Years
18
September 2026
Air Race X Continued from page 14 racing to different audiences. IFUSA: When is your next event scheduled? DB: We are currently in strong discussions with U.S. cities and cities in Brazil. We’re also discussing possibilities in Canada, Singapore and Sri
Lanka. IFUSA: Tell me more about the aircraft themselves. How maneuverable are they? DB: They’re extraordinarily maneuverable. At certain points, they can pull approximately 12 Gs during a turn within a fraction of a second.
At around 250 mile per hour, they’re traveling roughly 110 yards every second. Then they can make rapid changes in direction and perform extremely quick maneuvers. It’s spectacular for spectators. IFUSA: What plans do you have for making Air Race X more popular?
Trusted. �
�
Available in both Qref® Book, Card and new iPad editions Over 50 years of professional experience in every checklist
�
�
Written by Master CFIs with workflow and ease of use in mind Professional design, rugged construction
Best-Selling Aircraft Checklists Beechcraft Bonanza A36 285HP
1968-1983
Cessna 210N Centurion
Beechcraft Bonanza C/D 35
1951-1953
Cessna Turbo 182T
Beechcraft Bonanza J/K/M 35
1958-1960
Cessna Turbo 182T/G1000
2006+
Beechcraft Bonanza N/P 35
1961-1963
Cessna Turbo 206H
1998+
Beechcraft Bonanza V35 A/B
1966-1982
Cessna Turbo 210M Centurion
Cessna 150
1959-1977
Cirrus SR20 Analog Gauges
2000-2003
Cessna 152
1978-1986
Cirrus SR20 G1-G2
2003-2007
Cessna 172 Universal
Universal
Cirrus SR20 G3
2007+
Cessna 172M
1973-1976
Cirrus SR20 Perspective
2008+
Cessna 172N
1977-1980
Cirrus SR22 G1-G2
Cessna 172P
1981-1986
Cirrus SR22 G3
2007+
Cessna 172R
1998-2006
Cirrus SR22 Perspective
2008+
Cessna 172RG
1980-1985
Cirrus SR22 G3 Turbo
2007+
Cessna 172S
1998-2006
1979-1984 2001+
1977-1978
2003-2007
Cirrus SR22 Turbo Perspective
2008+
2005+
Diamond DA20 C1
1998+
Cessna 177RG
1971-1978
Diamond Star DA40
2001+
Cessna 182P
1972-1976
Piper Archer II PA-28-181
1976-1994
Cessna 182R
1981-1986
Piper Archer III PA-28-181
1995-2002
Cessna R182 Skylane RG
1978-1986
Piper Arrow 180 PA-28R-180
1967-1971
Cessna 182RG Turbo
Cessna 172S G1000
1979-1986
Piper Arrow II PA-28R-200
1969-1976
Cessna 182T Analog Gauges
2001+
Piper Arrow III PA-28R-201
1977+
Cessna 182T/G1000
2004+
Piper Arrow III Turbo PA-28R-201T
1977-1978
Piper Arrow IV PA-28RT-201
1979-1982
Piper Arrow IV Turbo PA-28RT-201T
1979-1990
Piper Cherokee 140 PA-28-140
1964-1977
Piper Cherokee 150 PA-28-150
1961-1967
Piper Cherokee 160 PA-28-160
1961-1967
Piper Cherokee 180 PA-28-180
1963-1973
Piper Dakota PA-28-236
1979-1994
Piper Cherokee Lance PA-32R-300
1976-1978
Piper Navajo PA-31-310 B/C
1972-1980
Piper Navajo Chieftain PA-31-350
1973-1984
Piper Saratoga SP PA-32R-301
1980-1992
Piper Saratoga SP Turbo PA-32R-301T
1980-1987
Piper Tomahawk PA-38-112
1978-1982
Piper Warrior 151 PA-28-151
1973-1977
Piper Warrior II PA-28-161
1976-1986
MANY MORE MODELS COMING SOON!
Best-Selling Avionics Quick Reference
FAA FITS ACCEPTED
Avidyne Entegra
Garmin GNS 480
Garmin GPSMAP 96
Garmin G1000 Non-WAAS
Garmin GNS 530
Garmin GPSMAP 195
Garmin G1000
Garmin GTN 750/650
Garmin GPSMAP 196
Garmin G1000 WAAS
Garmin GX Series
Garmin GPSMAP 295
Garmin G600/G500
Garmin MX 20
Garmin GPSMAP 296
Cirrus Perspective by Garmin
Garmin 300XL/250XL
Garmin GPSMAP 396
Bendix/King KLN 89
AnywhereMap ATC
Garmin GPSMAP 495
Bendix/King KLN 90B
AvMap EKP IV / IV Pro
Garmin GPSMAP 496
Bendix/King KLN 94
AvMap EKP V (coming soon)
Garmin GPSMAP 696/695
Garmin GMX 200
AvMap Geopilot II / II Plus
Garmin Aera Series
Garmin GPS 400
Bendix/King AV8OR
Lowrance Airmap 2000C/1000
Garmin GNS 430
Bendix/King AV8OR Ace
Lowrance Airmap 500/600C
WRITTEN BY MASTER CFIs
www.Qref.com Order direct or from your favorite pilot supply
DB: Our YouTube channel has been particularly successful. Over a recent six-week period, we’ve grown from approximately 75,000 subscribers to around 360,000. We’ve changed the presentation somewhat to enhance the realism. We’ve added more ground cameras, smoke effects, and other elements, while the pilots themselves are becoming much more recognizable to the public. As a result, we’re seeing more interest from people and organizations that want to host events. Over the next few years, we expect Air Race X to grow from a handful of races each year into a larger international series. Our expectation is that by 2028 or 2029 we could have at least eight races in different countries around the world. The aircraft can be transported in containers to different locations, where we can establish a three-day racing event. IFUSA: How can pilots who are interested in Air Race X get involved? DB: We started an academy this year, and it was very successful. We intend to continue running it every year. Pilots who are interested in air racing can contact the organization and apply for one of the academies. The academy lasts approximately one week, during which we put pilots through a structured program and progressively evaluate their abilities. IFUSA: Is there anything else you’d like to add about the technology behind Air Race X and what makes the series different? DB: The technology gives us incredibly precise information about where the pilots are at any given moment. We can measure their positions down to approximately three centimeters and track their performance to thousandths of a second, regardless of where they are in the world. We also have handicapping systems that allow us to measure performance and create a fair playing field. We can then bring those flights into the real world. Spectators can see the aircraft represented in front of them, and we can quickly display a ghost aircraft so viewers can compare flights. That creates an environment that is both very safe and highly competitive. It’s a revolutionary concept because we’re bringing multiple aspects of the sport together through technology. We’re encouraging anyone who believes they could host an event in their area to contact us. We’d be happy to discuss how we can bring an Air Race X event to their community. IFUSA: Thank you very much for your time. DB: Thank you. For more information about Air Race X, visit their website, https://airracex.com/.
September 2026
www.inflightusa.com
19
Reflections of Private Pilot Flight Continued from Page 13 seat and shoulder- and seatbelt-harnessing myself in it. “Prop clear!” I yelled to alert anyone in its vicinity of its imminent start, resulting in the engine’s grunting and grounding into slipstream-generating, elevator-bathing life. The aircraft felt alive and I was in control of it — I hoped. Requesting taxi clearance from the Aviation Center on the Republic Airport Ground frequency, I released the toe brakes without pushing the power lever further in, and the rotating propeller naturally pulled the aircraft into movement along the ramp at a brisk walk’s pace. Temptation to steer with the yoke had to be resisted: it only deflected the ailerons for in-flight banking and did nothing on the ground. Rudder pedal movements ensured the nose wheel’s direction. Nudging onto the run-up pad near 5,516-foot-long Runway 1, I performed a full flight check — from brakes to magnetos to freedom of flight surface movement to adjustment of the altimeter’s current barometric pressure – and then switched to the Republic Tower frequency, inching on to the runway and receiving take off clearance.
Planes4Kidneys.com Planes4Kidneys.com
Donate your Plane, Car, Truck, RV, Planes4Kidneys.com Boat, or Real Estate to help people needing Donate your Plane, organ transplants on
Donate your Plane, Car,Truck, Truck, RV,RV, MatchingDonors.com Car,
Boat,or or Real Real Estate Donate your Plane, 1-800-385-0422 Boat, Estate Car,people Truck,needing RV, to help Every is to help people needing Boat, ordonation Real Estate organ transplants on Cessna C-172 Skyhawk (Photo courtesy Robert G. Waldvogel) totax helpdeductible! people needing organ transplants on MatchingDonors.com organ transplants on Full engine power deafened the cockder to flight. I had hoped that it would alpit, sent a torrent of air over its aerodynamic surfaces, and propelled the high-wing aircraft into acceleration. Almost immeasurable rudder pedal pressures enabled me to keep the nose wheel on the center line, while the wheel itself, beginning to jump off the ground, was the Cessna’s signal that it had gained enough speed to surren-
MatchingDonors.com MatchingDonors.com
ways be this cooperative with me. A gentle pull of the yoke and a right rudder pedal depression to counteract the propeller’s torque, released it from its gravity constraints several thousand feet before the runway’s end, as I “rode the ball,” trying to keep it centered.
1-800-385-0422 1-800-385-0422
1-800-385-0422 Every donation is
Continued on page 27
tax deductible!
Every donation is tax deductible!
Lift the Ban on Seaplanes
Seaplane access should be allowed here in Colorado. We have made great strides by establishing two charted seaplane bases in Colorado (the first ever), planning and managing several splash-in events (the first ever), establishing an invasive species inspection and decontamination program for seaplanes (the first), and becoming the first ever pilot to receive all the training and obtaining certification totally within the State of Colorado (yep, you heard it right, the first). Despite these successes, our battle rages on. The state is still adamantly opposed and so we are continuing the fight. There is no level of problem that imagination and creativity cannot overcome. And so, we must continue to be the first with solutions. We must demonstrate by example the strength and resolve of an idea whose time has come!
THE COLORADO SEAPLANE INITIATIVE To get involved or for more information, visit us at
www.coseaplanes.org
In Flight USA Celebrating 41 Years
20
September 2026
FAA Releases Plan for Transitioning General Aviation Aircraft to Unleaded Gas The Federal Aviation Administration (FAA) on July 30 released its Transition Plan for Unleaded Aviation Gasoline, which provides a roadmap to safely integrate unleaded fuel into the general aviation fleet. The plan uses a phased approach to address fuel testing and authorization, gather market experience, execute the national transition and manage the unique transition in Alaska. “The transition to unleaded fuel is a positive step forward for general aviation community and people who live and work near general aviation airports,” said FAA Administrator Bryan Bedford. “Our move to safely integrate unleaded fuels is a collaborative effort that involves everyone from aircraft manufac-
turers and fuel suppliers to airports and the pilots in the cockpit.” The plan fulfills a provision of the 2024 FAA Reauthorization Act requiring the agency to partner with the aviation industry to safely transition the piston-engine fleet to unleaded aviation gas by 2030. This partnership was through the Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative. The FAA is testing three different fuels at the William J Hughes Technical Center as part of the first phase of the transition to address key questions concerning performance and compatibility. The FAA will update the plan after the first phase is complete. In January 2026, the FAA published a draft of the transition plan and invited public comments. The agency used these
comments to improve and clarify the final plan. The FAA will summarize the comments in a supplemental document that will publish in late 2026.
AOPA Analysis: FAA Refines Unleaded Fuel Transition Framework
essary information” is not yet available, leaving several key questions unanswered: • Which unleaded fuel or fuels will be widely available? • What are the costs and consequences for aircraft owners transitioning to an unleaded fuel? • Can competing unleaded fuels be mixed together in aircraft tanks and supply chains? • Nine organizations, including AOPA, that are part of the Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative – a government-industry partnership ¬– expressed support for the framework.
ed fuel in eligible aircraft without an STC – though owners must still apply any required placards, aircraft documentation changes, and logbook entries. LyondellBasell and VP Racing are expected to complete full-scale PAFI testing for UL100E this fall. Both 100R and UL100E are expected to receive fleet authorizations in 2027. Outside of FAA approvals, all three fuel developers have received or are seeking consensus specifications from ASTM International, a globally recognized organization that establishes uniform quality, safety, and testing benchmarks across various industries, including aviation fuel. Swift 100R received an ASTM production specification – the final step in the approval process – in September 2025. LyondellBasell and VP Racing’s UL100E received a test specification – the first step in the same process – in November 2025. Meanwhile, GAMI, which currently uses a proprietary specification for G100UL, is now seeking an ASTM production specification for its fuel.
