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Celebrating Twenty-Nine Years of In Flight USA

THE

October 2012

COVER

RENO AIR RACES ARE BACK It was good to be back… That was the unsung theme song of the 2012 Reno Air Races held mid-September at Stead Field just outside of Reno, Nev. This was the 49th annual said event and its future came under question last year following a tragic crash that brought fatalities followed by studies and investigations that finally resulted in the green light for this year, along with a host of enhanced security and safety measures. Tribute was paid to 11 people who lost their lives last year. But the crowds returned this year and included among them were a few who suffered serious wounds last year. They said it was “good to be back,” calling the experience cathartic. For the racers, it was an opportunity to push forward. This year’s races belonged to Steven Hinton, who flew Strega, a P-51 Mustang. He took the 64.8-mile course in eight minutes and five seconds – and average speed of 477.523 mph – to win the 49th year of Reno National

AND

GOLDEN

Championship Air Races. Former NASA shuttle pilot Robert “Hoot” Gibson, who piloted the Hawker Sea Fury No. 232 took second place followed by Dreadnought, a past Unlimited Gold champion, piloted by Dennis Sanders. In other races, Rick Vandam captured the Jet Class gold; in the T-6 Class, Nick Macy flew away with the gold race title; in the Biplane Class, Tom Aberle dominated for the gold; and Steve Senegal won the Formula One Class. For all the race results, see the results page on the Reno Air Racing Association website, www.airrace.org. In Flight writer Marilyn Dash flew her Ruby in the races and placed well. She covers the event from top to bottom in her column this month, beginning on page 45. Also see an editorial by Nick Veronico and a host of stories and photos by writers and freelances in this month’s Reno special section. The section begins on page 41.

Reno Special Section begins on Page 41

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TABLE Volume 29, Number 2

CONTENTS

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October 2012

ON THE COVER COVER STORY

PHOTO FINISH

ALL THE RENO ACTION

RENO AIR RACES

CAPTURED BY IN FLIGHT PHOTOGRAPHERS

On The Cover ... Page 4 Special Section begins on Page 41

Page 57 Cover Photo By Pete Shirk

NEWS Endeavour Tours Calif. on Final Journey Home..........................6 GAMA Welcomes Homeland Security Committee’s Leadership on GA Issues ..................................................................................7 Lucky Winner Claims His Cub ......................................................8 More Than 16,000 Comments On EAA/AOPA Medical Plan ....17 In Flight Exclusive: GA Pilot Serves as Command Communicator By Bob Lenox ............................................................................26 Special Section: AOPA Summit Preview....................................35

FAA Establishes New Center of Excellence for GA..................40

COLUMNS Contrails: Bucket Lists and Bob Hoover by Steve Weaver ......................17

Flying the Dirigible By Sagar Pathak ..........................................................12 Jerod Flohr: Debuts as Airshow Performer By Jerod Flohr ............................................................13

Aviation Ancestry: From Gusto to Oxcart by Scott Schwartz ....................26

Editorial: I’m Listening By Ed Downs ..............................................................22 Destination: Seaside Treasure, Oceanside, Calif. By Stuart Faber ............................................................29 Editorial: Reno from Remembering to Rebirth By Nicholas A. Veronico ..................................................41

Tuskegee University Welcomes Four Tuskegee Airmen..........33 Business News: Boeing’s Record-Setting Trans-Pacific Flight ......................38

FEATURES Flying with the Aerostars By Larry E. Nazimek ....................................................10

Correction: The September Cover Photo of the Travel Air E-4000 was photographed by Tom Reeves.

What’s Up?!: Really Difficult, Really Important by Larry Shapiro ......................28 Safe Landings: Texting while Taxiing..........................30 The Pylon Place: The Reno Experience by Marilyn Dash ......................45

DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58

AOPA SUMMIT HIGHLIGHTS ..................... 35

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Celebrating Twenty-Nine Years of In Flight USA

October 2012

SPACE SHUTTLE ENDEAVOUR TOURS CALIFORNIA COMES HOME TO LOS ANGELES

Space shuttle Endeavour ended its flight career Sept. 21 as it toured California on the back of NASA’s modified 747 carrier aircraft, landing at Los Angeles International Airport after its final ferry flight into history. The four-hour, 34-minute flight began at NASA’s Dryden Flight Research Center at Edwards Air Force Base that morning, and over the ensuing hours the piggyback pair made low-level flybys over scores of California cities and landmarks, many of which had direct ties to NASA’s Space Shuttle Program over the past 40 years. Shuttle Carrier Aircraft pilots Jeff Moultrie and Bill Rieke, both from NASA’s Johnson Space Center, guided the big 747 carrying Endeavour over such landmarks as the State Capitol in Sacramento, the Golden Gate Bridge at San Francisco, NASA’s Ames Research Center at Moffett Field north of San Jose during their swing through Northern California. After passing by Vandenberg Air Force Base on the California coast, they then entered the Los Angeles area, making passes – sometimes several – over such landmarks as Griffith Observatory, the Hollywood sign, Dodger Stadium, NASA’s Jet Propulsion Laboratory, Malibu and Santa Monica, Disneyland,

The space shuttle Endeavour and its 747 carrier aircraft soar off the California coast near Ventura as its heads to the Los Angeles area during the final portion of its tour of California Sept. 21. (NASA / Jim Ross)

The space shuttle Endeavour and its 747 carrier aircraft soar over the Golden Gate Bridge during the final portion of its tour of California, Sept. 21, 2012. Photo (NASA/Carla Thomas)

GOVERNOR BROWN SIGNS BILL Governor Edmund G. Brown Jr. on Sept. 21 signed a bill to boost the commercial space-travel sector in California. Assembly Bill 2243 (Knight) limits liability for space-flight companies. “California aerospace pioneers like Virgin Galactic, SpaceX and the

Spaceship Company are blazing a path to the stars with commercial space travel,” said Governor Brown. “This bill allows commercial space-travel companies to innovate and explore without the worry of excessive liability.” “California has long been known as

Endeavour and its 747 carrier aircraft make a pass over the San Francisco Bay Area on its way to Moffet Field where a group of thousands waited to say goodbye to the shuttle program. (John Sieling)

THEN

Carrier Aircraft with the space shuttle Endeavour securely mounted on top touches down at Edwards Air Force Base after third leg of its four-segment final ferry flight from the Kennedy Space Center in Florida to Los Angeles International Airport on Sept. 20, 2012. The landing was preceded by a spectacular low-level flyby of NASA Dryden Flight Research Center and the Edwards flight line flown by NASA Dryden pilot Bill Brockett. (NASA / Jim Ross) The Queen Mary and USS Iowa in Long Beach harbor, and several low-level flyovers over Los Angeles International Airport before touching down on Runway 25L at 12:51 p.m. PDT. After Endeavour is separated from the 747 and preparations are complete, it will be moved over city streets Oct. 12-13 to its new home at the California Science Center in Los Angeles for permanent display.

BOOST COMMERCIAL SPACE TRAVEL a place that breaks down barriers and fosters innovation – from social movements like environmentalism to the start-up culture of Silicon Valley,” said Virgin Group Founder Sir Richard Branson. “The teams at Virgin Galactic and The Spaceship Company are forging entirely

new paths in travel, science and exploration, and this legislation will ensure that California continues to be a place that looks forward – and not back.” For bill information visit: http://leginfo.ca.gov/bilinfo.html.

BOEING COMPLETES FIRST MILESTONE FOR NASA'S COMMERCIAL CREW INITIATIVE

The Boeing Company completed its first performance milestone Aug. 23 for NASA’s Commercial Crew Integrated Capability (CCiCap) initiative, which is intended to lead to the availability of human spaceflight transportation services for government and commercial customers. In its Integrated Systems Review (ISR), Boeing presented the latest designs of its CST-100 spacecraft, United Launch Alliance’s Atlas V rocket launch

system, and ground and mission operations. These designs will serve as the baseline for further development work to be accomplished during CCiCap. The company also discussed its plans for safety and mission assurance, which ultimately will contribute to achieving certification of the system for human spaceflight. “The ISR established a firm baseline configuration that will allow our team to push forward with the final vehicle

design”, said John Mulholland, Boeing vice president and program manager for Commercial Programs. “We hope the rigor of our design and development process, and our outstanding team of suppliers will help position the CST-100 as one of the next crew transportation vehicles to the space station and other low Earth orbit destinations.” Technical experts from NASA’s Commercial Crew Program (CCP) participated in the review in Houston. They

are in the process of providing comments and advice based on more than 50 years of human spaceflight experience. “All of our industry partners are gearing up to push their human spaceflight technologies further than ever before so America can have its own crew transportation system around the middle of the decade,” said Ed Mango, CCP’s program manager. “This review was just the first of many exciting and valuable Continued on Page 19

October 2012

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GAMA WELCOMES HOMELAND SECURITY COMMITTEE'S LEADERSHIP ON KEY GA ISSUES GAMA on Sept. 11 welcomed the report released by Transportation Security Subcommittee Chairman Mike Rogers (R-AL) entitled “Rebuilding TSA into a Smarter, Leaner Organization”. The report makes a number of suggestions to improve the operations of TSA and highlights three key general aviation security programs that warrant the dedicated attention of the Department of Homeland Security and TSA. GAMA’s President and CEO, Pete Bunce, said, “The report is correct in its focus on some critical programs that need to be finished or fixed. The repair station security rule that has been languishing in the bureaucracy for years must be finalized. The alien flight student program must be made more effective and efficient in its administration. And, TSA must give proper attention and priority to establishing a risk-based security program for general aviation flight operations based on the consultative work done with industry almost four years ago.” The general aviation security programs highlighted by the report have been subject to significant work by industry over the past decade. For instance, industry has communicated numerous times with Department of Homeland Security (DHS) leadership about the importance of completing the

repair station rulemaking. The inability of DHS to finalize a regulatory framework for repair station security impacts security and is impeding the competitiveness of manufacturers in key emerging markets. Additionally, GAMA in 2011 petitioned DHS under Executive Order (EO) 13563 to rewrite the alien flight student program and establish a more proportional set of requirements for the vetting of foreign nationals seeking flight training. GAMA testified in July 2012 about the importance of TSA progressing with this rewrite and enhancing data sharing between federal agencies to mitigate any risks in flight training. Finally, industry has worked with the TSA since the publication of the proposed Large Aircraft Security Program to establish a framework for general aviation security that effectively secures key flight operations without putting unneeded burdens on the industry. “We have consistently called for TSA to get the work done in these areas,” added Bunce. “On this important day of remembrance, we salute Chairman Rogers and other subcommittee members for highlighting these areas, and we look forward to working with the Committee and TSA to address these important issues.”

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NATA TREASURER ADDRESSES DETRIMENTAL IMPACT OF USER FEES AT CONGRESSIONAL HEARING National Air Transportation Association (NATA) Treasurer Marian Epps testified before the U.S. House of Representatives Committee on Small Business on Sept. 12 on the detrimental impact of user fees. At the hearing titled “User Fees in the Aviation Industry: Turbulence Ahead,” Epps discussed the effects of the slower economy on small businesses supporting the aviation community and the impact the proposed user fee would have on these businesses in a time of recovery. “In a time when general aviation businesses are looking to spur economic and job growth, the imposition of a user fee would decimate small businesses around the country that depend on gener-

al aviation. User fees would also be detrimental to many states with little or no commercial airline service where general aviation plays an integral economic role,” Epps stated. Epps detailed the critical importance of general aviation businesses to the American economy through their employment of 1.2 million workers and generation of $150 billion annually in economic activity. General aviation and small airports and businesses also provide access to a host of important services and resources, including medical care, law enforcement, disaster relief, mail delivery, fire fighting and flight training. “User fees would significantly Continued on Page 19

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Celebrating Twenty-Nine Years of In Flight USA

WHAT’S By Craig L. Fuller President and CEO AOPA few weeks ago, I had the privilege of testifying before Congress about the state of NextGen. Members of the House Transportation and Infrastructure’s Aviation Subcommittee wanted to know how NextGen implementation is going and they invited me to share the GA perspective. I take these opportunities to speak to members of Congress very seriously. I know that I represent all of AOPA’s members as well as many in the GA community at large when I testify. So far, I told the subcommittee, NextGen has delivered some valuable benefits, but many questions still remain.

NEXT FOR

If you are among the tens of thousands of pilots who fly with a WAAScapable GPS, then you’ve probably enjoyed the benefits of NextGen in the form of instrument approaches to thousands of runway ends that once had no all-weather capabilities. In fact, as of July 2012, there were 12,131 approaches that rely on GPS operating in the United States. That compares to only 6,628 ground-based instrument approaches. Perhaps you’ve also enjoyed flying routes with lower minimums or navigating busy metroplex airspace following a T-route. These are the early dividends of NextGen, and GA has benefitted from the increased access, safety, and efficiency that go with these new options. But we’ve also got some important questions about the future of NextGen

October 2012

NEXTGEN?

that remain unanswered. Exactly what equipment will be needed to take advantage of ADS-B? What will it cost? What value will it deliver to pilots? GA pilots have always been quick to adopt new technologies when the cost-benefit ratio makes sense, but we need answers to these questions so each of us can make that calculation based on our own flying. We also need a realistic timeline for when each key milestone will be reached along the way to full NextGen implementation. That’s a tricky issue at the moment, because we don’t yet know whether Congress will be able to reach agreement on cutting the deficit. If no deal is reached in time, we’ll see automatic cuts of up to $160 million in NextGen take effect in January – a virtual guarantee that NextGen implementation will be

delayed. I also spoke about the importance of maintaining our traditional ground-based infrastructure while the FAA, air traffic controllers, and pilots make the transition to NextGen’s satellite-based system. We can’t just turn NextGen on like a light switch and we can’t afford to lose our existing infrastructure overnight either. That’s why I stressed the need for a maintenance plan and budget to keep the system working safely even as we move toward the future. Modernizing the entire air traffic system is a huge and complex task. Congress is keeping a watchful eye on the process, and all of us at AOPA are making certain general aviation’s interests are represented at every step along the way.

LUCKY WINNER CLAIMS HIS CUB By EAA.org Just 10 days after discovering he had won, Jeff Parnau arrived in Oshkosh Thursday, Sept. 20 to pick up his completely restored 1940 Piper J-3 Cub grand prize in the 2012 EAA Win the Cub Sweepstakes. “Sure is a lot better looking in person than it is in pictures,” he said while walking around the airplane parked in the EAA Kermit Weeks Hangar. Parnau, editor-at-large at World

Airshow News magazine, has a flight school located at East Troy Municipal Airport. “I’ve already received calls from several people wanting to train in or rent the airplane,” he said. One of the three flight instructors is also anxious to get started as he did all his training in a Cub back in the day. EAA’s Elissa Lines, vice president of development, handed the airplane over to Parnau. Parnau and his wife, Sandy, drove up from southern Wisconsin Thursday

NASA ACCEPTING APPLICATIONS NASA's Aeronautics Research Mission Directorate is accepting scholarship applications from graduate and undergraduate students for the 20132014 academic year. The application deadline is Jan. 14, 2013. NASA expects to award 20 undergraduate and five graduate scholarships to students in an aeronautical engineering program or related field. Undergraduate students who have at least two years of study remaining will receive up to $15,000 per year for two years and the opportunity to receive a

$10,000 stipend by interning at a NASA research center during the summer. Graduate students will receive a $35,000 stipend per year and $11,000 for educational expenses for up to three years, with an opportunity to receive a $10,000 stipend interning at a NASA research center for up to two consecutive summers. Graduate students also must apply under a specific research topic to align with NASA's aeronautics research programs. Students not committed to a specific academic institution or program still may

morning, planning to fly the plane back to East Troy Thursday afternoon. The Cub, which commemorated this year’s 75th anniversary of the iconic taildragger, has less than 100 hours on it since a complete airframe restoration and overhaul of its Continental A-65-8 engine. Restored to original condition, the airplane includes factory wheelpants, TrickAir Sport 1500 snow skis, sealed struts, Slick magnetos, and a 12-gallon wing tank.

FOR

Jeff Parnau, his wife Sandy and EAA’s Elissa Lines. (EAA Photo)

AERONAUTICS SCHOLARSHIPS

apply. If accepted, they must be admitted by fall 2013 into an aeronautical engineering program or related field of study at an accredited U.S. university. Applicants must be U.S. citizens. Scholarship money may be used for tuition and other school-related expenses. NASA's Aeronautics Research Mission Directorate conducts cuttingedge, fundamental and integrated systems research in traditional and emerging disciplines. The intent is to help transform the nation's air transportation system and support development of future

air and space vehicles. The directorate's goals include improving airspace capacity and flexibility, aviation safety, and aircraft performance, as well as minimizing the environmental footprint of aviation by reducing overall noise, engine emissions and fuel usage. For details about this scholarship program, a list of available research topics for graduate students, and the application process, visit: http://nasa.asee.org/ For more information about aeronautics research at NASA, visit: http://www.aeronautics.nasa.gov

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

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October 2012

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Bucking the Trend Thereâ&#x20AC;&#x2122;s a troubling trend in general aviationâ&#x20AC;&#x201D;the long, slow decline in the number of active pilotsâ&#x20AC;&#x201D;and itâ&#x20AC;&#x2122;s the sort of thing that keeps me awake at night. Over the past few years, this is an issue all of us at AOPA have been actively investigating. We wanted to understand what is happening and why. And we wanted to know what we could do to change the trend. Today, we believe we have many of the answers. And weâ&#x20AC;&#x2122;re making big changes at AOPA to better put what weâ&#x20AC;&#x2122;ve learned to work for the future of GA. Weâ&#x20AC;&#x2122;ve created the Center for the Advancement of the Pilot Communityâ&#x20AC;&#x201D;a new division at AOPA to be led by Adam Smith and staffed with a team of experts in research, lifelong learning, and program development. The Center will be home to a whole range of initiatives dedicated to growing the pilot population, reducing the student pilot dropout rate, helping lapsed pilots return to the skies, and developing the kinds of supportive communities that keep pilots flying more often and more affordably. It may sound like a mammoth task, and frankly it is. But we believe this comprehensive approach is the best way to buck the downward trend. What really makes this effort different is that itâ&#x20AC;&#x2122;s based on success. When we started this journey, we were trying to understand why some 70 percent of student pilots quit training before they earn a certificate. And we found some very clear answers not only about where the problems lie, but also about what works. Despite the alarming numbers, we were encouraged to see that some programs, schools, and students are succeedingâ&#x20AC;&#x201D;and that they have much in common. Then we set to work to develop tools that support and encourage the most successful training strategiesâ&#x20AC;&#x201D;tools like the Flight Training Excellence Awards and the AOPA Flight Training Field Guides to name just two. Weâ&#x20AC;&#x2122;ll be talking a lot more about the Center to Advance the Pilot Community at AOPAâ&#x20AC;&#x2122;s Aviation Summit in Palm Springs, where weâ&#x20AC;&#x2122;ll tell you more about our current initiatives, our plans for the future, and what you can do to help. I hope to see you there as we launch this exciting new approach to making GA stronger.

Craig L. Fuller AOPA President and CEO

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By Larry E. Nazimek ne of the hot acts currently on the airshow circuit is the Aerostars, flying the YAK-52-TW in a three-ship formation. I got to fly with them when they were at the Gary, Ind., Airport for Gary’s South Shore Airshow, July 6-8. Some airshows may unknowingly tout the planes as being Second World War warbirds, and to look at them, most people would probably agree. Their radial engines and sliding canopies make these tail-draggers look like they are from that era. The fact of the matter, however, is that the YAK-52, a Soviet primary trainer, first flew in 1976, and the oldest one flown by this team is only 10 years old. They are still being produced in Romania by SC Aerostar SA (not to be confused with this team of the similar name). Think of them as aviation's answer to Chrysler's PT Cruiser or Chevy's HHR. These Romanian built trainers are painted in the Soviet paint scheme (except for the logos of their sponsors), but on the inside, the instruments and placards are in English instead of Russian. With inverted fuel and oil systems permitting inverted flight for up to two minutes, and their 400 hp Vedeneyev M-14PF-XDK 9-cylinder engines, the planes are excellent for aerobatic flight. This inverted flight capability is clearly taken advantage of by the Aerostars. These planes are individually owned by the team’s pilots: Harvey Meek, Paul Hornick, and David Monroe. All three are airline pilots with many years and thousands of hours of experience, and are based at airports northwest of Chicago. For this flight, I flew in the lead plane with Meek, a former Canadian Air Force pilot who formerly flew CF-18 Hornets and CT-114 Tudors. The group flew a formation loop, as one might expect from a formation team, but then transitioned to simultaneous individual barrel rolls, and right back into close formation for a half Cuban 8. Their full show lasts 17 minutes and includes standard as well as original maneuvers, such as their “Twinkie Roll,” where Meek flies inverted, while the wingmen fly in formation, right side up, and perform barrel rolls when passing show center as Meek does a half roll. Another maneuver involves two planes making a "heart" with their smoke, while the third flies through the heart’s center, making the arrow with his smoke. For evening shows, the planes have flashing lights in the wings and a bright

(All photos courtesy of Team Aerostar) light facing aft that is positioned to shine through the smoke and exhaust so as to provide the effect of flames shooting out from the planes. The stick is longer than that of most American-built stick-controlled planes, so the pilot's hand is slightly raised from what we are most familiar with. The design of the rudder pedals is also different. The pedals are on the end of an “arm” that pivots in the center, so that when one pedal is moved forward, the other moves aft. They also have leather straps that serve as heel rests. This precision formation act is a “must-see.” You can still catch their show this year on Oct. 13-14 at Barber Motorsports Park, Birmingham, Ala. and on Nov. 3-4 at Wings Over Homestead AFB, Homestead, Fla. For further information about the team, visit their website at www.teamaerostar.com.

October 2012

www.inflightusa.com

BUSINESS AVIATION LEADER TELLS CONGRESS: USER FEES WOULD BE 'DEVASTATING' FOR INDUSTRY The owner of a renowned flightinstruction company on Sept. 12 told a congressional committee that President Obama’s proposed $100 per-flight user fee “is a bad idea” that will harm thousands of businesses like hers. Martha King, the co-founder of King Schools, shared her perspectives in testimony before the U.S. House Committee on Small Business, on behalf of the National Business Aviation Association’s (NBAA’s) 9,000 Member Companies. The committee held the hearing to explore the financial and regulatory impact that per-flight user fees, like those proposed by Obama, would have on the aviation industry, including on privatesector job creation. The hearing was called by committee Chairman Rep. Sam Graves (R-6-MO), who also serves as cochair of the House General Aviation Caucus. “We are counting on you to spread the word,” King told members of Congress, “per-flight fees destroy.” King went on to underscore the general aviation community’s long-held position that the “pay-at-the-pump” fuel tax is most efficient, least burdensome way for the

general aviation community, which includes companies of all sizes that use an airplane for business, to help pay for operation of the nation’s air transportation system. King, who with her husband John King, founded their flight-training company out of their home in southern California nearly 40 years ago, said their business was able to grow through the years thanks to the productivity and efficiency that has come from using an airplane in support of their business. She reminded policymakers that the vast majority of companies in business aviation are small to mid-size businesses like hers, and that many of the planes used for business are flown to airports with little or no scheduled airline service, which means that business aviation is also a valued lifeline to many American communities. “As you know, general aviation is one of our nation’s most significant industries,” she told committee members, noting that in recent years, the economic recession has taken a heavy toll on general aviation. “While things have stabilized somewhat,

we have yet to approach anything near our 2007 or 2008 levels. King Schools has not been spared from the impact,” she said, reporting that her company, which had 70 employees in 2007, had reduced in size to 50 employees in 2012.

“It is difficult to imagine how, at a time when a critical American industry is struggling the way general aviation is, people in Washington could be contemplating an onerous, regressive and adminContinued on Page 18

P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254 Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.

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Celebrating Twenty-Nine Years of In Flight USA

By Sagar Pathak itting in the right seat, and at the controls, of one of the most rare flying machines didn’t hit me until I was having my logbook signed. But this tale started two days earlier. Recently I had the opportunity to participate in Airship Ventures Pilot Experience where I would learn the basics of Airship flight and ultimately be at the controls of the only flying Zeppelin in the United States. With only two flying Zeppelins in the world, the other being in Germany, it would be a rare treat to simply see one in flight. But our select group of pilots would not only see it, we would get to ride along in one and get 30 minutes of stick time flying this large behemoth. With a length greater then a Boeing 747 and filled with more than 300,000 cubic feet of helium, this airship was a sight to be seen. And no matter where you are, when it flies over you always stop and look up. It’s just mesmerizing seeing a 246-foot object gently hovering a few thousand feet overhead. At the controls of this airship are two very well-trained pilots. And in the Pilot Experience, our small group of six pilots got unprecedented access to them, and

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Participants of the Pilot Experience walk out to the Zeppelin NT for an in-depth walk around. (Sagar Pathak)

The Airship Venture's Zeppelin is the only one of it's kind flying in the U.S. (Sagar Pathak)

Pilot Ben Travis explains how the Lycoming IO-360 engines are able to position themselves into any angle. (Sagar Pathak)

The large windows offer a spectacular view to the passengers. (Sagar Pathak)

the Airship. In order to participate in the program, one must have a valid FAA medical and possess, at minimum, a private pilot cer-

tificate. In my group, we had a variety of individuals that started with less than 100 hours, to a retired airline captain, and even a founder of a major airline in the 1980s.