Drop-in replacement for 100LL ‘not feasible’ By Jay Wiles, AOPA The FAA released the first major update of its Transition Plan to Unleaded Aviation Gasoline on July 30, revising with additional detail the roadmap for eliminating the use of tetraethyllead (TEL) in avgas and updating pilots and aircraft owners on the status of each fuel. The release follows a draft plan that was published in January, which was then followed by a 60-day comment period. The FAA previewed the framework’s release during EAA AirVenture Oshkosh, emphasizing that while the plan provides a foundation for the transition, it is not a prescriptive list of actions that must be taken. “The goal was really to aggregate information, to be able to provide information, to highlight challenges, and to look at those opportunities that need to be pursued towards achieving that 2030 goal,” said FAA Senior Technical Specialist for Aviation Fuels Paul Wrzesinski. “As part of that, providing the information, what we really wanted to set out to do was to build a solid foundation in terms of knowledge, to provide the same background, sort of the same starting point.” However, the agency acknowledged the plan is not yet comprehensive because “nec-
Fuel approvals Three high-octane unleaded fuels have received FAA authorization or are expected to receive it soon. In 2022, General Aviation Modifications Inc. (GAMI) received a supplemental type certificate (STC) for G100UL, covering all spark-ignition airplane engines and airframes. GAMI is currently working to expand STC approval to helicopters. On July 14, Swift Fuels received an expanded STC approved model list for 100R that includes more than 1,200 piston engine models and 1,600 aircraft. The next day, Swift’s 100R joined the FAA’s Piston Aviation Fuels Initiative (PAFI), which evaluates unleaded fuels intended for fleetwide authorization. Unlike an STC, which requires aircraft owners to purchase individual authorization from a fuel developer, an FAA fleet authorization grants approval for the use of unlead-
Additional Background • The FAA in collaboration with EAGLE stakeholders is leading several initiatives to advance the production and use of unleaded aviation gasoline: • Executing the FAA Piston Aviation Fuels Initiative (PAFI) to support Fleet Authorization for LyondellBasell/VP Racing’s UL100 and the recent addition of Swift Fuels’ 100R to PAFI • Expediting the rollout of high-octane unleaded fuel by using the Supplemental Type Certificate (STC) pathway to approve GAMI’s G100UL and Swift
No ’drop-in‘ replacement For years, pilots, aircraft owners, and AOPA have pushed for a “drop-in” replacement for 100LL, which would allow pilots to use a new fuel with no paperwork or aircraft modifications. But in the transition plan, the FAA has determined that a universal “dropin” replacement is “not feasible” because none of the candidate fuels – G100UL, 100R, and UL100E – can meet every chemical require-
•
•
Fuels’ 100R. Supporting a safe and efficient transition by encouraging airports to introduce unleaded fuel alternatives while requiring maintaining 100LL availability for aircraft through the transition. To prevent premature supply disruptions during the rollout, enforcing Federal Grant Assurance obligations to ensure that airports continue to offer leaded 100LL until safe, fleet-wide unleaded alternatives are widely and locally accessible
Learn more at FAA’s website, faa. gov. For further analysis of the transition plan, see AOPA’s story below.
ment of the existing 100LL ASTM specification. As a result, the FAA says virtually every aircraft will require, at minimum, new placards, a handbook or flight manual supplement, and a logbook entry. The agency added that other aircraft (likely those with higher-compression or turbocharged engines) may need additional modifications that are “more in-depth… such as replacement of an engine, installation of new engine pistons, the installation of anti-detonation injection systems, ignition timing changes, or significant changes to operating limitations.” Transition timeline The overall transition will proceed in four phases, according to the framework: • Phase 1: Fuel authorizations and comparisons (ongoing through 2027). • Phase 2: Gain market experience. • Phase 3: National transition (targeted completion: 2030). • Phase 4: Alaska transition (targeted completion: 2032). The first two phases are expected to overlap as final authorizations and comparison testing are nearing completion. Despite comments from outgoing FAA Deputy Administrator Chris Rocheleau at AirVenture suggesting that the timeline could extend beyond 2030, the published plan maintains 2030 as the “goal” for completing the national transition, with Alaska
September 2026
www.inflightusa.com
21
A “drop-in” replacement for 100LL, which would allow pilots to use a new fuel with no paperwork or aircraft modifications is “not feasible” because none of the candidate fuels can meet every chemical requirement of the existing 100LL ASTM specification. (Photo by Chris Rose, courtesy AOPA)
following two years later because of unique supply chain challenges. The FAA noted that data gathered in the first phase “is required to develop specific plans for the rest of the transition.”
incompatibility and said that liability is a “critical issue” for fuel producers and FBOs that could also delay the transition. The FAA plans to publish its findings after each type of testing is complete.
Fuel testing and mixing fuels The FAA Technical Center in Atlantic City, New Jersey, is testing the unleaded fuels, evaluating “critical materials properties, detonation characteristics, and critical fit-for-purpose properties.” That data will then be used to develop additional testing, examine engine durability, and test the ability to mix the unleaded fuels within the supply chain. The agency confirmed that all three unleaded fuels can be safely mixed with 100LL inside of aircraft fuel tanks. Ongoing FAA testing is comparing each unleaded fuel against 100LL, looking at engine detonation, materials compatibility, and laboratory testing using key engines and materials that “act as bellwethers for unleaded fuel analysis.” The FAA anticipates potential workarounds if fuels are not fully compatible. “If unleaded fuels cannot be mixed,” the plan states, “FAA will work with EAGLE to develop appropriate safety mitigations for the fleet. This would also create a significant barrier to the National Transition, necessitating either duplicate infrastructure to support multiple fuels (depending on the aircraft operator’s preference) or the market forces converging on a single (or multiple compatible) fuel.” In the plan, the FAA also acknowledged concerns regarding misfueling risks and fuel
Authorization pathways across aircraft categories The plan also lays out how fuels are authorized across different aircraft categories. • Standard airworthiness certificate aircraft: • Authorized by FAA fleet authorization or STC. • Any changes required by a fleet authorization, STC, or manufacturer service bulletin must be completed by a certificated mechanic or authorized entity. • Special airworthiness certificate aircraft (primary, limited, provisional, restricted, and multiple): • Authorized by FAA fleet authorization or STC. However, an STC may only be available in some cases. o Any changes required by a fleet authorization, STC, or manufacturer service bulletin must be completed by a certificated mechanic or authorized entity. • Special airworthiness certificate aircraft (light-sport category aircraft): o Authorized by FAA fleet authorization. STCs do not apply to light-sport category aircraft, so STC holders must coordinate with the manufacturer. • Special airworthiness certificate aircraft (experimental, including experimental amateur-built and operating light-sport catego-
ry aircraft): o Owners must individually determine fuel compatibility. The FAA noted many experimental aircraft have engines and fuel systems that are common in aircraft with standard airworthiness certificates. o For fuels authorized under the FAA’s fleet authorization process, owners will have access to useful data. o For fuels authorized with an STC, owners will need to contact the STC holder for information. Supply chain and infrastructure Another area that the FAA identified as requiring study is the transition’s impact on the supply chain and logistics. The plan outlines nine primary risks, including the ability to mix fuels within the supply chain, expanded storage needs for airports and distributors, materials compatibility over long storage periods, and pilot communication gaps regarding fuel availability along planned routes. “Until all fuels are available, production and distribution scale to regional levels, and a larger portion of aircraft have been altered, stakeholders may not realize a full understanding of the supply chain and logistics barriers or the efficacy of the proposed risk mitigations,” the report said. Currently, only 212 airports nationwide offer an unleaded avgas alternative. The FAA is encouraging airports and FBOs to invest in additional infrastructure – such as tanks, fuel trucks, skid-mounted systems, fuel trailers, or bowsers – to support both 100LL and unleaded
fuel during the transition. The plan also points out that existing airport equipment, procedures, markings, and training are specific to 100LL. Transitioning will require tanks and trucks to be cleaned and labeled properly, installation of placards and labeling, and retraining personnel. Impact of public comments Version 1.0 of the transition plan incorporates significant changes from the 60-day comment period following the January draft. Key additions include dedicated sections on clarifying airworthiness authorization pathways across aircraft categories, expanding on critical concerns including potential modifications, the risks of mixing fuels, transition costs, and regulatory timing. The FAA plans to publish a public FAQ to clear up confusion and misconceptions in some public comments, along with a standalone summary of the comments received at flyeagle.org. The FAA says subsequent updates will be published after the remaining phases are complete. The next major revisionis tentatively expected in late 2027, after the first phase is complete. For more information, visit AOPA’s website, aopa.org.
22
In Flight USA Celebrating 41 Years
September 2026
EAA AirVenture 2026: Introducing CheckPrep By Cynthia Wheatley Glenn AirVenture is exciting for all participants and vendors alike every year, yet there is something special about the first time you attend or, in the case of Xavier Zeller, the founder and developer of CheckPrep, it is where his nascent business launched its rollout on July 20, the first full day of the EAA AirVenture 2026 airshow. A labor of love that involves his parents, sister, and family and school friends, Xavier is excited to see his dream take off and become a reality. The idea for CheckPrepcame to Xavier as he was working on his Instrument rating. He was close to his check ride and wanted additional prep for the oral portion, filling in what he considered to be gaps in both his practical and theoretical knowledge. He was flying out of a smaller airport with a smaller flight school and when his mock check ride fell through he thought there must be other ways to practice. XaviatorZ is Xavier’s aviation education and content brand. His mission is to make aviation more accessible and inspiring for the next generation of pilots through content, storytelling, and sharing his own aviation journey. He works closely with CheckPrep to help educate, encourage, and connect aspiring and current pilots within the aviation community. Encouraged by his parents, father Phil Zeller, who serves as the CEO of Dale Carnegie Southwest Michigan, and mother, Angelina Zeller, founder of Engaged Education, and is currently the infrastructure coordinator of LifeTech Academy, a K-12 online school with an additional early college supplement for earning an Associate degree (AA). Although Xavier’s dad was also instrumental in guiding him toward starting his business, I was intrigued by the number of women involved in stepping up to help him, none of whom are currently pilots but working diligently in the field of aviation. Xavier’s mother, Angelina Zeller, left a career in banking to transition into teaching with her first job serving as IT facilitator in a K-12 public school district. Her job was to work with faculty and staff and eventually went on to earn not only her teaching credential but many other, specialized credentials that would provide her with an incred-
Xavier Zeller (right), the founder and developer of CheckPrep, launched on July 20, the first full day of the EAA AirVenture 2026 airshow. CheckPrep is designed to help pilots head into their checkrides feeling prepared, confident and ready to succeed. (Photo courtesy CheckPrep, Instagram) ibly solid background in learning and learning theory. Her mantra throughout her new career has been to tap into kids’ wondering of how they fit in? As a mom, she wanted to find ways to help her two children and, later, students at an academy she founded and runs, to encourage children to find their path. Always Xavier’s mentor from the business perspective, she hired Xavier to create aviation curriculum for her academy. This project turned out to be the springboard for CheckPrep. That early experience of designing aviation curricula for LifeTech Academy inspired Xavier to expand his idea, developing a software tool that allows aspiring pilots to receive extra help and practice for additional support that focuses on a community environment. The platform includes sections for
community and resources, allowing users to easily maneuver between the two sections. Some of the features in the Community side include discussion boards, and search features in which users can attach resources and references. It is a closed system monitored by pilots with relevant data to factcheck. The Resources side includes FAA documents, with live updates. Although artificial intelligence (AI) is being used, there are human crosschecks of data. As the developer, Xavier tests the system to make sure the data being presented are accurate and make sense. His goal is to modernize aviation in a way that appeals to next gen pilots learning to fly who are already comfortable with technology. Xavier’s sister, Amanda, is a sophomore in college majoring in Entrepre-
neurial Management and Motor Sports Management and, although she is interested in becoming a pilot at some point in time, her passion is to work in the marketing department of Red Bull. Currently, she loves to race sim cars and would like her career path to align closely with Formula 1 racing. While in her dorm at school, Xavier called her and asked her to design a logo for him. Amanda told me they worked closely together and, ten iterations later, were both excited about the end result. Morgan Hall is a family friend who worked professionally with Xavier’s father, Phil Zeller, as his media director in Lansing, Michigan. She and her husband created their own media company and although they still own the company, their primary focus is now her role as Vice President of Marketing for LifeTech Academy under the auspices of Engaged Education, the parent organization that supports multiple educational brands and programs, including CheckPrep, with a shared mission of helping learners and organizations grow through innovative education and training. When I asked Ms. Hall what she brought to the table, she told me she is helping to develop brand and a solid online presence in both media and marketing for CheckPrep. If you are looking for a community-based online format to help you prepare for your check ride, I hope you will take a look at CheckPrep. The subscription is only $14.95 per month. They can be found at checkprep.com. To contact Xavier directly, the email address is xavier@checkprep.com. I wish the Zellers and Ms. Hall every success as they launch this new business. Working in the field of aviation myself, I firmly believe there is room for all of us to help one another. To quote Xavier’s mom, Angelina, “Anything is possible.” About the Author: Cynthia Wheatley Glenn is a 99s Life Member and is based at the Hayward Executive Airport (KHWD) in Hayward, California. In addition to writing content for InFlightUSA, she owns and operates a high-performance aircraft rental company. She can be reached at cynthia@ apogee-air.com.