October 2012

Everyone’s background was so diverse, but we all shared the passion of lighter then air flight. And what better way to do it, then in a modern Zeppelin. Our two-day course started early with a well laid out breakfast and meet and greet. Within minutes, our small group was sharing flying adventures and solidifying a bond that only pilots have. We had all kissed those blue skies and were now together on a new adventure. Introductions were made by our pilots, Ben Travis and Andrea Deyling, and CEO Brian Hall – but they were short and sweet. After all, they knew very well why we were all here, to see the airship Eureka. After a short visit, we all boarded a bus and were taken out to the airship for an in-depth ground tour led by the pilots themselves. We were able to ask detailed questions about V-speeds, how the engine pitch controlled the movement of the airship, and what the stall speed was (trick question!). We sat in the cockpit and learned what the controls were and ran through some basic checklists. Then it was time to head back for a catered lunch and the afternoon classroom portion of the training. We were each given a detailed POH Continued on Page 18

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October 2012

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AIRSHOW PERFORMER JEROD FLOHR ATTAINS LIFELONG DREAM, DEBUTS AT WATSONVILLE

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By Jerod Flohr he 2012 Watsonville Fly-In and Airshow in California was the first weekend in September. Did you make it to the show? It was a great one. They featured great display aircraft, great food, and of course, some of the most well known airshow pilots on the West coast. Their performers included greats such as Eddie Andreini, Bill Stein, Vicky Benzing, Beech Boys, West Coast Ravens, Warbirds, and Jerod Flohr. Wait a minute, who was that last guy? Well, it’s me. The 2012 Watsonville Airshow was my very first performance. A dream come true that has been 22 years in the making. I realize that mine is a little bit of a different perspective than that of most that tend to give highlights about shows they attended, but only in one way. Most tend to report as fans of aviation, which is exactly my position. I just happen to be a fan that was lucky enough to be piloting an Extra 300L over the skies of Watsonville the day of the show instead of sitting on those comfy hay bails where I usually am. I have to admit, though the views from the hay bails are pretty hard to beat, nothing can compare to being inverted 1,500 feet above show center, looking up above me at the beauty that is an airshow crowd. I love it: the people, food vendors, chalets, and awesome airplanes of every era scattered on the ramp. What an experience! As you know, nothing is without its challenges. Let’s take a few steps back and talk about how I wound up at the

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Watsonville Airshow. I received my 500 foot “ Statement of Acrobatic Competency” or waiver from one of my personal heroes, the legendary Wayne Handley in May of this year. I booked Wayne for three-days worth of lessons in the Extra 300L and asked him to evaluate my flying. If by the end of the three days he thought I was safe and competent enough to go for a waiver, I would do it. First of all, what a thrill it was to fly with an aviation legend. I couldn’t believe I had Wayne Handley in my front seat! But wait a minute – he was there to evaluate my aerobatic flying skills, performing maneuvers that he had mastered, some of which he had invented while I was still in diapers – can you say nerve racking? I knew going in that I wasn’t going to impress Wayne with anything he hasn’t seen before. My goal was simple: show Wayne that I intend to be as safe as possible. I wanted him to see my skill but most of all, good judgment. I don’t consider myself to be a daredevil in the least. I heard a good pilot once say that he doesn’t take his aircraft anywhere that his head hasn’t been long before if he can help it. Everything that Wayne evaluated me on, especially my airshow sequence, had been drawn out and practiced many Continued on Page 14

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times over, long before I showed up to fly. I ended up accomplishing what I showed up to do – I received my waiver. This was a huge dream come true for me, I was officially an airshow pilot – or was I? This was one of the thoughts I had when I jumped into the Extra and blasted off from Pine Mountain Lake bound for Reid Hillview airport, in San Jose, Calif. I had two problems with the idea of officially being an airshow pilot. First, I had left empty handed. It’s not like a typical check ride whereas you leave with your license in hand upon successful completion. I had to wait for ICAS to send it to the FAA for approval. Only then could I make an appointment to go pick it up at the FSDO. Second, I hadn’t actually done an airshow. Don’t you have to have flown in an airshow to be an airshow pilot? I think so. So to say the least, I wasn’t totally fulfilled. If you have been around aviation long enough, you know that it’s a relatively small community. Take that small community and reduce it down to aerobatic pilots and it shrinks much more. Of the aerobatic pilots that are airshow performers, you are not going to find too many of them that don’t know each other on a first name basis. This is a very small family of professionals! All the while I was practicing for my flights with Wayne, I was asking for advice from other performers like Vicky Benzing, whom I met a few years back at an airshow in which she was performing. I told her a bit of my story and we were able to keep in touch about my goals and accomplishments. Vicky was very instrumental in helping me get my chance to fly at Watsonville; I really don’t think I could’ve done it without her. She had spoken at length to Wayne about my flying and was willing to help me get my foot in the door. I cannot thank her enough for that. She was able to introduce me to a few key people involved with the Watsonville Airshow that could help me move forward in my career. At this point, I needed a first show. Months went by without me hearing much about my flying Watsonville and I had all but given up on the idea. Six days prior to the show I received a call confirming me as one of the performers. Watsonville Fly-In and Airshow is a three day event with Friday being a day of arrivals for display and practice for the performers. Saturday and Sunday are the main airshow days. I showed up Friday morning under an overcast sky hoping the clouds would burn off so that I could get my feel for the relatively small aerobatic box that Watsonville has to offer.

Jerod Flohr with his Extra 300L. (Provided by Jerod Flohr)

The way the aerobatic box works, in a nutshell, is that there is a certain block of airspace with predetermined parameters decided by the FAA that is designed to keep the crowd and surrounding population as safe as possible while the aircraft are performing. In order to take advantage of this box of waivered airspace, one must attend a safety briefing and sign the waiver itself. This is another one of those perspectives I have never experienced. Like I said, in order to fly in this show, you had to be there for this briefing. This meant I was in a classroom environment with all of the people I had looked up to over the years, and I was there for the same reasons they were, to fly this show! After the briefing at two p.m, we went out to our planes to get ready for our practice. The sky was clear, not a cloud in sight! I took to the sky behind Vicky and Bill and found out quickly that it was indeed a small box. Luckily we all knew this going in and I had been practicing for that situation. I made good use of my time and fuel and came back in to land. I was happy with my flight and went on to put the aircraft to bed in a borrowed hangar that was just big enough for three airplanes. Inside were Eddie Andrieni’s Super Stearman, his beautiful P-51, and the Extra. What a great hangar! Saturday morning I woke up and couldn’t wait to get out the door. After having breakfast with some dear friends who had driven over to watch my big day, I headed to the morning brief. The emphasis on safety was priority number one. There were four men from the FAA who sat in on the meeting and afterwards I had a chance to chat with them all. They were very encouraging and I really felt that they were there for good reasons, to ensure that the show went on as safely as possible. The FAA looked over our credentials and then inspected the aircraft. After that we were good to go. Now to the good part! The closer I got to the performance, the more I feared that anxiety would Continued on Page 16

October 2012

www.inflightusa.com

Celebrating Twenty-Nine Years of In Flight USA

Jerod Flohr

Contined from Page 14 somehow get the best of me and cause me to make a mistake of some kind that I normally wouldn’t make. Something like forgetting to switch fuel tanks, leaving the front seatbelts loose, or just plain out having trouble starting the plane. Luckily, I fly this airplane all of the time and I noticed that just being close to the airplane and going through the same mental checklists that I always do seemed to calm me down; the crowd and other potential distractions seemed to fade away. I did have a problem focusing because of one thing – I wanted to watch the airshow! That obviously took a back burner when I heard that it was time for me to fire up just after the national anthem. Chris, my crew for this airshow, and I got the Extra pushed out away from the crowd and did one last quick walk around before strapping in. This was the point at which everything seemed to fade away for a bit, I needed to concentrate. I was sitting in the Extra getting strapped in with Chris standing right next to me outside the airplane keeping an extra eye on things, and to be there if I needed any help at all. I was finished ratcheting myself in so tight that I became “ one” with this beautiful machine about the time the National Anthem started to play. It was a very surreal moment for me to be sitting in the Extra with the canopy open while Chris and I looked straight up at the U.S. flag being floated down behind Garth’s open parachute. Many times I have been at an airshow that started this way but never from that vantage point. Garth floats down right over the top of us and does a beautiful landing in front of the crowd just as the Anthem ends. That’s my cue! I turned to Chris, who by the way is more than crew, he is a friend that has been watching this dream unfold for the last four years, a fellow aerobatic pilot, and yes, my girlfriend’s dad! He shakes my hand and tells me congratulations and good luck. With that, I close the canopy and fire her up. While taxiing out the nervousness and anxiety that I was worried about started creeping back. I felt my hands starting to sweat as I sat at the beginning of the runway waiting for my clearance to take off from Mark, the Airboss. As soon as I heard Mark come over the radio and say, “ Jerod, you’re cleared for takeoff,” the anxiety fell away. I was focused. I took off, climbed up to altitude and got in to position to be cleared into the airshow box. I radioed Mark that I was ready and I heard those awesome words, “ Jerod, you are cleared into the box, the box is yours!” Here we go! I pushed the prop up and got all 300 hors-

October 2012

es running, pulling me downhill at a 30 degree angle towards center box. By the time I entered the box at 800 feet, I was doing almost 250 miles per hour. I turned the smoke on and pulled 8 G to the vertical. It was a strange feeling. From that initial dive in to my last knife edge pass, it was just another flight. I had practiced this routine so many times in this same airplane that it felt natural. The only thing that was different was my points of reference, the scenery! I landed afterwards and taxied past the crowd who were all waving at me. I did my best to wave back as I taxied in and couldn’t wait to shut down, open the canopy, and stand up in the seat and wave at everyone. It was a genuine dream come true. I am now, officially, an airshow pilot! Being inspired as a little kid at the airshow was not just the product of seeing these great airplanes fly and do magnificent maneuvers in the sky; it was more so the heroes that piloted these machines coming down the crowd line when they were finished talking, signing autographs, and taking pictures with us. That is what truly inspired me and that is exactly what I wanted to do. Chris helped me get the airplane situated after the flight and we headed down the line with little cards and a sharpie in hand to talk to the kids. I loved it. I saw myself on the other side of the rope so many times that day. Chris was helping me get their names and I was doing my best to look into their eyes and have a short conversation with each one of them. I talked to at least a hundred kids and parents and signed just as many autographs. When I got to the last child I felt a sense of accomplishment. I realized that I really have an opportunity to inspire these kids as I was inspired myself. It felt good to be kneeling next to these kids hearing that they wanted to do what I do someday. I was there to prove to them that they could. The day wound down and I got to visit with all of my friends and enjoy the rest of the airshow as the fan that I am. Sunday ended up being almost a carbon copy of Saturday and all over again I got to do this thing that I always dreamed of doing. It’s amazing to me how I could’ve been so sure, at three years of age, that this was exactly what I wanted to do. People always asked me, “ What happens when you dedicate so many years of your life to something that you think you want to do and when you finally accomplish it, you are wrong?” Luckily, I don’t have to put any effort into that question ever again. I was right. I am an airshow pilot! I left the airshow early Sunday and Continued on Page 18

October 2012

Contrails

www.inflightusa.com

by Steve Weaver

BUCKET LISTS t seems to me as I get older I find myself spending more and more time thinking about the things that I’ve wanted to do all my life and haven’t gotten around to doing yet. My ‘Bucket List,’ to use the popular vernacular, has been on my mind for the past several years, and I’ve been thinking that I’d better get busy on some accomplishments if I want to get them done. I’m reminded of the seventy-something retired airline captain who bought a Baron from me years ago. “I’ve always wanted a Baron,” he said, “and one morning I woke up and thought, If not now, when?” Really a good question, I thought at the time, and it’s an even better question for me now. I recently thought of that when I bought a Harley Springer that looks very much like the one I had at 18. Life is funnel shaped, and as you get closer to the bottom it hits you at some point that you really do have only a finite time to accomplish the things that you’ve set for yourself. Young and at the top we can’t even see the other side of the funnel, so of course we somehow think there is no end to all this time and that forever should be plenty of time to do everything. I have to say that I’ve been blessed with a life that has given me lots of opportunities to check off many things that I wanted to do and I’m in the enviable position of nearing the bottom of the list as I get closer to the bottom of the funnel. Many of my wanna do’s were ordinary things that you’d expect to see on the life list of any red-blooded American man/boy. I’ve done the parachute jump and the backpacking in