2424
In Flight USA USA Celebrating Celebrating41 41Years Years
November 2025 September 2026
September 2026
www.inflightusa.com
25
In Flight USA News Briefs Corporate Angel Network Appoints Aviation Icon Jack Pelton to Board of Directors
Corporate Angel Network (CAN), a nonprofit organization dedicated to helping cancer patients access critical treatment by arranging free travel on corporate and commercial aircraft, on Aug. 25 announced the appointment of Jack J. Pelton to its Board of Directors. Pelton is Chairman and CEO of the 300,000-member Experimental Aircraft Association. Prior to that, he served as Chairman, President and CEO of Cessna Aircraft (now Textron Aviation) and Senior Vice President of Engineering and Programs at Fairchild Dornier. He has also held several engineering and management positions at McDonnell Douglas as well as numerous industry Board positions, including Chairman of the General Aviation Manufacturers Association. “Few people have had the breadth and depth of experience and the broad, multi-faceted impact on the aviation industry as Jack Pelton,” said CAN Chairman Jean Rosanvallon. “His influence has been felt from the grass roots level to the airline industry, and every sector in between. His work on Capitol Hill has positively influenced legislation, regulation and taxation that continue to shape our industry. In short, his decades of dedication and advocacy have been a catalyst for the growth and well-being of our industry in many ways. He is a very welcome addition to our Board.” Learn more about CAN at corpangelnetwork.org. NAFI Honors Key Contributors With Awards at EAA AirVenture 2026 The National Association of Flight Instructors (NAFI) honored several top aviation educators with its annual Jack J. Eggspuehler Service Award, Greg J. Laslo Excellence in Writing Award, and Dr. Victor G. Vogel Award for Mentorship, Wellness Advocacy, and Lifetime Aviation Service Award.
NAFI has named Paul Preidecker the 2026 recipient of the Jack J. Eggspuehler Service Award, the association’s highest honor. Eggspuehler was one of NAFI’s founders and served as its president for more than 30 years. The award bearing his name recognizes individuals and organizations that have provided outstanding service to NAFI and its members. NAFI has named Gerry McBurney the 2026 recipient of the Greg J. Laslo Excellence in Writing Award. Laslo served as NAFI’s editor from 2000 to 2011. Created by the NAFI board following his retirement, the award recognizes individuals who have made exceptional contributions to NAFI publications, with the recipient selected by NAFI’s editor. NAFI has named Dr. Tony S. Reed the 2026 recipient of the Victor G. Vogel Award for Mentorship, Wellness Advocacy, and Lifetime Aviation Service. The award honors Dr. Victor G. Vogel, who served five years on NAFI’s board of directors. It recognizes individuals who reflect Vogel’s commitment to pilot health and wellness, including issues affecting aging pilots, mental health, mentorship, and the broader aviation community. Learn more at nafimentor.org.
with Hewlett-Packard. Combining his technical expertise with a passion for teaching, he has made a lasting contribution to general aviation education and safety. With more than 50 years of flying experience, Trescott has provided more than 11,500 hours of dual instruction, nearly half of them in Cirrus aircraft. In 2008, he was named the National Certificated Flight Instructor of the Year. He holds four airline transport pilot certificates covering each fixed-wing aircraft category and class, as well as a commercial pilot certificate for helicopters. Through his instruction, writing, broadcasting, and advocacy, Trescott has helped pilots better understand aviation technology, risk management, and sound aeronautical decision-making. Learn more at nafimentor.org. Textron Appoints Brian Rohloff President and CEO of Textron Aviation Textron Inc. on Aug. 24 announced the appointment of Brian Rohloff as president and CEO of its Textron Aviation segment, effective August 31, 2026.
Flight Instructor Hall of Fame Inducts Max Trescott
The Flight Instructor Hall of Fame has inducted Max Trescott, a nationally recognized flight instructor, aviation educator, author, and media host, as its 2026 honoree. The Hall of Fame recognizes individuals who have made significant contributions to aviation education and flight instruction while reflecting credit upon themselves and their profession. It also highlights the essential role flight instructors play in supporting the safety of the national air transportation system. Trescott was honored during NAFI’s member breakfast at EAA AirVenture Oshkosh. Trescott began aviation as a second career following 25 years as an engineer
Rohloff succeeds Ron Draper, who announced his retirement after more than 27 years with Textron, including the past eight years leading Textron Aviation. “Brian is a proven leader who brings a deep understanding of our business, our products, our customers and our industry,” said Lisa Atherton, president and CEO of Textron Inc. “Throughout his 29-year career with Textron Aviation, Brian has demonstrated strong leadership across multiple functions and has built trusted relationships with employees, customers and suppliers. I am confident he will continue to build on Textron Aviation’s strong foundation and drive the business for growth and continued success.” Learn more at Textron.com.
Cirrus Expands Grand Forks Manufacturing Facility
Cirrus on Aug. 14 celebrated the opening of its expanded manufacturing facility in Grand Forks, North Dakota, marking a significant milestone in the company’s continued investment in manufacturing excellence, safety and quality as well as long-term growth. The multi-million-dollar expansion adds 30,000 square feet in order to provide additional production capacity needed to optimize manufacturing flow, increase efficiency, and support demand across the Cirrus product portfolio, including the best-selling high-performance single-engine piston aircraft, the SR Series and best-selling jet in general aviation, the Vision Jet. Purpose-built to support current and forecasted production rates, the expanded facility enables an optimized production layout that streamlines the movement of composite parts throughout the manufacturing process. The enhanced workflow will improve manufacturing efficiency, and the additional footprint allows for improved automation capability, equipment integration with business systems, and workplace safety. Learn more at cirrusaircraft.com. North Shore Jet Center to Become New FBO at Chicago Area Airport A new era of private aviation will soon arrive at Waukegan National Airport (KUGN). North Shore Jet Center is built on a simple belief: Chicago’s North Shore deserves an FBO that’s built differently. Independent. Customer-focused. Safety-driven. Powered by people who are valued because exceptional service begins with an exceptional team. The new FBO will be managed by the Waukegan Port District and will take over the current Signature Aviation operation, which had operated at the airport for the past ten years. North Shore Jet Center is set to take over on Oct. 1, 2026. North Shore Jets plans to remodel the FBO facility while a new $5 million terminal is planned for the Airport in the next five years. Learn more at northshorejetcenter.com.
New and preowned Aircraft in stock Diamond Authorized Service Center Onsite Parts Department
Experience the Premier Difference
Call Today 954-771-0411
Flight Training
www.premieraircraft.com
September 2026
www.inflightusa.com
27
MOSAIC Expands Opportunities — but Don’t Misunderstand the Medical Rules For more than two decades, the FAA’s Sport Pilot rules have allowed thousands of aviators to take to the skies without obtaining a traditional FAA medical certificate. Now, with the implementation of the FAA’s Modernization of Special Airworthiness Certification (MOSAIC) rule, that opportunity has expanded dramatically. MOSAIC represents one of the most significant changes to general aviation regulations in years. By replacing many of the old weight-based limitations with modern performance-based standards, the rule allows Sport Pilots — and pilots exercising Sport Pilot privileges — to operate a much broader range of aircraft than ever before. Familiar training aircraft such as many Cessna 172s and Piper Cherokees may now qualify for Sport Pilot operations if they meet the applicable performance requirements. Bigger Airplanes Doesn’t Mean Fewer Medical Questions One of the biggest misconceptions surrounding MOSAIC is that medical certification has somehow become ‘easy.’ While many pilots may legally exercise Sport Pilot privileges us-
ing only a valid U.S. driver’s license, important limitations remain. Pilots whose most recent FAA medical certificate was denied, suspended, or revoked generally cannot simply switch to the driver’s-license pathway. Likewise, pilots must not have a known medical condition that would make them unsafe to operate an aircraft. Night flying also creates confusion. Under MOSAIC, Sport Pilots may fly at night only after completing the required training and endorsements, and they must also qualify under BasicMed or hold an FAA medical certificate. A driver’s license alone is not sufficient for night operations. Questions Pilots Are Asking • Can I now fly my Cessna 172 as a Sport Pilot? • If my FAA medical expired years ago, what are my options? • Can I use BasicMed instead of renewing my Third-Class Medical? • Does MOSAIC allow me to fly IFR? • What if I had a medical denial several years ago? • Which medications still require FAA review?
Why Planning Ahead Matters Many certification delays occur because pilots schedule an Aviation Medical Examiner (AME) appointment before understanding the process or what documentation the FAA may require. Organizations such as Pilot Medical Solutions, through LeftSeat.com, encourage pilots to address potential medical issues before beginning the certification process. By reviewing medical histories, medications, physician reports, and FAA documentation requirements in advance, pilots can often avoid lengthy delays and unnecessary frustration. Located in Oklahoma City near the FAA’s Aeromedical Certification Division, Pilot Medical Solutions has spent decades helping pilots navigate FAA medical certification, special issuances, medication questions, and complex medical cases. Phase Two Has Arrived Another major milestone occurred on July 24, 2026, when the second phase of MOSAIC took effect. This phase modernizes the certification framework for new light-sport category
aircraft, replacing the legacy weightbased system with performance-based standards and opening the door to more advanced aircraft designs while maintaining the FAA’s emphasis on safety. The Bottom Line MOSAIC is unquestionably one of the most pilot-friendly regulatory changes in decades. It expands access to aviation, lowers barriers for recreational flying, and modernizes aircraft certification. At the same time, it does not eliminate the need to understand FAA medical regulations. Before assuming that MOSAIC changes your personal medical eligibility, pilots should familiarize themselves with current FAA requirements and seek qualified guidance when questions arise. For additional information about FAA medical certification assistance, medication guidance, and special issuance medical certificates, visit LeftSeat.com or consult a qualified Aviation Medical Examiner.
these could only be counteracted by a push of the yoke to avoid the nose-rising tendency. A power reduced round out and flare reprofiled the aircraft into its immediate take off rotation angle and stripped it of its airspeed, enabling it to gently touch down on its main wheels. Brake application-assisted deceleration and a turn off to the taxiway preceded a frequency change to Republic Ground, which granted clearance to return to the Aviation Center while I “cleaned up” the aircraft by retracting its flaps. A pull of the power lever starved the engine of its fuel and all vibration, noise, and slipstream ceased. I was once again firmly groundbound. A debriefing and logbook entry took place inside. The following week’s lesson entailed operation of the smaller, two-seat Cessna 152, registered N67856, with a takeoff from the reciprocal of Runaway 1 — in this case, 19 — and a cruise to Long Is-
land’s south practice area over Jones Beach – connecting, erector set resembling Captree Bridge. The return required the radioing of, “Republic Tower, this is Cessna 67856 over Captree, inbound for landing.” The five-session flight-training course, designated “Introduction to Flight I,” also involved aircraft N757AA, another C-152, and the curriculum entailed the four fundamentals of flight, minimum controllable airspeed, 30-degree banks, approaches to stalls, descents, and landings on Runway 14. The succeeding six-flight, six-hour “Introduction to Flight II” course entailed all Cessna 172 aircraft, although in two registered N734HD and N1517E I had not yet flown. I was also introduced to a new flight instructor. Although the standard curriculum included such practice maneuvers as traffic pattern flying, slow-flight, and coordinated flight, a man-machine merge in contin-
ually changing meteorological conditions created some challenging moments. A half-hour sector in aircraft N734HD, for instance, prompted a rapid return after takeoff in rain and nothing more than a traffic pattern circuit because of low, visual flight rule (VFR)-threatening conditions. Coordinated flight later that month in aircraft N1517E over the north practice area was made amid a soupy overcast and 35-knot winds blowing from the forward, right side, buttressing the Skyhawk and rendering it difficult to maintain control. And the following week’s sortie, with N734HD, entailed the grinding roar of the engine when it was throttled to a setting above 2,200 rpm, leaving the flight instructor to take control and immediately return to Republic Airport from the south practice area, all the while at a slight climb
Reflections Continued from Page 19 Ignorant of procedure, I banked to the right, upon which my flight instructor advised, “Maintain runway heading until you clear it.” The ground receded and the sky’s blue purity became the new dimension of flight. Climbing to 2,200 feet and reducing power to level off, I crossed Long Island to the Northport Stacks, as my instructor demonstrated banks and descents. The one-hour introductory flight passed rapidly. Re-approaching Republic Airport, I radioed, “Republic tower, this is Cessna 73334, inbound for landing.” Clearance was given to “continue.” Unable, in my novice state, to actually execute the landing, I was nevertheless given the opportunity to fly a right-hand pattern, consisting of downwind, base, and final legs, the latter of which required progressive trailing edge flap extensions;
Continued on Page 37
In Flight USA Celebrating 41 Years
28
September 2026
One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration. Aircraft Spruce & Specialty Co. has been the supplier that aircraft builders, owners, pilots, and aviation businesses have depended on since 1965. They carry a wide selection of aircraft parts, building materials, avionics, and pilot supplies, all of which are offered on their website (www.aircraftspruce.com) and in the famous Aircraft Spruce catalog, now over 1,000-pages available for download or for free in print. You can depend on Aircraft Spruce for prompt shipping and competitive pricing on all orders.