AND

BOB HOOVER

Europe and I’ve run the marathons. But I’ve also checked off such odd things as driving a coal train and firing a bazooka and even being a hobo for a day and catching a 100 mile boxcar ride on a freight train. Last year I learned to paraglide and for about 15 minutes of one flight, I shared a thermal with an eagle while doing it. This year I went zip lining and found it to be every bit as much fun as I thought it would be. Reno however had eluded me. Watching the unlimited’s run has been something that I had wanted to do since I first heard the moan of a Merlin powered P51 on takeoff at the Reading Air Show in 1966 and watched as someone who flew like an angel put it through its paces. Maybe it was the distance or perhaps because the race was held in a busy time of the year for me, but I just hadn’t gotten myself out there for the race. After the tragic accident last year and the doubts that surfaced that the race would continue, I thought I’d missed it forever. When it was announced that the race would go on this year I decided that being there would be a priority. My son Denny, an engineer in Texas by profession and with no background in aviation, met me in Reno on Thursday, and on Friday and Saturday we basked in the sights and the sounds that are the Reno Air Races. The Merlins howled and the Pratt and Whitneys roared and I got a bad case of goose bumps watching the Mustangs and the Bearcats and the Sea Furys go by at almost 500 miles an hour. It was as I had imagined, but bigger and better organized than I thought it would be. The weather

was perfect with the temperature hitting 90 each day, but with the low humidity and a breeze making it comfortable. A real surprise for me was the Sport category, which ran the Lancairs, the Thunder Mustangs and others of that size and class. I apparently haven’t been paying attention for the past few years, because I had no idea that they were getting the kind of speed that I saw from these airplanes, the fastest turning in times that rivaled the big unlimiteds. Aerobatic acts inserted between the heats kept the crowd entertained and the F-22 and the F-18 strutted their remarkable stuff and hammered on the little that’s left of my hearing. The list of guests showcased at the show read like a Who’s Who of aviation, but a personal high for me was seeing the great Bob Hoover one more time as he was driven down the crowd line in a golf cart. Bob is 90 now, bent and frail, but still wearing his straw hat and still with the look of the fighter pilot in his eye. I shook his hand as he passed and told him I loved him, one of the few times in my life I’ve said that to a member of the same sex that wasn’t a close blood relative. It was Bob Hoover you see, flying the P-51 at the Reading Show in 1966. He was half the age he is now and at the top of his game, and I was a just another kid, standing in line to ask him the same dumb questions he had answered a thousand times at a hundred shows before. I had come to the show to see him and the Mustang because both he and the Mustang had been icons to me for a long time. I had read about him and I knew about his combat records, his mastery of

the Mustang and his successful post war career in aviation and I knew that it was said by people who knew, that he had a touch like no other on the control stick. Now I stood before him feeling dumb and of no consequence and I knew he had the power to wither my passion for the air by telling me to get lost. But I had come this far and I needed to meet him and to lay my heart on the tarmac at his feet and ask him my silly questions, and so I did. When it was my turn to talk with him, Bob shook my hand and looked me in the eye and answered my questions as if we were peers. He spoke to me, not down as I feared, but as if I was perhaps flying a Bearcat in the same show and we were just two airshow performers swapping specs on our airplanes. I never forgot that kindness and from what I know in following his career down through the years since, I believe it’s just the way Bob has lived his life. He is a gentleman, and though modern life has watered down the meaning of the word, Bob Hoover is without question a hero, in the true, original meaning of the word.

MORE THAN 16,000 COMMENTS ON EAA/AOPA MEDICAL EXEMPTION REQUEST End of public comment period moves measure to next stage A late flurry of public comments to the joint EAA/AOPA third-class medical exemption request pushed the total number of comments to more than 16,000, one of the largest totals for any public comment period involving GA activities. The public comment period for the proposal had been extended in July and ended on Sept. 14. The FAA will now review the comments regarding the proposal, which was

offered jointly by EAA and AOPA to bring more people into aviation while keeping a high standard of safety for pilots. The FAA has not established a timetable for its final decision, which could include accepting or rejecting the proposal in its entirety, accepting parts of the proposal, or deciding to study it further. The EAA/AOPA measure is an important step to engage the agency in a discussion about standards regarding

medical fitness for GA flight. The petition for exemption asks that pilots be able to fly fixed-gear, single-engine airplanes of 180 hp or less carrying no more than one passenger in day VFR using a valid driver’s license as evidence of medical qualification. The exemption also would create an online aeromedical training course that each pilot must study. An online exam will test retention of the course material. It is EAA’s position that education is

more effective than regulation and the online course would give pilots the knowledge necessary to determine when they are medically fit to fly. Medical fitness is a day-to-day evaluation and decision that each pilot makes with colds, flu, or even fatigue and distraction being important considerations, not just major health events. The required training gives pilots the tools to make those fitness-tofly decisions responsibly.

Celebrating Twenty-Nine Years of In Flight USA

Flying the Dirigible useful passenger load goes down – as Continued from Page 12 (Pilot Operating Handbook) with more information then we could digest. Our two pilots, Ben and Andrea, ran us through more checklists, specs on procedures, and a deep dive into how the systems functioned. While the max speed produced by the Lycoming IO-360 is 78 mph, the average cruise speed is about 40 mph. We learned how temperatures directly affect the performance of the airship – when the temperature goes up, the

October 2012

The second and last day of the training started with a healthy breakfast and another check of the weather. As one can imagine, the weather plays a major role in flying this unique aircraft. All indications were that the WX would hold out and give us calm winds and clear skies over Moffett Field (KNUQ in California) and the practice area nearby. With cameras in hand we went out to the airship. The ground crew already had Eureka pulled out, pre-flighted and we were

well as techniques on using ballast to offset the buoyancy, weight and balance charts, fuel calculations, long-range mission planning, weather briefings, etc. It was quite a lot to understand, but it all had a familiar feeling to it since we all had gone through this with our own aircraft POH. After a brief four hours, it was time to check the weather one last time, and then go home and study the POH for our own chance at flying airship Eureka.

Jerod Flohr

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ready to go. With each of us getting at least 30 minutes of stick time in the Zeppelin, we were all able to enjoy the 360-degree views of the Silicon Valley while one of us flew. While at the airport, we each got to do a take off, fly the pattern, and a landing. It was amazing how smoothly the Airship flew. Maybe it was the fact that Ben was at the controls as well, assisting us with minor corrections. And Continued on Page 20

headed back to San Jose. It took me less than 10 minutes to get there from Watsonville. What a strange feeling pulling up to the hangar that felt like home after such an unusual “ trip.” I opened the hangar, pushed the Extra in tail first and grabbed a drink out of the refrigerator. I just sat there beside the Extra as I’ve done so many times before looking out over the quiet ramp. What a ride! I have another airshow coming up at my hometown show in Midland, Texas. That’s where it all started! I plan on continuing to do airshows and am looking for sponsorship. I plan on flying several airshows in and around California and Texas next year. I’m looking forward to writing about the Midland Airshow next month and thanks to everyone for your support. Come see me at Advantage Aviation in Palo Alto, Calif. if you are interested in taking lessons in the good ol’ tail draggers or even taking a ride in the Extra! Special thanks to Ed DeBoer for his continuing support, friendship, and sponsorship. Thanks to Mark Kadrich – good friend, Watsonville FlyIn and AirShow AirBoss!

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istratively burdensome new, per-flight tax euphemistically called a ‘user fee,’” she said. King was joined in testifying at the Sept. 12 hearing by two other representatives from the industry: Marian Epps, CFO of Epps Aviation in Atlanta, GA, who testified on behalf of the National Air Transportation Association, and Brad Pierce, president of Restaurant Equipment World in Orlando, FL, who testified on behalf of the Aircraft Owners and Pilots Association. Visit www.nbaa.org to view Martha King’s testimony in its entirety.

October 2012

ww.inflightusa.com

NATA Treasurer Addresses Detrimental Impact ofsignificantly User Fees current system of aviation excise taxes is with the committee in resolving this to the nation’s exports and Continued from Page 7 impede general aviation in the United States for a variety of reasons, including a reduction in general aviation activity and the imposition of an onerous administrative burden as user bills are typically generated after the flight,” Epps stated. Epps said that concerns are high about the ramifications the proposed user fee would have on the aviation industry and the small businesses it represents. The aviation industry believes that the

Boeing Continued from Page 6 milestones Boeing is expected to complete during its funded partnership with NASA.” At the review, Boeing also presented results from numerous tests that were conducted as part of its earlier Commercial Crew Development Round Two Space Act Agreement with NASA. These tests included parachute and air bag drops, abort engine firings and wind tunnel tests. NASA’s new CCiCap agreements follow two previous commercial endeavors by the agency to spur the development of crew transportation systems and subsystems. Work by NASA’s industry partners during CCiCap will set the stage for a crewed orbital demonstration mission around the middle of the decade. Future development and certification initiatives eventually will lead to the availability of human spaceflight services for NASA to send its astronauts to the International Space Station, where critical research is taking place daily to benefit all of humanity. The overall goal of NASA’s commercial space efforts is to make low Earth orbit more accessible and open for business for other government and commercial customers. For more information about NASA’s Commercial Crew Program, visit: http://www.nasa.gov/commercialcrew

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the most stable, efficient and equitable source of funding for the Airport and Airways Trust Fund. The costs associated with user fees far outweigh any benefit to deficit reduction. Epps concluded by saying that the association looks forward to working

important issue and is eager to serve as a valuable resource for aviation businesses during this critical debate. NATA President Tom Hendricks, commenting on the issue, said, “Not only would any new fees have a lasting negative effect on an industry that contributes

world markets, it would also create a federal collection bureaucracy that would require additional funding and manpower, a counterproductive effort.” To view the testimony, please visit www.nata.aero/

Celebrating Twenty-Nine Years of In Flight USA

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October 2012

Flying the Dirigible Continued from Page 18 then it was time to take Eureka to the practice area just west of the airport. Just at the edge of Moffett’s Class Delta airspace, we each got a chance to pilot the airship and put her through some basic maneuvers. We got to practice coordinated turns (yes, it’s harder then you think), climbing, falling, and – the hardest – holding 246 feet of airship in a solid hover. That was the most impressive maneuver I recall from the entire two days. I was sitting in the right seat, with Andrea in the left. She asked me if I could spot a set of three tennis courts about one mile off our nose at two o’clock. I had the courts in sight. I pushed the throttle up slightly to get a bit more wind over the control surface and rolled the stick to the right. No response. A few seconds went by and still nothing. Ten seconds passes and finally some reaction to the flying whale. While she’s nimble for a ship the size of a 747, it takes a while to react to my inputs. Life in a Zeppelin is slow. In a couple of minutes we were moving in the right direction. Just before we got to the courts, Andrea told me to chop the throttle to stop our forward momentum and just let her glide towards the courts. Once we reached the required airspeed, I was able to rotate the Lycoming engines to the vertical position and turn Eureka into a large helicopter and hover. Point the nose into the wind, gentle minor inputs and I had managed to slow this beast to a stand still. It must have been quite a sight for anyone on the ground to suddenly have the sun blacked out as our shadow stopped right above them. But from my side of the ship, it was totally worth it and an amazing experience. For anyone who has looked up in marvel of these airships out of our history books, you now have the opportunity to be at the controls of one yourself. And it’s a unique entry in your logbook that will make you the envy of pilots all around. For more information visit: www. airshipventures.com.