Flying Safely Into Autumn With back-to-school well underway, “Drive Carefully” signs seem to pop up in neighborhoods and around school zones this time of year. But flying carefully is not seasonal… it’s a must-do always. Aircraft Spruce has hundreds of items to keep pilots and their passengers safe. The team at Aircraft Spruce wishes everyone safe flying this autumn season and every season. Check out all they have to offer at aircraftspruce.com. ACR V200 Survival Radio VHF Multi-Channel Waterproof The Ocean Signal V200 Marine GMDSS VHF Radio is built with flexibility in mind, offering users convenient options to facilitate communication at sea regardless of the circumstances. Designed as a GMDSS (Global Maritime Distress and Safety System) product, this waterproof VHF radio is fully certified to meet IMO and SOLAS regulations and seamlessly provides essential communication support in both critical situations and during everyday routine maritime operations. Offered in two convenient formats, as solely a GMDSS Emergency VHF for emergency use only applications or as a full kit for general purpose everyday use and/or emergency use applications, the Ocean Signal V200 serves as an all-encompassing solution for all your maritime communication needs. The GMDSS Emergency VHF comes with a primary Lithium battery which includes a battery witness label so that there is never any question as to whether the primary battery has been used or not. Once the witness label is removed, the radio will auto power on when the battery is connected and the unit will also automatically enter GMDSS operation mode with the following preset settings, channel 16, volume level 8, and squelch set to 2. The full kit includes the primary Lithium battery as described and also comes with a Lithium-ion rechargeable battery and a charging base. Standard accessories supplied with both the standalone GMDSS Emergency VHF option or the full-kit option, which in-
cludes a flexible rubber antenna, belt clip, and wrist lanyard. The waterproof-only unit sells for $781 and the waterproof plus rechargeable unit sells for $943.
Garmin D2™ Mach 2 Pro Aviator Smartwatch
D2™ Mach 2 Pro is the ultimate Garmin aviator smartwatch, with builtin inReach® technology for satellite and LTE connectivity to keep you connected between flights (active subscription required; coverage limitations may apply; some jurisdictions regulate or prohibit the use of satellite communication devices). From your wrist, access voice calls and LiveTrack™ location sharing when you’re connected to an LTE network. Or utilize two-way messaging and interactive SOS from either an LTE or satellite link — with emergency SOS message support from Garmin ResponseSM, a 24/7-staffed international coordination center. Get convenient tools for every phase of flight, including on-device advanced aeronautical maps, HSI and Direct-to navigation. Access NEXRAD, METARs and TAFs with an LTE connection, plus set personal minimums to stay ahead of the weather. Premium touches include a durable DLC-coated titanium bezel, sapphire lens, bright 1.4-inch AMOLED touchscreen display and built-in LED flashlight. Advanced health and fitness features help you keep fit to fly. And with up to 24 days of battery life in smartwatch mode, D2 Mach 2 Pro is powered for life on the go. Each watch sells for $1,549.99.
Arkon Skyhold™ iPad Yoke Mount (iPad tablet not included.)
For aspiring and pro-level pilots, the SkyHold™ Steering Yoke Tablet Clamp Mount is the perfect iPad yoke mount co-pilot for securing your tablet to your aircraft’s steering yoke column. Like the popular iPad and Galaxy models, the featured Arkon tablet holder supports 7-inch to 18.4-inch screensized tablets. Its wide-fit clamp grips yoke up to 2.75-inch in diameter, making this a must-have companion before every flight. Whether you use your tablet as an EFB or just to update your socials, it’s the perfect aviation iPad plane mount to keep your tablet in your line of sight while taking to the air.
range. This mount securely attaches to various airplane steering yoke column designs, making it the ideal co-pilot for your daily flights. The Arkon Skyhold™ iPad yoke mount sells for $63. Aircraft Spruce sells various other Arkon mounts to suite your tablet or phone. Method Seven Cultivator FX Classic ANSI Rated Safety Glasses
Secure Flight Tablet Holder Engineered from reinforced composite, the Slim-Grip® Ultra Pro Universal Tablet Holder is designed to firmly hold tablets with screen sizes from 7-inches to 18.4-inches, such as the iPad and Galaxy Tab. Its straightforward design features a simple spring-loaded mechanism that firmly holds your tablet while in flight. The spring-loaded design makes inserting and removing your tablet with one hand easy. Push down on the lower leg of the holder and release, making it perfect for working pilots on the move.
One hundred percent UV protection. Infrared heat reduction keeps eyes cool and moist plus an anti-reflective coating cuts glare. Designed for full spectrum LED and CMH lights. Meets or exceeds ANSI-Z87+S & CSA-Z94.3 Standards. Lens Technology Designed in conjunction with Carl Zeiss Laboratories, ophthalmologists, optical physicists, and even an electrical engineer, the FX Classic lens is an engineering marvel. A non-polarized lens that’s made specifically to keep your eyes comfortable and safe while exposed to harsh light. An anti-reflective coating cuts glare, and infrared reduction beats the heat, keeping your eyes cool and moist under the harshest light. Crafted from a durable polymer, the FX Classic lens delivers the highest possible amount of safe light to your eyes, achieving the perfect light/dark balance so you don’t have to take your glasses off even on overcast days. Each pair sells for $65.
Other features incklude: Multiple Support Legs Arriving with four adjustable support legs of different lengths—two short and two long legs—the Slim-Grip® Ultra Pro Universal Tablet Holder offers customization for different tablet makes and models. • Adjustable Robust™ 3.75-Inch Shaft Featuring a sturdy Robust™ 3.75” mount shaft, this iPad airplane mount can be adjusted and positioned once attached to your aircraft’s steering yoke. The shaft has a double-ball swivel at both ends, enabling 360° rotation and allowing you to position the tablet from any angle. • Secure Yoke Clamp Arkon’s Robust™ Clamp Mount with Security Knob offers complete versatility with its innovative jaw design, providing an extra-wide clamping •
Find Aircraft Spruce at Upcoming Events: • Oct. 20-22, 2026: NBAA, Las Vegas, NV, booth 1431. • Oct. 27-29, 2026: Regional Air Cargo Carriers Assoc., Scottsdale, AZ. • Nov. 16-18, 2026: NAAA AG Aviation Expo, Savannah, GA.
September 2026
www.inflightusa.com
29
In Flight USA Celebrating 41 Years
30
September 2026
Senators, FAA Administrator Oppose Burke Lakefront Closure By Jay Wiles, AOPA Ohio Sens. Bernie Moreno and Jon Husted, along with FAA Administrator Bryan Bedford, said they oppose Cleveland Mayor Justin Bibb’s plan to close Burke Lakefront Airport, likely ending the years-long effort. Those comments came on Aug. 14 after Moreno and Bedford toured the Cleveland Air Route Traffic Control Center in nearby Oberlin, Ohio, and spoke with News 5 Cleveland and Fox 8. “You have a really significant asset at the Burke Lakefront field and [closing the airport] would be counterproductive both economically and certainly from safety,” said Bedford. “It would be patently absurd for a politician to override the experts at the FAA to say, ‘We know better than you do,’” said Moreno. “In the business world, we have the expression, ‘Don’t talk about things that are never going to happen.’” “At this time, Senator Husted believes any change to Burke Lakefront should go through the traditional pro-
cess so the FAA can properly assess any plans for the property’s future,” Husted’s office said in a statement. “We appreciate Senators Moreno and Husted, and Administrator Bedford, for recognizing the value of Burke Lakefront and its importance to our national airspace system,” said AOPA Great Lakes Regional Manager Kyle Lewis. “Congress was the shortcut that Mayor Bibb was counting on to close the airport. We have worked behind the scenes for months and had many productive conversations with local and federal officials on this important issue.” Bibb has talked about closing the airport, which sits less than one mile from downtown Cleveland, since his first term began in 2022. In October 2025, the proposal gained new steam when Bibb — along with Cuyahoga County Executive Chris Ronayne — sent a letter to Transportation Secretary Sean Duffy, Moreno, Husted, and Rep. Shontel Brown asking them to support the mayor’s push to close the airport. As a result, AOPA fostered the de-
velopment of the Lakefront Airport Preservation Partnership (LAPP) — a coalition made up of local businesses, pilots, aviation organizations, and schools — to oppose the “misguided” attempt to close the airport. The coalition sent its own letter to those same federal officials a few weeks later. “By accepting these grants, the city
has agreed to operate and maintain the airport,” the coalition wrote. “Temporary politicians should not be able to ignore or undo commitments made by their predecessors, which will have negative long-term impacts. Simply casting the airport to the wayside and placating to Mayor Bibb’s wishes is not Continued on Page 33
EEh> KZ D ^< ͍ d, d /^ d, Yh ^d/KE͘ ;&KZ /Z Z &d ^s />/E'^ dK &>ϭϴϬ Θ &>ϮϱϬͿ
^< ͞d, Kyz' E > z͟Π /E&KΛ s/ d/KEKyz' E͘ KD
September 2026
60$57 www.inflightusa.com
31
S m a l l M a n n e d A e r i a l R a da r T a rg e t
AFFORDABLE Contact: Art Nalls President API @ 202-213-2400
REALISTIC Visit us at: www.smart-1.us
RELIABLE email Art at: fastjetone@gmail.com
32
In Flight USA Celebrating 41 Years
September 2026
September 2026
www.inflightusa.com
33
Private Aircraft Landing in the Los Angeles Area Should Now Expect a Property Tax Bill By Aero Law Group Los Angeles County is a popular destination for private aircraft. A hub for the entertainment and aerospace industries, the county counts nearly 10 million people as residents. LAX, Van Nuys, Long Beach, Burbank, Hawthorne, Torrance and Santa Monica are the primary airports used by private aviation. Many (most?) aircraft that are available parttime for Part 135 charter to the public end up visiting L.A. County. In March 2026, the L.A. County property tax assessor issued a press release announcing that “New Software Snares Aircrafts’ [sic] Assessments; Adding Millions to Public Funds,” referring to “advanced aircraft discovery software that analyzes multiple data sources to identify aircraft activity at local airports.” While the vendor(s) of the software are not named (and it may be a customized tool developed by the assessor), the software undoubtedly scrapes and collates ADSB and other aircraft transponder data to identify private flights that land at L.A. County airports. The assessor estimates that his initiative will produce new revenue of approximately $38 million, both from the current year and previous “escape assessment” years. The current year and the three previous years are open to assessment. Aircraft that are primarily hangared or based in L.A. County are, of course, subject to California property tax. However, in 2026, the L.A. County Assessor sent nearly 1,000 notices to aircraft owners across the United States claiming the right to assess aircraft not based in the county on the number of days at L.A. County airports. The assessment is usu-
ally based on an apportioned value of the aircraft based on the number of days present in the county versus elsewhere. It is unclear exactly how the apportionment is being calculated, whether there is a minimum number of landings to be subject to tax, or whether there is a threshold of landings beyond which the entire value of the aircraft will be assessed. The property tax rate in is about 1.2 percent of the fair market value of the aircraft, and the value is apportioned (i.e., reduced) based on the percentage of days of the year inside versus outside the county. Aircraft are subject to property tax if they are “habitually situated” in a California county on Jan. 1 of a calendar year. If the aircraft happens to be away from the county on Jan. 1, if the aircraft has a habitual location in the county on Jan. 1, it is subject to property tax. It appears that the L.A. County Assessor is looking at flight data from the calendar year prior to Jan. 1 to see what percentage of days the aircraft has landed in California and then issues an assessment. This apportionment method is somewhat analogous to the “jock tax” that visiting professional athletes must pay on income due allocable to away games being played in California. The L.A. County Assessor’s new policy to assess private aircraft across the country is novel and controversial and has raised significant concerns among private aircraft owners. The overwhelming majority of aircraft that have received notices do not have either their primary or secondary base in L.A. County. Under the law, California property tax on non-commercial aircraft (which includes aircraft that are
chartered part-time under Part 135) is not based solely on the number of days of presence during a year. The concept of “situs” giving rise to property tax is where the aircraft regularly or habitually returns when not in use. The vast majority of private aircraft do not actually have situs in L.A. County. The L.A. County Tax Collector, a separate office from the Assessor, has by now sent out bills for property tax. The bills had to be paid by Aug. 31 or else penalties apply, regardless of whether an aircraft owner appeals the assessment. Aircraft owners wishing to appeal their assessment must file an appeal with the L.A. County Assessment Appeals Board no later than Nov. 30. The Board
ways to closing the airport: • Wait for current federal and state grant obligations to expire in 2036 and 2039, respectively. • Apply for closure with the FAA, which requires that the city prove the closure is a “net benefit to aviation.” • Pursue federal legislation to close the airport, circumventing the typical process. Federal legislation was the only option that could both accelerate closure
and relieve the city of its grant repayment obligation. But those hearings only included the staff from the mayor’s office and consultants who worked to make the mayor’s case. “When the book is written about the mayor’s unsuccessful fight to close Burke Lakefront, the claims made during the council hearing will certainly be a low point,” said Lewis. “They repeatedly said the Cleveland National Air Show, which draws attendees from
will undoubtedly be very busy with cases from private aircraft owners this year. Editor’s Note: The information in this article is intended to highlight potential issues with aircraft ownership and operations and is therefore general in nature. Please feel free to contact an experienced aviation attorney directly to discuss your specific business/personal needs: Aero Law Group website at https://aerolawgroup.com/category/articles/ or call their office at 425-456-1800. More information is also available at California Pilots Association, https:// calpilots.org/. Finally, AOPA has many articles regarding ADS-B, it’s intentions and potential misuses at aopa.org.
“ADS-B data should never be used for accessing a pilot’s personal information or for being used as a cash register. It should be used for its intended purpose — to give pilots situational awareness to help avoid midair collisions and for controllers to create airspace efficiencies,” said AOPA Senior Vice President of Government Affairs and Advocacy Jim Coon. (Photo courtesy Van Nuys Airport (iflyvny.com))
Senators Continued from Page 30 in the best interest of the public, the aviation system, or the City of Cleveland.” Between January and April, the Cleveland City Council’s Transportation and Mobility Committee held a series of four hearings exploring the possibility of closing the airport, and the implications it would have on the community. The council discussed three path-
around the world, could continue. They said nearby airports could simply absorb the 50,000 additional operations from Burke each year, and they said concentrating more traffic in a smaller area would be safer. Each of these was false, and pretending this would have benefited the aviation system did a disservice to Cleveland taxpayers.” After the fourth hearing on April Continued on Page 36
In Flight USA Celebrating 41 Years
34
September 2026
AOPA EDITORIAL
Opportunity Ahead By Katie Pribyl , AOPA Co-President This is one of my favorite times of year. As part of a cattle ranching family, I see September as a moment of both transition and opportunity. It’s a time to take a deep breath and celebrate the successes of summer — good grazing, strong calves. It’s also a time to look to the future, making sure there’s plenty of winter feed and preparing for the next crop of calves. And it’s a moment to enjoy that beautiful balance of still-long days with slightly cooler temperatures and flying weather you just can’t beat. It’s not so different here at AOPA, where we can also take a moment to look back on the best parts of a busy summer while we prepare for the opportunities ahead. In June, the Rusty Pilots program hit a major milestone — 15,000 formerly rusty pilots completed a flight review and got back in the air. These are people who, for whatever reason, drifted away from flying, sometimes for decades. They’re often surprised by just how much they remember, and how easy it is to come back to aviation. Once they get started, they often wonder why they didn’t do it sooner. At AirVenture in July, we met thousands of AOPA members from all across the country. It was a lively, upbeat atmosphere at the AOPA campus where we gave away our beautiful Aviat Husky AOPA Sweepstakes airplane and turned a venerable Piper Archer, our next sweepstakes airplane, from a blank canvas to a one-of-a-kind work of art. We hosted morning coffee and conversation so members could get to know our board of trustees, and we celebrated the night airshow with an evening happy hour to bring members together. With more than 40 educational sessions, and plenty of opportunities to socialize, there was truly something for everyone. Now as autumn approaches, we’re excited to welcome tens of thousands of high school students back into classrooms where they’ll use the AOPA
Foundation aviation STEM curriculum to discover opportunities they might never have imagined. From using the iterative engineering design process to create and test habitats for marshmallow astronauts to building and experimenting with wind tunnels, these students have an exciting school year ahead. For the first time, many of those students will be joined by AOPA members who volunteer to bring their own real-world aviation experience to learners. Thanks to the support of a generous donor, AOPA has launched a new volunteer program that matches members with schools in their area. You can visit an aviation classroom or host students at a nearby airport. Whether you fly for fun, for a living, or have some other connection to aviation, you’re invited to tell your story. It’s a chance to give back to GA, knowing you’re inspiring the next generation. And while all those students settle in for a new school year, we’re looking ahead to the next opportunity. This fall we’re beginning work on an entirely new high school curriculum, this one in aviation maintenance and manufacturing. Students will discover what careers in these fields look like, experi-
ence working with their hands, and earn credentials that set them on the path for success. We’ve convened a panel of experts from all aspects of the maintenance and manufacturing world, along with educators, to build a program that is engaging, exciting, and filled with meaningful, practical learning. This month, we’ll also hold a special meeting of the membership to vote on proposed changes to our bylaws. Designed to modernize our governance, these changes focus on giving members a greater say in who serves on our board of trustees, establish term limits and staggered terms for board members, establish qualifications for board members, and enable electronic voting for members. I hope you’ll join us for the meeting on Sept. 19 at the National Aviation Community Center at Frederick Municipal Airport in Maryland. We’ll focus on the business of making our association stronger, then take some time to enjoy the community we’ve built together with an old-fashioned barbecue. It’s been a summer filled with activities and fun, and I, for one, am looking forward to making the most of all the opportunities autumn brings. president@aopa.org
Interested in Volunteering? As an AOPA Foundation Volunteer, you can share your experience with high school students and help them imagine where aviation could take them. We’ll connect you with a participating school. There’s no long-term commitment or complicated prep. Just your story and your willingness to share it. Learn more at aopa. org/getinvolved.
Rebel Air
Aviation Articles • Flight Patches The Criminal Charges Against the FAA
An article of criminal behavior, no oversight, and above all the malice of FAA personnel. Website:
Captthatguy.com YouTube:
Capt. Robert “That Guy” Riter
September 2026
www.inflightusa.com
35
A Lost Art? Continued from page 10 east into Stillwater Municipal airport takes them directly over the Civil War Battlefield of Round Mountain (sometimes referred to as the battle of Twin Mounds). This writer’s ranch is located on this
sacred ground. A few minutes later, as they approach Stillwater, they will pass over the small town of Ingalls, Oklahoma, so small does not even warrant a little black circle on a Sectional chart. But in September 1893, this was the scene of a historic wild “shootout” between a lawman and the Doolin/Dalton
gang. The bad guys won and this gunfight became the prototypical setting for virtually every western movie to follow. This writer has flown the entire length of both the Oregon Trail and Highway 66, purely by dead reckoning and pilotage while ferrying airplanes that had no avionics.
It leaves one to wonder how anyone actually survived such trips in past times. Keep in mind, these were the same routes flown by early airmail pilots. Try it sometime, with your tablet tucked safely away in the seat pocket and radios used only for communication of importance to safety. Tired of the classic question, “Are we there yet?” Try handing a Sectional chart to a bored passenger and playing a game. What lake is that? What is the name of that mountain peak? What highway is that which we are following? What is he name of the river we just flew over? Can you see the Little Big Horn river? Do you see the Presidential carvings as we fly over the Black Hills? As a good navigator, you should know all the answers to all these questions. You need to know more than what a digital readout gives you as “time to destination.” How about you? When was the last time you actually practiced the “art” of navigation. One does not have to look too far back in history to discover that the “navigator” of a ship or team of explorers was the hero of discovery, not the guy running the show. Here is some homework for you. Look up the following names in history on your favorite search engine… Zheng He, Eric the Red, James Cook, Vasco De Gama, Ferdinand Magellan, Sacagawea and Mathew Henson, all famed navigators that combined skill with art to open up the world we now live in. There is one other special name you should know, Philip Dalton. Navel LT Philip Dalton flew observation aircraft from battleships prior to WWII and later became a Navel Flight instructor, training young aviators to fight from aircraft carriers in the Pacific war theater. Intimately familiar with the challenges of aerial navigation over vast oceans, Dalton begin work on a navigational computer in the 1930s, which was refined by 1939. This writer entered aviation with a primary navigation computer still carrying the name of its inventor, the Dalton E6-B. While most students in today’s modern era of technology dread the thought of leaning the secrets of the E6-B, it is this simple piece of plastic that remains the standard against which every handheld aviation device is measured. This writer, a long time CFI, takes special pleasure in teaching the tricks that can be unfolded by an E6-B and being able to exclaim... “see, your tablet is almost as good as we are!”
36
In Flight USA Celebrating 41 Years
September 2026
Senators Continued from Page 33 15, the committee agreed to at least one additional hearing so council members could hear from airport stakeholders and supporters, but it was never scheduled. The LAPP sent a letter in June urging that the hearing be scheduled. Committee Chairman Charles Slife responded saying that “time sensitive issues and active legislation” were taking priority since there was “no definitive redevelopment plan or legislation before Council seeking approval for closure.” Industry stakeholders would still welcome an invitation to be heard before city council, which may be more impactful at this point, ensuring council members are aware that stakeholders are willing to invest in the airport. The City Council can make that happen, and with closure taken off the table by the FAA and Congress, this is the best path forward. The week after the fourth hearing, AOPA and a number of national aviation organizations met with FAA Associate Administrator for Airports Daniel J. Edwards to express unified opposition to the proposed closure. During
the meeting, Edwards said that safety would be the top priority when examining any potential closure. From the beginning, the LAPP and AOPA have urged the city to pursue an airport master plan with the FAA, which would provide an unbiased path forward that takes the needs and concerns of all parties into consideration. “With the FAA administrator and Senators Moreno and Husted all opposing the closure, the mayor should work with the FAA to develop an airport master plan,” said Lewis. “We believe it will show what the LAPP has said all along — that the best outcome for Cleveland is keeping the airport open while exploring the possibility of using non-aeronautical use land for new compatible development — to help the airport achieve its full potential.” The airport remains obligated to operate at least until 2039 based on the past acceptance of federal and state grants. The focus of LAPP and AOPA will now turn toward advocating for investment and future development of aeronautical infrastructure that will keep the airport sustainable into the future. Follow this story at AOPA’s website, aopa.org.
NATA’s Perspective: Federal Leaders Support Preserving Burke Lakefront Airport NATA welcomed FAA Administrator Bryan Bedford’s support for preserving Burke Lakefront Airport (BKL) and the aviation capacity it provides to Cleveland, Northeast Ohio, and the National Airspace System. Bedford emphasized the importance of maintaining airport capacity as aviation demand grows and emerging technologies introduce new users into the airspace. Burke serves as an FAA-designated reliever airport supporting business aviation, medical transport, flight training, local employment, and regional connectivity. Its location and existing infrastructure also position it to accommodate emerging technologies, including advanced air mobility, and potential growth in regional air service. “Administrator Bedford’s comments reinforce the importance of looking at Burke Lakefront Airport through the lens of both Cleveland’s future and the nation’s long-term aviation needs,” said NATA President and CEO Curt Castagna. “The opportunity now is to consider how Burke can continue to evolve, strengthen its value to the region, and meet future aviation needs.” Bedford’s comments follow public efforts by Cleveland Mayor Justin Bibb to close the airport for redevelopment, either by FAA or Congressional action, despite binding federal grant assurances. NATA also supports statements from Senators Bernie Moreno (R-OH) and Jon Husted (R-OH) that decisions about Burke follow established FAA processes. As a federally obligated airport, BKL remains subject to grant assurances protecting public investment and providing stability for the private aviation businesses operating there. NATA has worked alongside members and industry partners to communicate Burke’s importance to congressional offices, FAA leaders, local aviation businesses, and community stakeholders. The Association will remain engaged in advancing a future for BKL that preserves essential aviation capacity while expanding the airport’s value to Cleveland and the Northeast Ohio region. To learn more, visit NATA’s website, nata.aero.