Pilot Ben Travis guides the Author through some maneuvers in the practice area. (Provided by Sagar Pathak)

The shadow of the Zeppelin as it floats over Historic Hangar one, originally built to house Navy dirigibles. (Sagar Pathak)

Pilots are walked through the Zeppelin NT POH by pilots Ben Travis and Andrea Deyling. (Sagar Pathak)

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Sagar at the controls of Airship Eureka. (Provided by Sagar Pathak)

The tail engine of the Zeppelin NT acts as both an elevator and a rudder. (Sagar Pathak)

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Editorial

October 2012

By Ed Downs

â&#x20AC;&#x153;Iâ&#x20AC;&#x2122;M LISTENINGâ&#x20AC;?

o there I was, listening to learned PhDâ&#x20AC;&#x2122;s talk about the psychology of flight in a room full of aviation training experts who were all attending an FAA program entitled, â&#x20AC;&#x153;21st Century Airman Certification.â&#x20AC;? Surrounded, as we were, by the vast facilities of the FAA Mike Monroney Aeronautical Center (a small city of buildings located next to Oklahoma Cityâ&#x20AC;&#x2122;s Will Rogers World Airport), this writer should have been deeply involved in the discussion at hand. But all of this psycho-talk had my mind wandering to the TV sitcom, Frasier, that ran from 1993 to 2004, based upon the life and times of a very funny psychologist and an array of equally funny supporting characters. The Kelsey Grammer character of Frasier Crane hosted a â&#x20AC;&#x153;phone inâ&#x20AC;? radio program that was always answered with the line, â&#x20AC;&#x153;Iâ&#x20AC;&#x2122;m listening.â&#x20AC;? To be sure, the large staff of FAA personnel from the FAA AFS 600 Regulatory Support Division was â&#x20AC;&#x153;listening.â&#x20AC;? But, letâ&#x20AC;&#x2122;s start at the beginning. Early in September, the FAA Safety Team sent out an e-mail invitation to aviation professionals that announced an â&#x20AC;&#x153;AFS 600 Open Houseâ&#x20AC;? being held at the Monroney Center by folks at the Airman Certification: Standards, Training & Testing Division of the FAA. This is the division within the FAA that deals with pilot flight standards, Designated Pilot Examiner (DPE) management, the Practical Test Standards (PTS) and the Knowledge Test, typically called the â&#x20AC;&#x153;written exam.â&#x20AC;? In other words, anyone obtaining a pilot certificate of any kind goes through this organization. The timing for this program was perfect, as there has been much discussion regarding both flight and written testing, with the training industry expressing concerns that testing standards were becoming controversial and, in some cases, irrelevant. Earlier this year, an industry-sponsored, Aviation Rule Committee (ARC) had been formed and recommendations issued to the FAA to correct perceived problems. The training industry had become concerned that FAA testing policies were being changed to increase failure rates as a means of encouraging better training and improving safety. The talented folks in ARC did not agree that arbitrary testing changes are the answer to safety, and thus, came this meeting. This writer had been very involved in regulatory matters over the years and was invited to attend by the national training business, Aviation Seminars. As a long-time (more than 25 years), weekend ground school

instructor, it had become obvious that the FAA Knowledge Test data base was no longer complete or updated, and that â&#x20AC;&#x153;secretâ&#x20AC;? questions were being asked. In many cases, the new questions, and a large number of older Knowledge Test questions, were out of date, very hypothetical and often had no relevance to actual aircraft operation or safety. Instructors in all aviation disciplines are often being required to teach useless information to simply get applicants â&#x20AC;&#x153;past the test.â&#x20AC;? This is a tremendous waste of time and, in the words of well known educator, John King, â&#x20AC;&#x153;squanders an opportunity to teach safety.â&#x20AC;? Frankly, this writer was expecting a contentious meeting with only limited progress. I was very wrong! The FAA staff and private industry professionals who participated were highly motivated and clearly in the mode of â&#x20AC;&#x153;Iâ&#x20AC;&#x2122;m listening.â&#x20AC;? The hot safety topics were discussed in a frank and open style. Runway incursions and pilot deviations topped the list of concerns, and the validity of â&#x20AC;&#x153;pop quizzesâ&#x20AC;? on this topic during written and flight tests were discussed. The wisdom of asking a Private Pilot applicant about an ILS hold line instead of a runway boundary line was challenged, hoping that questioning would become more relevant. The psychology of flight and use of Aeronautical Decision Making (ADM) procedures was discussed, including the complexity and number of various safety â&#x20AC;&#x153;modelsâ&#x20AC;? that require one to memorize multiple steps of behavior in order to make a correct decision. To be sure, such models help standardize training, but how does asking â&#x20AC;&#x153;what is the antidote for the third of the five defined behavioral problemsâ&#x20AC;? really assess how one is going to operate a complicated, integrated glass cockpit airplane. Advanced cockpit airplanes are introducing new challenges for pilots, and it is head work that will help us deal with these planes; but is the FAA truly asking the kind of questions that cause an applicant to show real, usable knowledge? FAA pros and industry experts explained just how written test question come about and how fairness is assured. Does it surprise the reader that written exam questions are not written by the FAA or pilots? All of these issues have been addressed by the ARC, and nine specific recommendations have been issued to the FAA. The FAA has essentially accepted eight of the recommendations and is still considering the open issue. Some of the recContinued on Page 30

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1991 SOCATA TB-21 TRINIDAD

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1688 TT, KMA 24 audio panel, PS PM1000 intercom, autopilot w/ alt. hold, KC55a w/HSI compass, EDM 720 w/data port, fuel computer, factory air, and more! Sharp!

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1952 CESSNA 170B

1967 AMERICAN CHAMPION 7-KCAB

2502 TT, 6 hrs. SMOH, 6 hrs. SPOH, Audio Panel: Garmin w/ marker beacon, Garmin and Cessna Nav/Coms, Cessna 300 w/mode C transponder, A/P: STEC 60 w. Alt. Hold. EGT and Fuel Computer. Very Nice!

2450 TT, 983.5 SMOH, GPS III pilot, Nice and Clean!

1520 TT, 5 hrs. on Lycoming O-320, Nav/Com, recent interior, nice paint! Fun to fly!

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1941 PORTERFIELD LP-65

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2253 TT, 105 SPOH Hartzell 3 Blade, KX-155 Nav/Coms, Auto Pilot, Nice!

4975 TT, 851 SMOH, Lycoming O-360 180 hp conversion, 321 TT Constant Speed Prop, Sportsman STOL, 4 place intercom, Garmin GNC 250 XL, Collins 200 Audio Panel, Narco AT 150 w/ mode C, PS Engineering PM 1000 II, Nice!

7601 TT, 263 SMOH, 263 SPOH, 180 HP Engine w/ Constant Speed Prop., KX 155 w/ GS, Vacuum Sys., New Windows.

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Celebrating Twenty-Nine Years of In Flight USA

October 2012

TWENTIETH CENTURY PILOT TAKES LAST FLIGHT GEORGE LOCKE, SEPT. 1927–SEPT. 2012 By Herb Foreman eorge Locke, at age 20 was the youngest pilot to fly in the 194849 “Berlin Airlift” that preceded the fall of Communism in Russia. He enlisted in the U.S. Navy’s V5 – V6 program in 1944 at the pinnacle of World War II and received the coveted gold wings of a Navy Pilot on Dec. 20, 1948. Too late to see actual combat in the great war, he was assigned to VR-44 at Moffett Field, Calif. where he received training in the R5D (C-54) to fly in the Berlin Airlift. (George had already flown a number of Naval aircraft that included the Stearman, SNJ, Hell Cat, and the R5D [C-54]. He had finished advanced training in the PB2 and PB4Y2 and was an accomplished instrument pilot.) He attributes much of the success of his early training to his subsequent service in VR-3, flying the Atlantic with some of the best veteran/instrument pilots in the Navy where he was promoted from midshipman to ensign. George received the Humanitarian Award for his service in the Berlin Airlift. At the beginning of the Korean War he was a test pilot at the NAS Alameda, testing the Hell Cat, Bear Cat, Corsair and Sky Raider. He was recalled to support the Korean War to the end (1953). He was released from active duty to the Naval Reserve, averaging 350-hours per year until retirement in 1969. In the last years of his military career, he was commanding officer of Vr-872 supporting the Vietnam War in and out of DeNang. He enrolled at Stanford in 1953 and received a Mechanical and Aeronautical degree and became involved in our early space program with NACA/NASA at the Ames Research Center in Mountain View, Calif. In 1959 he resigned from NASA and joined Pacific Airlines as a Line Pilot and Technical Assistant to the President. In 1961, he formed Locke & Associates, Inc. With digital computers he developed aircraft performance programs until 1992 when he retired. Think of the impact of the following: George later became Vice President of flight operations for Hughes Air West and hired Julie Clark, one of the first woman to fly in the scheduled airlines!

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Do You Remember The Berlin Airlift? At the end of WWII, the Allied Nations divided Germany into four sections, each to be governed by ne of the victors (Russia, U.S., England and France). In 1947, the U.S. and Great Britain combined their parts into one hoping to bring economic security back to the German people. France soon followed and annexed its section. In 1948, the U.S. and Britain proposed that a new four power currency be devised to take the place of the over circulated Soviet Reichsmark. The Russians refused to accept the new currency. One thing led to another until the Soviets blockaded access to West Berlin on June 24, 1948 through the use of the autobahn hoping to foster a Communist uprising in post war Germany.

Huge Airlift Organized Commander of the U.S. Zone, General Lucius Clay directed his Air Commander, Major General Curtis LeMay to employ all available transport aircraft to supply the city by air. LeMay turned the task over to the highly skilled and organized Major General William Tunner. It was estimated that a fleet of 133 C-54s plus 80 C-47s could transport 3,500 tons of summertime supplies to the city each day. Once the cold weather began, an additional 1,000 tons of coal would need to be added to that figure. On Sept. 16, Gen. Clay requested an addiContinued on Page 340

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The STX 165 Sports a professional 1/2 3ATI Bezel that compliments any aircraft panel. Its bright OLED display is readable in virtually all lighting conditions and automatically dims for night time operations. Check out just a few of the STX 165 features. • Built-in Encoder Simplifies installations and lowers cost. • Three Timer Functions Elapsed Flight Time, Up Timer, Down Timer • Pressure Altitude Display See what altitude your transponder is reporting to Center • Optional OAT Probe Input Displays Outside Air Temp.,Density Altitude, Icing Alert • Small and Light Weight 7.4" behind the panel depth, 1.3 lbs. • Low Current Requirements Ideal for LSA Glider - UAV Operations $1,475.00

Dual-Antenna TAS600 Series Sets a New Standard Traffic Advisory Systems (TAS), which are based on the technology originally developed for air-transport category traffic alert and collision avoidance systems (TCAS), have been available for general aviation aircraft for several years, but have been cost-prohibitive for many owner-flown aircraft. Until now. With the TAS600 Series, Avidyne offers four different dual-antenna TAS systems, tailored for the type of aircraft you fly. These feature-rich, affordable TAS600 series systems are fully TSO certified and fully ADS-B upgradeable, surpassing the performance capabilities of many higher-cost traffic systems and setting a new standard for active-surveillance traffic capability and affordability. Proven Performance Active-surveillance is vital for traffic systems to provide a full measure of safety–in busy terminal areas as well as in non-radar airspace. Avidyne’s TAS600 series systems detect and actively interrogate other aircraft transponders within range, display the surrounding traffic on a host of compatible display systems, and provide audible and visual alerts in the event of a potential traffic conflict. All TAS600 series systems provide real-time traffic monitoring and advisories, are not radar-coverage limited, and operate independent of ground-based systems. The Most Display Options TAS600 systems provide traffic advisories by calculating range, bearing, and altitude of intruder aircraft relative to the host aircraft, and provide a graphical overlay view and traffic depiction with TCAS symbology on display systems from over 15 different manufacturers

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1981 CESSNA 182R, 5341 TT, 2180 SMOH, KING IFR AND APOLLO GPS, KN64, PMA7000 AUDIO , 300AP, GX55 GPS, L TRONICS DF, KX155A (2), KI209, KT76C, KI208, KR87............$65,000

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Start receiving ADS-B traffic, subscriptionfree weather on your Garmin aviation portable or mobile device with the GDL 39 ADS-B receiver. When using Garmin Pilot on your mobile device, the GDL 39 can provide highly accurate WAAS GPS data as well. Access Comprehensive Aviation Weather The GDL 39 features ADS-B “In” datalink technology that allows it to receive subscription-free Flight Information Service-Broadcast (FIS-B) weather information over the FAA’s 978 MHz Universal Access Transceiver (UAT) uplink. Easily access animated NEXRAD radar, METARs, TAFs, winds and temperatures aloft, PIREPs, NOTAMs and more right on your compatible Garmin aviation portable or through the Garmin Pilot app on your iPad® or Android device. Spot Potential Traffic Threats The GDL 39 can receive ADS-B position reports directly from other aircraft in your vicinity. Because the FAA permits ADS-B broadcasts on 2 frequencies (978 UAT and 1090 ES), the GDL 39 contains both receivers so you can see a comprehensive view of all ADS-B “Out” equipped targets. The compatible display will alert you by announcing traffic targets both audibly and visually. Spoken audio alerts announce “Traffic, Traffic” to get you looking right away. ADS-B “In” technology also allows the GDL 39 to receive Traffic Information Service-Broadcast (TIS-B) information. TISB allows you to view the same dynamic traffic picture that ATC ground controllers are seeing when you're either participating with an ADS-B "Out" solution or within a certain range of another ADS-B "Out" participating aircraft when within a service area. With built-in Bluetooth capability, the GDL 39 can wirelessly send the data it collects to devices running Garmin Pilot, as well as the aera® 795/796.