September 2026
www.inflightusa.com
Reflections Continued from page 27 angle. An engine inspection was clearly in order afterwards — not to mention an emotionally decompression one. The fall semester’s “Primary Flight I” course included some of its own surprises and challenging situations. On two occasions, both with aircraft N734HD, I flew 15.5 nautical mile, airline-reminiscent sectors from Farmingdale’s Republic Airport to Islip’s Long Island MacArthur and landed before returning. During the first, I made crosswind take offs and landings, the latter with only ten degrees of flap, and was introduced to radio communication in Class C airspace. Upon return from the second I made a left downwind turn beneath clouds that were at 1,600 feet, experiencing moderate turbulence, a 50-degree crosswind at 25 knots gusting to 32, wind shear on final, the incessant blare of the stall warning horn, the left wing’s continual dip to the ground, and insufficient rudder travel to correct it, causing my flight instructor to desperately assume control and correct each lateral axis upset until enough airspeed had been bled off to flare and snatch Republic’s Runway 32 with its main wheels.
The rest of the fall curriculum involved the more “mundane” maneuvers of airspeed and configuration changes, 45-degree banks, s-turns, and turns-around-apoint. The following spring saw me making climbing and descending turns, tracking, becoming acquainted with air traffic control procedures, straight-and-level flight, airport entries, an inadvertent plunge into cloud-causing instrument meteorological (IMC) conditions, and a rapid, short-final descent from 1,200 feet to Republic Airport’s Runway 14. The road to private pilot wings may not always be quick and without challenges, but when you earn them, “going for a Sunday drive” means freedom to ply the sky. About the Author Robert G. Waldvogel has spent 30 years working at JFK International and La Guardia airports with the likes of Capitol Air, Midway Airlines, Triangle Aviation Services, Royal Jordanian Airlines, Austrian Airlines, and Lufthansa in Ground Operations and Management. He has created and taught aviation programs on both the airline and university level, and is a lifelong aviation author.
37
The Wings of History Air Museum has been in existence for more than 25 years. It is a non-profit organization dedicated to aviation history through education, preservation, restoration and flight.
Exhibits
• Historic Aircraft • Aircraft Engines • Large Collection of Models • Propeller Shop • Restoration Shop • 449th Bomb Group • Other WWII & WWI Exhibits • Women in Aviation • Early Aviation • Flying Boats • Library
12777 Murphy Avenue, San Martin, CA 95046 • 408-683-2290
Oak Creek Ranch | San Miguel, California 695± acres of Agricultural Heritage & Private Aviation | $3,975,000
AVIATION & UTILITY: Private 2,800± foot FAA-capable airstrip equipped with main-line irrigation for grass runway maintenance, paired with a 2,400± square foot airplane hangar. AGRICULTURAL FOOTPRINT: 60± cultivated acres featuring a Granny Smith apple orchard and San Miguel District AVA vineyard, balanced by 635± acres of rolling grazing land. INFRASTRUCTURE & WATER: 2,463± square foot mission-style residence with property-wide solar power, complemented by a 3,192± square foot shop, and a classic barn. Proven water security via four total wells. Pete Clark, Broker | DRE# 00656930 info@clarkcompany.com | (805) 238-7110 www.clarkcompany.com
38
In Flight USA Celebrating 41 Years
September 2026
Zenith at 40 Continued from Page 4 bringing a workshop back to Michigan, supporting renewed float options and preparing for another highly visible aircraft-building demonstration at EAA AirVenture Oshkosh in 2027. The common thread running through all of it is something Chris Heintz established decades ago: airplanes should be designed not only to fly, but to be built, understood and enjoyed by the people who own them.
A New Zenith Takes Flight One of the biggest Zenith announcements of 2026 came on the opening day of EAA AirVenture Oshkosh, when the company unveiled the Zenith CH 750 Super Cruzer. The new all-metal, high-wing airplane combines characteristics of two established members of the CH 750 family: the load-carrying utility of the STOL CH 750 Super Duty and the higher cruise performance of the CH 750 Cruzer. The result is a 2+1 aircraft — two side-by-side seats plus a rear jump seat — intended to give recreational pilots an airplane capable of genuine cross-country traveling without abandoning the short-field versatility associated with the Zenith name. That distinction is important. The Super Cruzer is not intended as a replacement for Zenith’s existing airplanes. Rather, it extends the family in a different direction. Zenith says it plans to continue offering its earlier models while positioning the Super Cruzer for pilots who want increased cruise performance while retaining useful load, cabin room, visibility and short-field capability. The prototype that arrived at Oshkosh was powered by a stock 180-hp Lycoming O-360 turning a three-blade, ground-adjustable Sensenich propeller. Initial testing produced cruise speeds above 120 mph, while VNE is listed at 160 mph. The airplane also features a 50-inch-wide cabin with large bubble doors and a center-mounted Garmin G3X display console. For builders, another number may be equally significant: Zenith estimates typical kit assembly at less than 400 hours. Final-hole-size, match-drilled components and extensive use of blind rivets continue Zenith’s emphasis on making aircraft construction approachable
Zenith STOL CH 701, specifically a CH 701 SP fitted with floats, features the float installation which is particularly appropriate for the CH 701; Zenith specifically supports Zenair all-metal floats for the aircraft. (Photo courtesy Zenith Aircraft) rather than mysterious. Much of the Super Cruzer airframe is shared with the STOL CH 750 Super Duty, allowing Zenith to put an advanced kit into production quickly. Kits are already being offered, with support planned for engines ranging from approximately 140 to 230 hp. There is also a larger regulatory story behind the airplane. Zenith President Sebastien Heintz describes the Super Cruzer as a natural evolution of the Super Duty and Cruzer, combining payload and utility with greater cross-country capability while taking advantage of the expanded possibilities created by MOSAIC. Zenith also sees potential for the design eventually to be offered factory-built under the new Light-Sport framework. That makes the Super Cruzer more than another variation on a successful airframe. It is an example of how a longtime kit manufacturer can respond to a changing regulatory environment without abandoning the design philosophy that built its reputation.
It Started With a “Sky Jeep” To understand the new airplane, however, it helps to go back 40 years. The STOL CH 701 first flew in 1986, initially powered by a 50-hp Rotax 503. Its appearance was unapologetically functional: high wing, fixed leading-edge slats, full-span flaperons and a structure engineered around lowspeed handling and short-field performance. Today, it is difficult to separate that design from the modern homebuilt STOL movement. KITPLANES, marking the aircraft’s
40th anniversary this year, noted that the CH 701 remains in production and that the basic design has survived while the manufacturing process around it has evolved. Modern kits now benefit from match-drilled, final-hole-size components, substantially reducing the fabrication burden on today’s builder. More importantly, the CH 701 became the foundation for an entire family. The larger CH 801 followed its utility philosophy. The STOL CH 750 expanded the concept for the Light-Sport era, eventually spawning the Cruzer and Super Duty. Forty years after the original airplane’s first flight, much of the design vocabulary Chris Heintz established remains visible throughout Zenith’s lineup. The CH 701 also belongs to an unusually important graduating class. As KITPLANES recently observed in its retrospective on the “Class of ’86,” 1986 brought several influential experimental designs, including the Zenith CH 701, Glasair II and RANS S-7. The fact that the CH 701 remains relevant four decades later says something important about successful aircraft design: longevity does not necessarily come from continually reinventing an airplane. Sometimes it comes from understanding the mission correctly in the first place. And that may be the most appropriate way to view Zenith’s newest aircraft. The Super Cruzer does not reject the CH 701 philosophy. It stretches it.
Homecoming: Where the Airplanes Come Back The past, present and future of Zenith will come together Sept. 18 and 19, when the company hosts its 35th annual Zenith Homecoming, Open Hangar Days and Fly-In at its factory at Mexico Memorial Airport in Mexico, Missouri. For Zenith owners, the annual gathering is part fly-in, part technical conference, part factory open house and part family reunion. Aircraft built in garages and workshops around the country make their way back to the factory where their kits originated. For prospective builders, that creates something no brochure can duplicate: the chance to see completed airplanes, meet the people who built them and talk candidly about the experience. This year’s two-day gathering is expected to include educational seminars and workshops, an aircraft show, contests and social activities, along with a Friday evening banquet. Factory tours, aircraft-building demonstrations and flying demonstrations are also planned. Technical sessions are expected to cover airframes, engines and avionics as well as subjects such as STOL flying, transition training and engine and avionics installation. The timing is particularly appropriate in 2026. Visitors will be arriving as Zenith celebrates four decades of the CH 701 while simultaneously introducing a new generation of the CH 750 family. In other words, some aircraft flying into Mexico will represent the company’s history while the work underway inside the factory points toward its future. Building the Builder There is another reason Zenith’s factory gatherings matter. The company has long recognized that selling an airplane kit requires more than manufacturing airplane parts. It requires creating aircraft builders. Zenith’s hands-on workshops are designed around that premise. Participants do not simply sit through presentations about aircraft construction. They work with sheet metal, drawings, drills and rivets and can construct an actual rudder assembly. The workshops introduce blueprint reading, sheet-metal construction, measuring, drilling, riveting, aircraft mainContinued on Page 40
September 2026
www.inflightusa.com
39
40
In Flight USA Celebrating 41 Years
September 2026
Zenith at 40 Continued from Page 38 tenance and corrosion protection, along with the tools and techniques involved in assembling an all-metal aircraft. Zenith says participants need no previous building experience, specialized skills or tools. That approach helps remove one of the largest psychological obstacles to homebuilding. For someone who has never built an airplane, the idea of constructing an aircraft in a garage can sound almost absurdly ambitious. Building one rudder changes the equation. Suddenly, an airplane is no longer one impossibly complicated object. It is a collection of manageable assemblies. The next factory workshop is scheduled for September 16 and 17 in Mexico, Missouri — immediately before Homecoming — giving participants the unusual opportunity to complete a workshop and then step directly into one of the largest annual gatherings of Zenith builders and aircraft.
Taking the Workshop on the Road Zenith is also bringing that philosophy beyond Missouri. On Oct. 9 and 10, the company will return to Howell, Michigan, for its second consecutive year of offering a twoday kit-building workshop there. The program is aimed particularly at first-time builders and people considering an aircraft project but unsure whether they possess the necessary skills. Participants will build a complete rudder tail section from a standard Zenith kit while learning skills including reading drawings, drilling and blind riveting. The Michigan event is being organized with local builder and EAA Chapter 1056 member Steve Aupperle, with support from Martina and Oliver Reik of Midwest Flying Machines. A Zenith fly-in at Livingston County Airport is planned following the workshop. There is something fitting about Zenith taking its workshops on the road during the CH 701’s 40th year. The original airplane was conceived around accessibility. Four decades later, Zenith is still trying to convince would-be aircraft builders of essentially the same thing: You may be more capable of building an airplane than you think. Back to the Water That versatility is also showing up in
The cockpit/interior of a Zenith STOL aircraft, specifically a Zenith STOL CH 750, featuring a customized dual-stick control installation. (Photo courtesy Zenith Aircraft) renewed attention to floats. Float flying has long been part of the Zenith world, particularly because aircraft designed for short-field utility naturally lend themselves to pilots interested in operating beyond conventional paved airports. Zenair all-metal floats have historically been offered in straight and amphibious configurations, including kit and assembled options for compatible Zenith aircraft. Zenith’s current Super Cruzer announcement takes that relationship a step further: the company says amphibious floats will be offered for the CH 750 Super Cruzer, with a gross weight increase to 2,200 pounds while maintaining an approximately 800-pound useful load. The return of float options is another reminder that “utility” in the Zenith vocabulary has never meant merely carrying baggage. It means expanding the number of places an owner can consider an airport.
Oshkosh 2026: A Launch Pad, Not a Finish Line This year’s AirVenture became an especially important one for Zenith. The company arrived at Oshkosh celebrating the 40th anniversary of the CH 701 and then surprised the homebuilt community with an entirely new model in the CH 750 Super Cruzer. Zenith’s post-Oshkosh reporting described a particularly active year for the company, and the factory’s event calendar continues to point builders toward its Oshkosh follow-up coverage as the company moves from the summer air-
show season toward Homecoming. But perhaps the most significant endorsement of the new airplane came after AirVenture ended. Because the Super Cruzer is going back to Oshkosh. This time, in boxes. One Airplane. Seven Days. Thousands of Builders. At EAA AirVenture Oshkosh 2027, EAA’s popular “One Week Wonder” project will return. And the airplane selected for the challenge is the Zenith CH 750 Super Cruzer. Beginning Monday, July 26, AirVenture attendees will be invited to help transform a newly delivered Zenith kit into a completed airplane by Sunday, Aug. 1. Visitors will be able to participate in airframe riveting and have their names become part of the official builders’ log. Educational activities will also introduce participants to areas including weight and balance, propeller installation and fuel-flow testing. Attendees will even be able to participate in choosing the airplane’s paint scheme. The finished aircraft is being constructed for the Aspiring Aviators Aero Club of Winter Haven, Florida, which will operate it following completion. It will be the fourth “One Week Wonder” project conducted at AirVenture in the past 15 years, following projects in 2014, 2018 and 2022. There is a wonderful symmetry to the selection. In 2026, Zenith introduced the Super Cruzer to the public at Oshkosh.
In 2027, the public will help build one. And the project will demonstrate one of the central claims behind Zenith’s aircraft: modern kit-building does not have to be reserved for master machinists or lifelong aircraft mechanics. Many hands, good engineering and a kit designed with the builder in mind can turn sheets and boxes of aluminum into an airplane. Forty Years — and Still Building Perhaps that is the real Zenith story in 2026. The airplanes have changed. Manufacturing has changed dramatically. CNC routers now cut and drill parts with precision that early homebuilders could scarcely have imagined. Instrument panels have evolved from round gauges to sophisticated glass displays. Engines, avionics and regulations have moved forward. The pilots have changed, too. But the fundamental idea behind the company remains remarkably recognizable. Chris Heintz designed the CH 701 around a mission and around the person who would eventually build and fly it. Forty years later, the original airplane remains in production. Its descendants have become a family of their own. A new CH 750 Super Cruzer is pushing that family toward faster cross-country flying and the possibilities of MOSAIC. Workshops continue teaching first-timers how to drill and rivet aircraft aluminum. Homecoming continues bringing finished airplanes back to Mexico, Missouri. And next summer, thousands of people walking through EAA AirVenture will have the opportunity to pick up a tool, place a rivet and leave a tiny piece of themselves in an airplane destined to fly. For Zenith, that may be the most meaningful way to celebrate 40 years. Not simply by preserving the airplane that started the story. But by handing the tools to the next builder. More information: For more information, including aircraft, workshops and upcoming events visit Zenith Aircraft Company at https://zenithair.net/. For more information about EAA AirVenture in Oshkosh in 2027, visit EAA’s website, eaa.org or eaa.org/airventure.
September 2026
www.inflightusa.com
41
September 2026
www.inflightusa.com
General Aviation Continued from page 11 approved climb to 4000. Arriving over ZZZ at 4000, the C206 commenced an orbit with left hand turns. ATC directed the C206 to contact ATC on XXX.XY. C206 checked in with ATC and reported orbiting ZZZ at 4000. ATC acknowledged. Shortly after contacting ATC (approximately 30 seconds), the C206 received an ADS-B traffic alert of converging traffic at the same altitude. The crew observed a B747 at approximately 1-1.5-mile distance at about 2 o’clock. C206 crew disengaged autopilot and commenced a climb. From ADS-B data it appeared the B747 was also commencing a descent. The C206 received a traffic alert from ATC that a B747 was at 3 o’clock and 3700 feet. The C206 and B747 crossed with near zero horizontal separation and an estimated vertical separation of 400-500 feet. The position and flight path of the B747 appeared to be an off-normal situation not normally observed by the C206 crew, who routinely orbit ZZZ at 4000 during operations. Contributing events were: (1) The unusual flight path of the B747; (2) A hand-off of the C206 to another frequency without a traffic advisory; (3) A late handoff that did not leave the C206 crew time to gain situational awareness of traffic; (4) A late traffic advisory after radio hand-off; (5) The C206 crew did not fully utilize ADS-B traffic data at a sufficient distance range to gain situational awareness; (6) The flight path of the B747 was similar to aircraft making visual approaches to RWY XX at ZZZ1, however, the altitude was approximately 2000 feet higher than the typical approach. This similarity of the flight path to normal operations made it difficult to quickly identify and interpret the conflict visually at night.
Part 135 – The Final Crossing? A TRACON Controller observed a dangerous conflict in Class Echo beneath Class Bravo between a VFR aircraft and an IFR Part 135 medium-large jet transport performing an instrument approach. Class Delta was also at play, and an appeal was made to mitigate the recurring threat. ■ Aircraft X cleared for the RNAV (GPS) Y RWY 19 at 2000 and switched to TEB Tower at about an 8-mile final.
Teterboro Tower shouted on the landline, “Approach, watch out for that 2000 VFR target.” There was a 1200 code slightly northwest of the Teterboro Class Delta at 2000 and underneath the Bravo crossing the Runway 19 final on a collision course with Aircraft X. Neither aircraft were on my frequency, although I reached out to Aircraft X and the VFR to verify neither were on my frequency. The VFR appeared to take evasive action and climb while Aircraft X descended. I am begging, absolutely begging someone, an organization, any entity that cares about safety to review how dangerous the RNAV (GPS) Y RWY 19 is, as there is no protection for IFR aircraft along the final approach course between UNVIL and TUGGZ. At minimum there should be a cutout and/or VFR traffic required to call Teterboro Tower for advisories. Controllers have been screaming about this for years. Please, please fix this. Teterboro on some occasions is busier than Newark. We as Controllers should not be scrambling to separate a jet, or any large aircraft from a 1200 code in a critical phase of flight.
Part 91 – Beware the Drones This solo, instrument rated private pilot, operating a low wing, single engine aircraft VFR in day VMC, noted a remarkable UAS event that occurred near complex airspace and triggered at least two airspace incursions. ■ Was returning from a flight to VNC [Venice Muni] with a friend, when he commented over the radio that he’d just had a near miss with a drone that wasn’t putting out ADS-B. He noted that the drone was silver/shiny and was about half the size of his plane! In the course of discussing the drone, we were distracted and didn’t notice that we’d entered the southeast region of the TPA Bravo 3,000’ shelf at 5,500’. Upon noticing it, we quickly descended below the shelf and continued on to ZZZ. The reports featured in CALLBACK are offered in the spirit of stimulating thought and discussion. While NASA ASRS does not verify or validate reports, we encourage you, our readers, to explore them and draw your own conclusions. Note To Readers: ■ Indicates an ASRS report narrative [ ] Indicates clarification made by ASRS
43
American Aircraft Sales Co. 70 YEARS IN BUSINESS–NEW LOCATION
2019 Super Decathlon
Only 300 hours since new.........$299,950
BLE
2019 Cessna T206H Stationair
Only 500 hours since new...........$769,950
ILA AVA TWO
1975 Cessna 182P
58 SNEW engine.......................$179,950
1970 Cessna 182N
1972 Cessna 172 Skyhawk
Supercharger...............................$95,000
AVCON 180 HP…...........................$99,950
1975 Cessna 172 Skyhawk
180 HP Pen Yan 1500 SNEW..............$129,950
1944 Reconnaissance L4 1946 Super Champ....................$39,950 1953 Piper Super Cub................$69,950
1964 Piper Cherokee 235
120 SFRMAN….........................................$74,950
1979 Grumman Tiger
Super nice new paint...............................OFFERS
Three Aircraft Available:
1981 Piper Warrior 161
King IFR..................................................$79,950
Low time and Sharp..................$110,000
1979 Cessna 152
LD
SO
1973 Cessna 172M Skyhawk
251 SFRMAN, 3900 TTSN, Garmin IFR
1946 Ercoupe 415-C
2093 TTSN, 1277 SMOH, super nice, hangar kept.............................................................$24,950
AIRCRAFT WANTED! Robert Coutches Cell - (510) 783-2711 • (925) 449-5151 550 Airway Blvd. • Livermore, CA 94551• Livermore Airport (KLVK)
www.americanaircraft.net
InInFlight FlightUSA USACelebrating Celebrating4140Years Years
44
September September2026 2026
IN FLIGHT USA CLASSIFIEDS (ALL ADS RUN FOR 2 MONTHS)
CLASSIFIED AD RATES: $45° FOR THE FIRST 20 WORDS, $75 FOR EACH ADDITIONAL 10 WORDS, PHOTOS $75 EA.
PHONE: (650) 358-9908
AIRCRAFT FOR SALE American Aircraft Sales, Livermore Airport, CA, americanaircraft.net, cell (510) 783-2711, (925) 449-5151. 3/13 From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 898-5151, tjair.com. 3/13 AirplanesUSA Aircraft Sales, San Carlos, CA, Airport, (650) 394-7610, airplanesusa.com. 1/16 Quality aircraft since 1948. Volare Air, a TECNAM dealership, (940) 800-8020, volareair.aero. 1/23 Historically significant 1950s-era aircraft for sale or trade. All in restorable condition with minimum corrosion. Inventory includes a Piasecki XHJP-1 and a Sikorsky S-55. American Helicopter Museum, West Chester, PA. Contact info@ americanhelicopter.museum for more information. 231000.TFN 1968 Nanchang CJ-6 Chinese warbird. Reliable Day/VFR, light weight. Apollo GX-65 nav/com, Digital Xpndr., intercom, Delco alternator. New seat cushions and canopy glass. Includes all support equipment, wing jacks, manu- als, spare parts. Much more! $70,000. Located N. Calif., text/cell (530) 957-9760, dennis@ nickson.biz. 24900:11 1966 Piper PA30 Twin Camanche for sale near Oceanside, CA. Call for pricing. Andrew Wignot, (760) 717-0640. 241100:12
JETS Small Manned Aerial Radar Target, Model 1. Tiny jet aircraft, long-range tank. SMART-1, Tucson, AZ, (202) 2132400, smart-1.us. 5/21
SPORT/ULTRALIGHTS RV12i5. Total performance perfected. Easy to build, fly and own. Van’s Aircraft www.vansaircraft.com. 11/18 Bristell LSA 915 Turbo, 180 mph @18,000. Bristell Aircraft, (516) 6581847. bristellaircraft.com. 2/24
STOL The STOL Super Breezy with fully covered fuselage. Yakima Aerosport, (509) 453-3412, superbreezy.com. 5/23
AIRCRAFT SALES AIDS Aviation Sales & Marketing by ABCI. Ideal for a startup or side hustle in the aviation industry. (702) 987-1679 or aviationsalestraining.com/startup. 1/21
FLIGHT INSTRUCTION Sunshine Flyers. Flight & tailwheel instruction, rentals, mountain flying, and aerobatics., Auburn, CA, (530) 820-3442, sunshineflyersaviation@gmail.com. 3/20
MAINTENANCE/INSPECTIONS XL Aviation - Aircraft Maintenance. Custom-tailored programs for all aircraft. Livermore, CA, (925) 961-6135, xlaviationtailwheel.com. 8/20
RESTORATIONS Iconic Aircraft Restoration. Repairs, refurbishments, parts fabricated, consulting at reasonable rates. The Wright Experience, (540) 379-9092. 8/21 Custom aircraft & high-quality composite parts. Aviation Composites, Sandersville, GA, (937) 243-7303. 1/22
FBOS Serving the GA Community since 1981. Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com. 3/13 World’s largest network of FBOs with over 200 locations offering consistent, exceptional service. Signature Flight Support, signatureflight.com. 4/23 Full-service center. Vista Aviation, Whiteman Airport, Pacoima, CA, (818) 896-5224, vistaair.com 9/23
AVIONICS Avionics for Every Mission. All major brands. Airtronics, Calaveras County Airport, CA, airtronicsavionics.com, (209) 736-9400. 11/14 Basic installs to complete panel and glass retrofits. Pacific Coast Avionics, (800) 353-0370, PCA.aero. 7/15 Update your avionics. FAA-Certified repair station. Treasure Coast Avionics, Ft. Pierce, FL, (772) 464-3148, treasurecoastavionics.com. 2/23
AIRCRAFT PARTS Keeping “classic” aircraft flying since 1946. Univair Aircraft Corp., Aurora, CO, (888) 433-5433, univair.com. 3/21 Iconic Aircraft Restoration for all the classics. Reasonable rates. The Wright Experience, (540) 347-1909. 2/23 Wingtips with total lighting solutions, aveoengineering.com. 9/23
PROPELLERS Aviation wood, composite or metal propellers. Sensenich, (813) 752-3711, (717) 569-0435 or sensenich.com. 4/21
OXYGEN SUPPLIES Cannula or Mask? For aircraft service ceil- ings to FL180 & FL250. Ask “The Oxygen Lady,” info@aviationoxygen.com 4720:TFN 2/23
Come fly with us! CFIs encouraged to apply. For more information, call Sue Clark/RV to the Rescue at 925-997-4778
AVIATION SAFETY Innovative aviation safety solutions and Parachute Recovery Systems for a variety of aircraft, including for sport, UAVs, more. AviationSafetyResources.com. 2/22 Get ahead of your daily in-flight risks with SAFETYLINQ flight risk assessment. argus.aero/safetylinq. 1/22
AIRCRAFT FINANCING Get Top Retail Value for Your Aircraft! Sell now! Find your dream aircraft! Shop now! Become an area broker with one of the largest networks in the U.S.! Visit our USA Aircraft Brokers page on Facebook or visit usaaircraft.com. 9/23
INSURANCE Specializing in personal, business and charter aircraft. Best price, cover- age & customer service. Zanette Aircraft Insurance Center, (650) 593-3030, (888) 7233358. 10/06 Insurance solutions for all aviation-related services. Business Aviation Insurance, bizavins.com, (925) 825-1900.7/20
AVIATION CONSULTANTS Informed, accurate aircraft appraisals. jetvaluesjeremy.com, (636) 751-3987. 7/20 Complete Aviation Sales & Marketing Services. Use Promo Code “INFLIGHT” to save 10%. AviationBusinessConsultants.com/Lab, (702) 987-1679. 4/23
PILOT SUPPLIES No cheap imitation watches at HME! Special pricing on ATP series multi- functional watches with Altimeter. To order or for information, (323) 464-6660 or hmewatch.com. 11/16 Aircraft Spruce & Specialty. Free 700page catalog, Corona, CA, & Peachtree City, GA, aircraftspruce.com. 10/06 Protective covers for every make and model. Bruce’s Custom Covers, Morgan Hill, CA, (800) 777-6405, (408) 738-3959, aircraftcovers.com.10/19 Apparel as unique as your journey. Discounts to members. AOPA Pilot Gear, aopapilotgear.com. 9/21 Mountain Bike, Full-size, pilot-friendly, rugged. FLATBIKE, flatbike.com. 10/18
AVIATION RESOURCES Emergency services, group trips, consulting services. BizAvJets, Inc., Business Aviation Services, bizavjets.com, (702) 465-2027. 10/20 Wherever business takes you. Navigate It. (575) 615-2091, vatit.com. 10/21 Scheduling Software that connects to your flight department. Simple, affordable. airplanemanager.com. 9/22
Arizona Type Ratings CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. arizonatyperatings.com, (602) 614-7994.