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Celebrating Twenty-Nine Years of In Flight USA

Aviation Ancestry

by Scott Schwartz

FROM “GUSTO” aster than a speeding bullet.” That phrase is rarely used in reference to an aircraft, but the SR-71 was one of those rare cases. Conceived during a time when overflights of the Soviet Union were part of the United States’ cold war strategy, the idea that eventually became the SR-71 originated back in 1955. During that year, Kelley Johnson and Richard Bissell (both of the famous Lockheed “Skunk Works”) began to think about building an aircraft that did not possess the high-flying U-2’s major weakness: the ease with which it could be tracked by Soviet radar. Many readers will recall that the U-2 was originally designed for a “customer” other than the U.S. Air Force. In addition, Lockheed’s un-named (at the time) customer had unsuccessfully tried to reduce the U-2’s radar signature under “Project Rainbow.” Research revealed that, in order for an aircraft to fly over the Soviet Union with minimal risk of detection, it would have to fly very high and very fast. Plus, the hypothetical aircraft would need a low radar cross-section. Well, let’s face it, Kelly and his engineers were really thinking of an aircraft that could fly through Soviet air space with virtual impunity. This translated into an airplane that could fly at 90 thousand feet while cruising at mach three. Plus, it’s small radar signature would require the aircraft to possess what we now call “stealth” characteristics. The result would be an aircraft that was as different from the U-2 as a

“F

Boeing 747 is from a sailplane. Well, okay, the U-2 was a powered sail-plane – sort of. But that story is best saved for another article. Johnson and his colleagues sketched out numerous shapes and configurations, ultimately winding up with an aircraft that looked a lot like the Convair B-58 Hustler. In April of 1958 (two years prior to Francis Gary Powers and his U-2 being shot down), Johnson pitched his proposal to the Air Force. Originally referred to as Archangel, the proposed aircraft was re-dubbed Archangel II after a few revisions to the design (the U-2 had been code-named Angel) and was to be powered by two Pratt & Whitney J58 turbo-jet engines, as well as with two ram-jet engines. All this would have enabled Archangel II to cruise at Mach 3 while flying at 90 thousand feet. Well, this design was “shot down” by the Air Force because the ram jets required the use of exotic fuel. Undeterred, because he planned on revising the design numerous times, Johnson went back to the drawing board. Throughout the following months, Johnson and his team created numerous designs, rejecting some, blending features from rejected concepts into the succeeding ones. Most of this design work was done using slide rules and drawings. Eerily prophetic was the fact that Lockheed’s test results indicated that wedge-shaped surfaces tended to deflect radar waves. Lockheed incorporated this concept, as well as the inward-canting

GA PILOT SERVES By Bob Lenox Editor’s Note: This is an exclusive “pilot report” to In Flight USA from Bob Lenox, who was instrumental in communications following a downed aircraft on California’s Central coastline. Lenox and his wife were on their way home from a fly-in when the following occurred. limbing out from Paso Robles, we contacted Oakland Center for advisory service enroute to Palo Alto. Leveling out at 8,500 feet, we could hear a communications breakdown between a Civil Air Patrol (CAP) C-182, and Oakland Center. The CAP aircraft had been on an unrelated mission, when they were directed to the vicinity of a downed aircraft. Unfortunately, due to the location and the intervening terrain, once the CAP 182 descended for a better look,

October 2012

“OXCART”

vertical stabilizers forever associated with the SR-71 into what became known as the Archangel or A-7. Further development led yet another Archangel design – the A-11. Since the A-11’s radar signature was deemed by Lockheed’s mysterious “customer” to be too high, the “stealthier” elements of the A-7 were incorporated into the A-11, which led to a new design: the A-12. The A-12’s general configuration was based on extensive wind-tunnel data; the “chines” running along the forward fuselage generated lift. To keep the radar signature to a minimum, the engines were placed mid-wing, so that the shock wave generated at the aircraft’s Mach 3.2 cruising speed would not enter the inlets. Once the design had been finalized, both the Central Intelligence Agency (by now, readers have probably identified the CIA as Lockheed’s mysterious customer, referred to earlier) and the Air Force (which, much to its displeasure, had been forced to relinquish most strategic aerial reconnaissance activities to the CIA) would be keeping tabs on the project. For its part, Lockheed formed its own evaluation team, which was led by Dr. Edwin Land, who invented the Polaroid camera. At this point, the A-12 was given the code name “Gusto.” Once the A-12 design was formally accepted, Kelly Johnson was told that the acceptance was under the condition that work to further reduce the aircraft’s radar signature. The A-12 project was formally

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they lost contact with Center. Hearing this, we began relaying messages. Shortly after we had departed, a California Highway Patrol C-206 departed Paso, initially on a drug mission. They were asked to relieve the CAP aircraft, which needed to return to base for fuel. The 206 headed towards the scene, talking to Center. The CAP aircraft allowed that they could stay until the 206 arrived to relieve them. I inquired of ATC if we could be of assistance, and the response was in the affirmative. We were given the Lat/Long and an initial vector. We arrived overhead, still at 8,500 feet, and could see the floatplane, a C185, on the water, perhaps a quarter mile or less from some very inhospitable shoreline. The CHP had arrived just a minute before, and was circling at 1,500 feet. We continued to circle, talking to the Cessna pilot, who was still in the aircraft,

the CHP, and relaying to Center, who was coordinating with the rescue facilities. Since it quickly became apparent we’d be there for a while, I reduced to holding power. The TB20 lists a 45 percent power setting (1,800 rpm, 21.5 inches mp less .3 feet/1,000 feet; my fuel flow seemed to be down around 6 gph...okay, okay, it was probably closer to 8...but it read ~6!). The CHP told us they could stay on station for about 2.5 hours. I let Center know that both of us could stay that long; I had more duration, but figured the situation would be resolved before that. There was some talk of a CHP helicopter, but apparently it was coming from Sacramento and was two hours away; and besides, they don’t carry a rescue swimmer or a basket. It never made it, if it was ever truly en route. In the end, we were told that both SFO and LAX had launched HH-65

Lockheed A-12 in flight. Although nearly identical to the later SR-71, the A-12 was designed for the CIA. (Photo courtesy of the USAF)

Head-on view of a Lockheed A-12. Notice the “chines” on either side of the fuselage. These were incorporated into the design in order to produce lift. (Roy Smith) accepted on Aug. 28, 1958. With that, Kelly Johnson expected the aircraft’s first flight to take place within a mere 20 months. With a $96.6 million contract to build five A-12s within the next 24 months, Lockheed’s “Project Gusto” gave way to “Project Oxcart.” To be continued. Visit the author’s blog at www.elpasomountains.blogspot.com

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Dauphins, and that cutters were dispatched from the Morro Bay and Monterey Coast Guard stations. We were smack dab in between everyone, and close to no one! The guys in the downed 185 (N80SS, for those keeping score) were very nervous about response time, as they were convinced that due to the damage sustained in their landing, plus the heavy seas, that the craft wouldn’t stay afloat very long. The left float struts were heavily damaged, and they were listing to port. The engine was still idling, and they were using it to try to help keep the thing upright. The pilot had only old life vests, and no other water survival gear. They were in short-sleeve shirts. If they ended up in the water, things would end badly. The CHP aircraft had a pilot and an observer; the observer had binoculars, so Continued on Page 34

October 2012

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Steve e Weaverr Aircraftt Saless

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1979 TURBO 182RG N2182S. 4100 TT, 900 SMOH by Western Skyways. Recent leather interior. Hangared and pristine.

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1959 SUPER CUB

1940 PORTERFIELD LP-65 N32328. 1665 TT, 95 SMOH, museum quality restoration. Really this is one of the most beautiful rebuilds that we’ve seen. Actual Photo $29,500

N9780D. 300 hours since restoration, Wipline 2100 floats, tons of mods, no expense spared.

2004 MOONEY OVATION N444HK. 1500 TT, 150 SMOH, air, 530/430, hangared and nice.

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N8266Y. Easily one of the best on the market. 3850 TT, 200/790 SMOH, Lopresti Howl Cowls, Bonjovi leather interior, 430WAAS, weather. Tweaked and polished. Actual Photo $99,500

N5296G. 7747 total time, 768 SMOH. This is a prize winning, authentic restoration that must been seen.

N995SD. 4481 TT, 920 SMOH, fresh annual and gear overhaul, many mods, GAMI, speed slope, good paint. Hangared.

N596JB. 710 hours TT, 710 on a Lycoming IO-360. EFIS, and a Trio autopilot with altitude hold. Actual Photo

1961 BONANZA 35N

N9384R. 2388 TT, 105 SMOH, fresh annual and IFR. All logs, no damage and always hangared. A very pristine 231. $89,500

1951 CESSNA L-19

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1977 CESSNA 180K N63622. 1530 TT, 350 SMOH, factory float kit, PPonk gear, observer doors. Hangared and pampered. Actual Photo

1966 TWIN COMANCHE

2000 VAN’S RV-6A

1981 MOONEY 231

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1959 PIPER TRIPACER 150 N3022Z. 2275 TT, 30 SMOH by Columbia Engines. Restored by Chuck Flickinger with no detail overlooked. Actual Photo $29,500

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Celebrating Twenty-Nine Years of In Flight USA

October 2012

W h a t’ s U p ! ?

REALLY DIFFICULT, BUT REALLY IMPORTANT very now and then I give myself a little pat on the back because I think I bring very important thoughts and ideas to you – and in some cases, I’ll take a bow. However, after writing about a very sensitive subject more than once, and as recently as two months ago, visiting the subject of when

to call it quits, or limit your flying, or even fly with a mentor or second PIC for safety reasons, I missed an even more important perspective of this issue. So I now pose this question to you: What about the non-pilot spouse that loves you and sits next to you on most of your flights? They love you too much to

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ask you to call it “quits,” they don’t want to break your heart, and they know what the effect might be to your life. Pilots are very unique in many ways, and suggesting that they stop sitting on that little piece of paper that says, “you’re special,” is a very up-hill challenge. The bottom line here is simple – this is a life threatening issue. Yes, I know about “pinch hitter” courses, and I have suggested that to 99 percent of my client’s non-flying partners or spouses. In the end, the right decision is the hard one, but it’s the best one. Please think about it and please find a minute to share your thoughts with me about this. I’d rather you think about what I have to say than be invited to a memorial service in your honor.

Oops! Sometimes you can’t see “the forest for the trees.” I was never sure what that meant, but I think I got it now. In my quest to keep you abreast of what’s up in our community, I neglected to congratulate my neighbors on their 40th anniversary. So, congratulations and well done to The West Valley Flying Club. You must be very special if our AOPA President stops by to join in on your celebration!

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Just another day – well not exactly. I am writing this column for you today to try and dispel the myth that I have a dream job. You know the one: Working at an airport, hangar flying all day with a bunch of green checkers and other types of retirees. Oh yes, and all of the student pilots – plus dozens of CFIs, some good ones and some not so good – I can’t fix that part. So, in the spirit of destroying that myth, here’s what a recent Thursday morning, a Friday afternoon and a whole Saturday looked like last month. Please keep in mind that we were all recovering from the devastating news that the Shuttle Endeavour fly-over was postponed by 24 hours. Shoot, and after I had my hair and nails done. Here is how it went: Day one – Thursday. Step one: Show up earlier than usual. There’s a big ramp party planned and planes have to be moved, weeds have to be picked, and certain things washed down. We moved four airplanes for the party, washed one of them, and then

Larry Shapiro painted a smile on my face with the intent of making those around me think I was really having a good time and happy to be helping. Oops, plans changed, had to wash two airplanes for the party instead of one. Then I had to find time to brag about selling two airplanes yesterday over scrambled eggs (please, no jokes about “over easy”). But, they were great buyers and they made a great deal, which always works when you feed me. Time out! I forgot I had to interview some food trucks scheduled for our Airport Day and give them a site visit. Mission accomplished – but then I had to check their paperwork and permits – check! That part was easy. Step Two: don’t forget to get my cameras charged and ready for the party and most important – remember this was just my morning – now the rest of the day. Charge my radios for Airport Day, check trunks for APD, change clothes from day image to party image, change personality, check on my dogs still sleeping in my office, check on wife’s ETA for the party, thank AOPA president Craig Fuller for stopping by, express shock that the temps were so low, remember not to forget to take pictures with AOPA president Fuller, feed dogs, show up for the party. Burp!

The Next Day Good morning everyone and welcome to Friday. Are you ready for the really good part of the day? The Space Shuttle is due to make a low pass over our field and that was going to be the biggie for us – like, how often does this happen? Most of the day was listening to the latest update on its ETA over Palo Alto Airport (PAO). In the end, it was almost on time and if you need me to tell you how exciting it was to have it that close, you probably should start another hand of solitaire. It was more fun than a Stinson full of monkeys! I got calls from Sacramento (SAC) from friends who were there screaming, “Lar, Lar! It just flew over us!” Well that was helpful, that meant it was 89 nautical miles away from my Continued on Page 33

October 2012

www.inflightusa.com

Flying With Faber OCEANSIDE, CALIFORNIA: A HIDDEN SEASHORE TREASURE Oceanside VOR poses majestically between the highway and the seashore. I always enjoy seeing a VOR up close. Generally, we view them from the air. During cloudy days, we still know where they are. Oceanside is one of the initial fixes on the IFR approach to San Diego. I have not checked lately, but the VOR at one time had voice capabilities. “Oceanside, VOR-Oceanside, VOR.” That’s how we used to verify that the coffee grinder Narco radio was tuned to the correct frequency. Was it a recording or some civil servant repeating “ Oceanside VOR” for eight hours a day?

The Airport Built in 1888 the Oceanside Pier is the longest wooden pier in California. (Courtesy of the Oceanside Chamber) was born here – grew up a few blocks down the street. Back in the 60s when I was no more than six years old, my friends and I would walk to the beach. In those days, parents turned their kids loose and never doubted that they would show up at suppertime. We often cut through the parking lot of this very diner.” “ I remember one day, I had a quarter in my pocket. I stopped in for a milkshake. The cost was 30 cents, so I was out of luck. Today, I own the joint, so I can have as many milkshakes as I want.” John Daley, owner of the 101 Café on Oceanside’s Coast Highway and storyteller extraordinaire, is also the town’s self-appointed and official historian. We sat together in a booth as he recounted his stories. I ordered a milkshake. The cost, about three bucks – ten times the cost when John was a kid. John opened a wrinkled manila folder and presented me with a group of equally wrinkled photos. “ See this house – a classic Victorian bungalow built at the turn of the last century. The dilapidated skeleton of this great house is barely standing on the street along the waterfront. Soon it will be demolished and replaced by a spiffy hotel. If you want to see it, better hurry. Sometimes progress is sad.” I couldn’t count the number of times I’ve either flown over Oceanside or whizzed by on Interstate 5 (I-5). The

“I

Oceanside Municipal Airport (KOKB) is one of the few southern California airports that still retains a level of historic allurement. Spread over 43 acres just a few minutes from I-5, the city-owned field and its active pilots association has resisted attempts to convert this important icon into a cluster of shopping centers. Just four miles from the Oceanside VORTAC (OCN) the field serves as an important component of Oceanside’s economic, social and tourist development. At an elevation of 24 feet above sea level, the field has one runway (R 6-24), with a length of 2,712 feet. Once on the ground, you can taxi up to Airport Property Ventures (760/901-4260) and tie down for five bucks a night. On IFR days, your choice is a VORA or GPS approach. The VOR circle-toland approach takes you down to about 1,200 feet, or about 1,170 feet above the field, so on low-ceiling days, you may want to select an alternate such as Mc Clellan-Palomar (KCRQ) which has a longer runway and an ILS approach.

An Old-Fashioned Beach Town A few months ago, and after a short interlude at Oceanside Airport, I decided to pay a visit to Oceanside, the city. I hopped in a car, drove a short distance to the I-5 and turned off on Mission Boulevard. Immediately, the ambiance was transformed from the din of the frenzied highway to a tranquil journey back in time. Look what I had missed on all of those occasions when I whizzed right by. Within moments, I was in the midst

of a checkerboard of delightful village streets lined with local mom-and-pop shops and restaurants – a bakery with freshly baked sweets, a surf shop, local pubs and cantinas and historic Victorian bungalows – a real downtown with distinct borders. I fell in step with the slower cadence and manageable traffic. We parked the car, changed our status to that of pedestrian, and rarely saw the vehicle until our departure. One of the focal points in Oceanside is the majestic wooden Oceanside Pier. First built in 1888, it survives today as the longest wooden pier in California. It defines Oceanside almost as its Golden Gate Bridge. At 1,942 feet, one could probably land an airplane on it. We selected the wiser option for its use and took a late-night stroll. Around midnight, the pier was still bustling with families, fishermen, late-night picnic gatherings and folks just enjoying the sound of the breaking waves and the glitter of the stars. More than three miles of beaches define Oceanside’s western border. Whichever you choose, Harbor Beach, Breakwater Way, Pier View or Tyson Street, you won’t be overrun by hoards of people. Oceanside is also famous for world-class surf conditions. The city has hosted several major surfing events including the US Pro Longboard Championships.

Hotels The Wyndham Oceanside Pier Resort, 333 N. Myers Street, 866/7642281, just steps from the beach and the Oceanside Pier, houses a number of timeshare units which, when not occupied by the owners, are rented out as hotel suites. Bring your entire family and rent an expansive two-bedroom suite with a complete kitchen for a reasonable rate. Or, you can select from the more traditional hotels throughout the city, such as the Holiday Inn, Best Western and the Days Inn.

Dining Pacific 333 presents an ideal blend of a stunning interior with a modern culinary concept. The lights are soft and dramatic. Both the crowd and the staff are friendly and energetic. The room buzzes with lively conversation and pleasantries. The bar is populated with folks enjoying exotic drinks. At the other end of the bar, diners

Stuart J. Faber and Aunt Bea are digging into snacks of fresh seafood. Step into the dining room and you will be greeted by a competent and genuinely hospitable staff. Their knowledge of each menu item is impressive. Start out with a dozen fresh Pacific oysters or a seafood tower of oysters, ceviche, king crab legs, shrimp, steamed clams and mussels. A lobster roll of tempura lobster, crab salad, avocado and eel sauce is sensational. I love beets and my infatuation intensified when I sampled the fresh beet salad with arugula, truffle oil, goat cheese and a sprinkling of capers. Specialty entrees range from fresh seafood to steakhouse quality steaks. If you can’t make up your mind, I recommend the best of both worlds: twin lobster tails served alongside a juicy USDA choice 25-ounce bone-in rib eye. This entrée is designed to be shared and whenever I share, I select a partner with a small appetite. If you have not filled up on the rib eye, order another one. The cowboy version is twice the size. Hangar steak has become quite popular and for a good reason. The version at Pacific 333 is charred perfectly on the outside and tender within. I also recommend the cioppino, the foundation of which is a hearty tomato sauce. The bowl is overflowing with shrimp, jumbo lump crab, lobster, clams and mussels. A shrimp fettuccini is served with asparagus, roasted bell pepper and tapenade – a terrific combination. Finally, try the Australian Kobe beef meatloaf. Two fabulous side dishes are the sautéed mushrooms or the creamed spinach. The restaurant is at 333 N. Pacific Street, 760/433-3333. Each time, I took a stroll across the pier, I was intrigued as I walked past the Tin Fish. What drew my attention was the architecture and color of this quirky fish shack. This beautiful old building, once a tin shop, now painted a shiny royal blue and white, is home to some of the best fresh fish along the coast. Fried cod tacos, fish and chips, plates of grilled salmon, mahi mahi or shrimp, the selecContinued on Page 31

Celebrating Twenty-Nine Years of In Flight USA

October 2012

It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.

TEXTING WHILE TAXIING The pilot who submitted the first report in this issue of CALLBACK has the honor of being the inspiration for this month’s theme. The reporter’s concept of equating electronic tablet usage during taxi to phone texting while driving, led to a search for similar events in the ASRS Database. A surprising number of such incidents, often resulting in taxiway or runway incursions, were found. Granted, taxiways are not as crowded as roads and highways, but “texting” on a laptop, tablet, FMC, or ACARS while taxiing can still lead to embarrassing and potentially dangerous consequences.

An Embarrassing Lesson Taxiing and flying an airplane will always involve some degree of multitasking, but this C172 pilot learned an embarrassing lesson when the “headsdown” usage of an electronic tablet conflicted with the “heads-up” requirements of safe taxiing. We were cleared by Ground to taxi on the outer ramp area to Taxiway Bravo to Runway 22 and hold short. It’s a “nobrainer” taxi route and there were no other aircraft taxiing out. I was with another pilot and was showing him the information I had available on my iPad with ForeFlight. I was showing how I

had the enroute charts for our trip and then went to the checklists, also on the iPad. I was definitely multi-tasking as I taxied and demonstrated the software. I was aware of the runway area approaching but missed the hold short line until Ground said, “[Callsign], stop. Stop!” I would never dream of texting on my phone while driving, but wasn’t this sort of the same thing? There was no traffic for the runway, but it was still an embarrassing lesson learned.

Texting in the Tower Distraction due to “texting” is not a problem that only affects pilots. This Tower Controller reported that the requirement to be “heads-down” entering flight plan and route information into a Flight Data system can detract from the job of keeping an eye on aircraft and other factors affecting air traffic. I instructed Air Carrier X to taxi from the terminal ramp to Runway 08 via Taxiways Foxtrot and Mike, and to hold short of Taxiway Juliet (for an aircraft that I knew would be exiting the runway). The pilot of Air Carrier X read back the instructions at the same time that Air Carrier Y was on final reporting birds. While I was typing in the Flight Data Input/Output (FDIO) system, attempting

to amend a flight plan, I looked up and observed Aircraft X on Taxiway Foxtrot, on the West side of Runway 17R, facing West. The aircraft had obviously just crossed Runway 17R at Taxiway Foxtrot. I advised the aircraft that he had gone the wrong way; instructed the aircraft to turn around (holding short of the runway), then proceeded with traffic as normal. The pilot made no indication that he knew he had even made a mistake. There was another landing aircraft on about a six mile final. Maybe there should be more awareness and less complacency on the part of pilots. Just because it’s a low activity time doesn’t mean that the same hazards of collision do not exist…. The same goes for Controllers. Also, amending just one flight plan requires “heads-down” time as does amending routes. This takes away (since we work Local/Ground/Flight Data combined a majority of the time, no matter what the traffic situation is) from the Controller’s ability to spot those pesky “little things” like flocks of geese on final, jets crossing the runway, etc…. Combined positions are a very poor practice, requiring the Local Controller to take his eyes out of the air and away from the runways and aircraft, to perform required duties of two other positions at the same time.

Driver Goes Through a “Stop Sign” The First Officer of an MD-80 series aircraft was “texting” to accommodate a runway change when the Captain “drove” past the hold short line and onto an active runway. We were told to taxi to Runway 12…. We had planned on a Runway 8L departure. After clearance was received from ground, we re-briefed a Runway 12 via Papa taxi. When we were both clear on the instructions, we started our taxi on Taxiway Papa. The Captain stated he had the taxi under control down Papa to Runway 12. I then diverted my attention inside the cockpit to change the box to match Runway 12 not 8L. I was “headsdown” when the Captain drove the aircraft onto Runway 12 at Intersection Sierra. Before I realized the situation, it was too late. We crossed the hold line and onto an active runway. The Captain stated that a lack of proper signs in that area led to the mistake. I have been to that area of the airport and no one has ever made the mistake to veer off Taxiway Papa. That is why I was changing the box early to be more heads-up later in the taxi. Never losing track of your position is the best solution to this event.

Editorial: “I’m Listening” Continued from Page 22 ommendations are to be expected, such as having aviation experts involved in the test writing process. Of major importance is the recommendation that the Practical Test Standard incorporate Knowledge (written) test standards. This would be a first, as currently a person is expected to simply read a bunch of books and remember everything, kind of like asking one to quote random biblical scripture

with the conclusion that a good score results in a person becoming a certified cleric. Implementing a system to keep testing standards more current was high on the list, and upgrading FAA testing computers is a part of that recommendation. An open forum was held at the end of the two day meeting, and additional committees are now being formed to carry these recommendations forward. It is hoped that a full regulatory process,

complete with a slow NPRM period, will not be required. The bottom line is that the AFS 600 staff are a concerned an earnest group. The training industry is anxious to participate, and the result of this joint effort will be a tough, but much fairer, testing process that will improve safety while reducing the time now spent on supercilious information. This division of the FAA is fully aware of how many chal-

lenges our industry faces and is looking for solutions, not just more regulations. Now comes the hard part, pulling the right people together and getting to work. This writer retired from active regulatory work in 2005, but like an old gunfighter, the yen to “draw” just one more time is strong. In Flight USA will keep our readers up to speed on how the program is proceeding. Stay tuned!

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

October 2012

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Flying With Faber Continued from Page 29 tions are robust, flavorful and reasonably priced. Plus, you can get a sandwich of fried oysters, chicken tenders or even a bacon burger. The location is 302 The Strand, 760/966-0007. The 101 Café, 631 Coast Highway, 760/722-5220, opened in 1928 when U.S. 101 was the only road from Los Angeles to San Diego. At one time, it served as the Greyhound bus stop. The

The 101 Cafe serves the best breakfast in town. (Stuart J. Faber) café flourished during WWII and during the heyday of the 50s drive-in craze. A series of name changes occurred until John Daley purchased it and restored the original name. The café serves the best breakfast in town. Take your pick from a variety of omelets to steak and eggs, classic French toast or homemade buttermilk pancakes. The biscuits and homemade gravy are as good as I’ve had in the south. Lunch items range from super hamburgers and chicken burgers to fabulous hot meat loaf sandwiches. If you are lucky, you might get a chance to speak with John who never hesitates to recount tales of old Oceanside. You can visit on www.101cafe.net.