9309:TFN Recurrent pilot training and services. L/D Aerospace, Grace Passmore, (916) 790-0501, ldaerospace.com. 1/22 Fly for fun or career. Discovery flights, pilot training, AOPA Distinguished Flight School & Cessna Pilot Center. Smith Aviation, Napa County Airport, (707) 3456526, mikesmithaviation.com. 4/22
FAX: (650) 358-9254
PROFESSIONAL SERVICES
FUEL Fuel Cells. Repair, overhaul or new with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, hartwigfuelcell.com. 2/09 Home of GAMIjectors® fuel injectors! STCs and PMAs on over 300 different engine models! General Aviation Modifications, Ada, OK, (888) 359-4264, (580) 436-4833, gami.inc. 3/23
Aero & Marine Tax Pros Legally avoid sales tax on your aircraft purchase. In El Grove, CA, (916) 691-9192, aeromarinetaxpros.com. 18500:TFN Left Seat Pilot Medical Solutions. A confidential solution for pilot medical certification. Free FAA medical consultations. Left Seat, (800) 699-4457. 1/21 Global Aircraft Group. USPAP bank values for all aircraft, aircraft management, insurance claims & certified aircraft appraisals. Mark Parry, (855) 6GBL- AIR, (413) 335-7507. 4/22
At Thirty1 Hybrid, we help aviation companies, including flight schools, manufacturers, mechanics, brokers, and more, build a cohesive website that positively impacts their bottomline. And it’s not just a website — it’s an Experience. We’ll take your prospects on a journey they’ll love (and you’ll love, too — because the final destination is a new client and more money in your pocket). It’s a win-win for everyone! Contact us today at hello@thirty1hybrid. com or by visiting thirty1hybrid.com. 24500:6
PILOT POSITION WANTED SoCal pilot desires Turbine/Jet SIC time. Comm/Instru/Multi-Eng with SIC for Gulfstream G-IV and scores of hours in the Citation V560. Many years of aircraft design/flight test/aerospace industry experience. Willing to travel as needed (and for repositioning). Contact Paul at (562) 714-6686 or ptglessner@ aol.com. 23700:TFN
HELP WANTED
IN FLIGHT USA, the leading source of general aviation news, seeks writers and HANGARS/TIEDOWNS photographers to cover all aspects of aviOne-piece doors. Hydraulic or bifold. ation. Send an SASE for writer’s guidelines Schweissdoors.com,(800)746-8273. to: In Flight USA, P.O. Box 5402, San MaTFN 1/15 teo, CA 94402. Oakland Aviation Museum recruiting Aviation Building Systems, custom volunteers. Oakland, CA, (510) 638-7100, de- signed hangars. R&M Steel Co., oaklandaviationmuseum.org. 12/23 Caldwell, ID, (208) 454-1800, aviationA typewriter shop in Philadelphia, Pennbuildingsystem.com, (866) 454-1800 sylvania is interested in having typewriters 51217:TFN delivered or/and picked up at different locations around the USA and internationalHOMES/AIRPARKS ly. Please call Bryan at 267 541-2101 for New Runway & Taxiway Homesites details Available in amentity-rich community, NOW HIRING: A&P Instructor Granbury, TX. From $179,900. Pecan Plantation, AviationHomesites. com, AvTech Exams is looking for a motivated (833) 273-2159. 2/24 and knowledgeable A&P Instructor to join our team! If you’re passionate about aviBUSINESS OPPORTUNITIES ation and enjoy helping others succeed, Become an Aircraft Broker — this is an opportunity to make a real im#1 Largest USA Network of Aircraft pact by guiding students toward achieving Start with USA’s proved system for their Airframe & Powerplant certification. listing and selling everything from high-performance single-engine airplanes, cabin class through jets, and heNow hiring for: licopters & jet fractional shares. Includes Our current Riverside, CA location multi-million-dollar inventory to start. Our new Las Vegas location (coming Complete turnkey proved system. soon) No experience necessary. Will train. Licensed USA Aircraft brokerage. What we’re looking for: Call (504) 723-5566 or visit Business OpCurrent A&P Certification with General portunity Section at usaaircraft.com. Aviation experience 4208:TFN Strong communication and instructional skills Free avgas 100LL and free tie-down Real-world aviation maintenance parking in exchange for help with projects for an airport in Southern California. experience A passion for teaching and mentoring Email: wignot@hotmail.com. 23600:TFN
�� ✅ ✅ ✅ ✅
ART/VIDEOS/GIFTS Specializing in aviation photography. horizontalrain.com. 1/15 Need a gift? Give a ride in an open cockpit biplane. WACO Air Museum, Troy, Ohio, wacoairmuseum.org, (937) 3359226. 20601:TFN Fly By Wire Air, a one-stop site for aviators.flybywireair.com. 4/21 Aces High Aviation & Military Art. (800) 528-0887, aceshighgallery.com. 10/21 Shirts Made to Fly. Unique, original fabrics embedded with your sectional chart. Save 20% with “INFLIGHT20” code. PilotQuarters.com. 2/24
PUBLICATIONS Avionics Checklists & Quick Reference guides. Available in book, card & new iPad editions. qref.com. 8/14 SEAK, Expert Witness Directory, by Bert Botta for aviation accidents and incidents. (415) 320-9811, bert@bertbotta. com, bertbotta.com. 4/22 “Ghosts,” Phil Makanna’s legendary warbird calendars are back! Visit ghosts. com, (800) 331-8231. 2/23 New Pocket guide to avoid pain & stiffness during travel by a leading pain expert. “Pain-Free Vacation/Travel,” (980) 785-8128, goptfirst@gmail.com. 2/4
What you’ll do: Prepare students for written, oral, and practical exams Provide hands-on instruction and guidance Support students throughout their certification journey
�� 🏫
Join a team dedicated to student success and be part of changing lives through aviation. AvTech Exams II, LLC AvTech-Exams.com 1-800-216-0930
MUSEUMS Castle Air Museum Atwater, CA, (209) 723-2178 castleairmuseum.org American Helicopter Museum West Chester, PA, (610) 436-9600 americanhelicopter.museum War Eagles Air Museum Santa Teresa, NM, (575) 589-2000 wareaglesairmuseum.com Warhawk Air Museum Nampa, ID, (208) 465-6446 warhawkairmuseum.org Hiller Aviation Museum San Carlos Airport, CA (650) 654-0200, hiller.org Planes of Fame Air Museum Chino, CA, (909) 597-3722 planesoffame.org
September 2026 November 2025
www.inflightusa.com www.inflightusa.com
45 45
In Flight USA Celebrating 41 Years
46
September 2026
AD INDEX September 2026 ABCI....................................... 17
BTA Consulting........................ 7
Matching Donors.................... 19
Robert Riter/Rebel Air............ 34
Aerox Aviation Oxygen.......... 39
Castle Air Museum................. 16
Midwest Flying Machines......... 2
Schweiss Doors....................... 30
Aircraft Spruce........................ 15
CB SkyShare........................... 13
Mike Smith Aviation............... 29
Threshold/Cielo Blu................ 24
Airplanes USA Aircraft Sales... 6
Cielo Aircraft Care.................. 42
Mountain High Oxygen............ 3
Treasure Coast Avionics.......... 12
Airport Shoppe/Oxygen.......... 30
Colorado Seaplane Assoc........ 19
Nalls Aviation.......................... 31
Univair...................................... 9
American Aircraft Sales.......... 43
Cosgrove Aviation................... 48
Oak Creek Ranch.................... 37
USA Aircraft Brokers.............. 13
AOPA........................................ 7
FSANA.................................... 23
Pacific Oil Cooler...................... 9
USA Aircraft Brokers Franchise.... 4
Arizona Type Ratings.............. 45
GAMI........................................ 4
Pilot Medical Solutions........... 46
Wings of History Museum...... 37
AvBrief.................................... 30
Hartwig..................................... 3
Planes of Fame........................ 47
XL Aviation............................... 8
AviNation................................ 32
HME Watches......................... 35
Premier Aircraft...................... 26
Zanette Aviation Insurance....... 5
AvNav..................................... 36
Hump Pilot.............................. 14
QREF Media........................... 18
Bruce’s Custom Covers........... 41
Horizontal Rain......................... 9
R&M Steel.............................. 12
PILOT MEDICAL SOLUTIONS
Our Team Approach Offers a Confidential Solution to Your Pilot Medical Certification "The professionals at Pilot Medical Solutions provide superior, pilot-focused services and help during your time of need. I would, without hesitation, recommend their services to an airman in need." – Anthony Ison, Aviation Attorney Unlike FAA Medical Examiners or other pilot groups, Pilot Medical Solutions activates our exceptional team of experts to confidentially support and resolve your FAA Medical certifications challenges. Pilot Medical Solutions is the only service which collaborates with private physicians to produce documentation required by the FAA. Other services typically only list FAA requirements, Pilot Medical Solutions helps you comply with them.
Dr. Silberman CAMI FAA Manager* * Former
Dr. Parmet Aeromed Professor
Jeff Admon Aviation Attorney
Dr. Johnson FAA Cardiac Panel Head*
"Because they assist you in getting your records properly prepared and walking the information through the FAA, they can often accomplish in days what may take months for other sources, including your AME, to do." – Erwin L. Samuelson, M.D
Contact Pilot Medical Solutions for a free FAA Medical consultation.
"I can strongly recommend Pilot Medical Solutions for consideration because they are sympathetic to pilots with medical certification problems. Pilot Medical Solutions also organizes the records which supports the FAA’s requirements." – Bob Hoover “They do all the work while we get the credit and the thanks from the pilot. They are knowledgeable, quick, well known to the FAA Aeromedical structure and make the special issuance process a breeze.” – Dr. James Butler, Senior AME Board Certified Aerospace Medicine
Dr. Barson FAA Regional Flight Surgeon*
Dr. Butler Aeromed Specialist
Pilot Medical Solutions helps pilots get timely FAA medical certification.
Contact us at 1-800-699-4457 or info@leftseat.com to confidentially discuss your FAA medical issues.
Take a Flight Into History
Ride in a P-51D “Mustang” Warbird at Planes of Fame Here’s your chance to experience the thrill of a lifetime – a flight in a World War II-era warbird. Book your ride today for our Living History Flight Experience in a North American P-51D “Mustang.” Flights depart from our Chino Airport location for a 20-minute flight that you’ll remember for years to come. For complete information visit our website today.