Lotsa Stuff to Do One of Oceanside’s great natural resources is the weather. Just about all year around, the climate is sunny, mild and outdoor activity-friendly. Five golf courses are open to visitors. They include Arrowood, El Camino, Center City, Marine Memorial and Emerald Isle. A paved bike trail with more than nine miles of unfolding scenery, plus trails for mountain bikes, racing bikes and beach cruisers await the enthusiast. The Coastal Rail Trail is a 44-mile path that runs from Oceanside to San Diego. If you harbor a yearning for coastal skydiving, you have come to the right place. Tsunami Skydivers operates out of

the Oceanside Airport and caters both to first-time and experienced divers. They provide jumps from 13,000 feet out of the fast climbing PAC 750XL jump plane that was designed for skydiving. Call 760/3905867 or visit tsunami skydivers.com. At the Guajome Regional Park, you can hike or ride a horse on a trail beside a spring fed lake. It is also the center of some of California’s best bird watching. Or, if you are skydiving, I understand that the birds enjoy watching you. Oceanside Harbor, the largest in the region, consists of 100 acres which includes 75 acres of water and 25 acres of land where you can select from jet skiing, boating, sailing, kayaking, sport fishing or whale watching. Several attractive shops and restaurants dot the shore of the harbor. Rent a boat, cruise through the harbor and dock at one of the many village restaurants where you can dine inside or purchase refreshments and take them on board for a nautical picnic. Then, head out to sea to view one of California’s most spectacular coastlines. Warm waters make for great wave runner riding and exhilarating on-the-water fun, either in the lagoon or out in the Pacific. At Oceanside Boat Rentals, 256 Harbor Drive South, 760/722-0028, you can rent just about anything that floats. All of the equipment is immaculate and in top-notch shape. Choices include kayaks, stand-up paddleboards, pedal boats, electric or powerboats, sailboats or SeaDoos. For more information, visit oceanside@boats4rent.com. There are plenty of indoor activities as well. The Oceanside Old Mission San Luis Rey is a classic example of Spanish Colonial Architecture with Moorish influences. Self-guided tours, educational lectures and retreat stays are part of the Mission’s offerings. Surf enthusiasts love the California Surf Museum where the history of surfing is displayed. The museum also has displays of rotating exhibits on everything from skateboarding to underwater photography. The Oceanside Museum of Art exhibits renderings from landscape painting to photography. The downtownwalking district includes five theaters, three of which are historic. Productions include music concerts and film festivals. The Visit Oceanside Visitors Bureau is very helpful with maps, discount tickets, hotel reservations and general information. Visit them at www.visitoceanside.org. From now on, every time I head down to San Diego, I am going to make a stop in Oceanside. For years, I missed this treasure by the sea. I have a lot to make up. And John Daley has many more Oceanside stories to recount.

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Celebrating Twenty-NineYears of In Flight USA

October 2012

What’s Up Continued from Page 28 peepers. Then came the silence, and then more silence, finally my wife said, “OMG,” as she looked south towards Moffitt Field. There were thousands of people lined up as far as you could see just for the opportunity of experiencing this aviation moment in history. Okay, I’ll admit it, on a scale of one to 10 it was a strong 18. So, everyone around me was look-

ing northeast toward what they thought was SFO because someone had just received a call from there saying it had just gone over, and that’s just minutes down the road from us. Just then I happened to look over my left shoulder looking west towards the ocean and there it was, escort and all, coming right at us. WOW, WOW, WOW! Give me a minute to wipe away my tears, it was an amazing sight to behold.

It crossed over the north end of our field turned right and headed for Moffitt for its final good-bye to NASA and then on to LAX. Isn’t life grand! It got really quiet again and then a storm of applause and yelling, it was a sight and sound not soon to be forgotten. I really enjoyed the chatter around the field all day with shared thoughts from the other spectators. I’d be remiss if I didn’t mention the first call I got was

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I’m at it again. Now it’s day three. Move more airplanes, complain that the Shuttle bagged on Thursday but did come on Friday. Better late than never. Check my radios to make sure they were charged, load the trunks in my car, express shock that I missed the Shuttle flyover because of low ceiling – just kidding, wanted to see if you were paying attention. Set up Canopy for APD, load tables and chairs for APD, decide what costume (and shoes – really important part) to wear, unload tables and chairs, complain more about the Shuttle, get ready for another ramp party (we do that a lot around here), remember to eat, do sound check (!), thank my wife for helping, hold my newest dog (we now have three), mention again how much my feet hurt Continued on Page 33

October 2012

www.inflightusa.com

TUSKEGEE UNIVERSITY WELCOMES AIRMEN HOME, COMMITS TO NEW AVIATION GENERATION

After more than 60 years, part of Tuskegee’s aviation legacy returned to historic Moton Field. Four original Tuskegee Airmen were welcomed back to the historic training site by the National Park Service and Tuskegee University President, Gilbert L. Rochon, on Sept. 15. “The Tuskegee Airmen are an intrinsic part of the history of Tuskegee University,” Rochon said. “Their courage and determination in the face of threats from abroad and discrimination at home serve as an inspiration to our contemporary students and serve as an impetus for the university to establish the requisite infrastructure to support the next generation of Tuskegee Airmen.” The airmen, Homer Hogues, Robert T. McDaniel, Claude R. Platte, and Calvin Spann, were part of a special trip sponsored by a non-profit organization. The men and their families were granted a private tour of the Tuskegee Airmen National Historic Site and were among the first to get a look at Hangar 2, a new addition to the museum that will be revealed next year. To mark the visit, Rochon presented each airman with a presidential commemorative coin. “You’re always welcome back home. We’re honored to have you here,” Rochon said as he presented Spann with a coin. Later, three of the men were special

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What’s Up Continued from Page 32 after two very long days, change personalities again, thank my partner Ben for being such a great assistant, turn on sound system . . . “Welcome to Palo Alto Airport Day, 2012 . . . another 5,000-plus neighbors and friends shared the day with us at PAO just strolling around – and that’s the way it should be – thank you one and all for making this day very special. Much easier day, BFFL Kimberly was there to help – mostly to keep me semi-sane. So, at the end of my third 12hour day we try to remember where I parked my car . . . never mind, I decided to leave it at the airport and ride home with my wife . . . she knows where we live. So at the end of that day, what did I learn? Have something for everyone – it’s not only good PR, it’s also needed PR – non-profits add to the day, food trucks feed the day, and, most important, our visitors make the day.

I’m Just Saying . . . There are so many stories and things I always want to share with you, but then I remember how limited I am for space. I’m always thinking about you and I always want to give you my very best effort . . . I’m just saying . . .

On final . . . So by now you’ve filed your tax extensions, at least I hope so. You’re probably still deciding whom not to vote for, and asking if the Prez actually brought some of our heroes home. I know what we read in the press, I’m just never sure what they mean. I hate war, I want out troops home with us here. If you’re hiring, try to hire one or more of them, in the spirit of America . . . Until next time . . . That’s Thirty! “Over”

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NEW OWNERSHIP/MANAGEMENT By Herb Foreman ans P. Plesman, born in Holland in 1962 and emigrating to the U.S. in 1993, purchased San Carlos Aviation from long-time owner Joyce Maganini on Sept. 1, 2011. He has changed the name to San Carlos Aviation & Supply. Finding that a pilot shop at the Palo Alto Airport had closed in May of 2012, he quickly completed negotiations to open his PAO Pilot Shop. The two stores are the only ones in the greater Bay area open seven days a week. Hours are 9:30 a.m. to 5 p.m. The Plesman name is steeped in aviation history. Hansâ&#x20AC;&#x2122; Grandfather established KLM (Royal Dutch Airlines) in October 1919, shortly after the end of the First World War. His father went to work for KLM in the sales department after WWII, where he served as a paratrooper. One of his uncles flew the Spitfire in WWII, joining the famous Dutch squadron 322. He was credited for

destroying 12 German flying V-1 bombs that were causing great destruction in England. He either shot them down with his 50-caliber machine guns or, with great risk, he would insert one wing tip under the wing of the bomb and flip it over, causing it to crash to the ground below. Unfortunately, he lost his life while attacking a railway convoy on Sept. 1, 1944. Another uncle shot down three German fighters in WWII. After the war, he joined KLM and flew the beautiful Lockheed Constellation. Hans is very much into aviation and is completing his private pilot license in a Cessna 172-SP. He has only the cross-country flight and the written test remaining. Plesman was awarded a Bachelors Degree from a university in Rome, Italy. While living in Italy, he worked in the restaurant business. He served as a buyer in a chain of food stores, as well. In addition, he has done extensive work in the travel business. He is half way through

October 2012

TWO SILICON VALLEY PILOT SHOPS the requirements for a Master of Business Degree at prestigious Brigham Young University. Hans feels that todayâ&#x20AC;&#x2122;s pilots are depending more and more on electronic devices in and out of the cockpit. He believes some changes are necessary in pilot shops if they are to remain open and prosper. As an example, he is adding merchandise that will be compatible with the iPad â&#x20AC;&#x201C; electronic connections, knee boards, etc. He is stocking up on up-scale Hawaiian shirts, T-shirts and other apparel. Toys for children interested in aviation are available, numerous books, magazines and the daily San Francisco Chronicle are also featured. Of course, the VFR and IFR charts for the entire U.S. will be continued. The sale of several kinds of oil, tires, cleansers, waxes and other cleaning agents will be continued. He figures the old inventory has been doubled. The San Carlos Store is located in the Terminal Building. Phone number is

Hans P. Plesman

(Herb Foreman)

650/592-2322. PAO Pilot is at 1901 Embarcadero Rd. #102, Palo Alto, Calif.; 650/213-8784.

GA Pilot Serves as Command Communicator Continued from Page 26 he could keep a good close eye on the 185. We continued our circling, relaying status reports to Center, and repeated requests for an ETA on the rescue vessels. We kept a lookout, too, for any marine traffic that could be directed to the scene. There was none! Man, for being within sight of the Coast Highway (US Hwy 1), these guys were out there alone! After the better part of an hour, the CHP and I went to a discreet frequency, and advised Center to have the â&#x20AC;&#x153;Coastiesâ&#x20AC;? use that when they got closer in. I was now switching back and forth, monitoring both radios. Center finally came through with word that a chopper, from SFO, was 35 miles from our position. We reiterated our request to have them switch to our â&#x20AC;&#x153;rescueâ&#x20AC;? frequency, and to advise them of

the CHP aircraftâ&#x20AC;&#x2122;s altitude. When I relayed the fact that the Coast Guard was 15 minutes out, all the guys in the 185 could muster was, â&#x20AC;&#x153;I hope we can last that long.â&#x20AC;? I called Coast Guard 6555 on Centerâ&#x20AC;&#x2122;s frequency, and asked them to switch to 122.87, which they did. We reminded them of the CHPâ&#x20AC;&#x2122;s altitude, and the up-to-the-minute status of the 185 and itâ&#x20AC;&#x2122;s occupants. He responded that he was down to 2,000 feet and descending, and would stay below 1,000 feet. Long minutes ensued until the 185 pilot radioed, â&#x20AC;&#x153;Coast Guard, was that you just going overhead?â&#x20AC;? and CG6555 responded that it was, and he needed to survey the scene for a moment. I reported to Center that the helicopter was on scene. The rescue itself took probably 10 to 15 minutes. After the 185â&#x20AC;&#x2122;s engine was

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shut down, a rescue diver was dropped near the plane. While we couldnâ&#x20AC;&#x2122;t see the action from our high perch, we watched anxiously as the helicopter hovered directly over the stricken bird. After what seemed like an eternity, and having been asked by Center, I requested a â&#x20AC;&#x153;sit repâ&#x20AC;? (situation report). I got a very terse â&#x20AC;&#x153;In progress,â&#x20AC;? followed by â&#x20AC;&#x153;One on board, one to go.â&#x20AC;? I took the hint to not distract the rescue team and waited, until finally, the Coast Guard said, â&#x20AC;&#x153;Weâ&#x20AC;&#x2122;ve got five minutes to bingo fuel, weâ&#x20AC;&#x2122;re out of here and headed to San Luis Obispo with two hypothermic individuals.â&#x20AC;? I relayed the information to Center. After a brief back and forth discussion about alternatives, and at the suggestion of the CHP, it was decided that Paso was 10 miles closer and that Jet-A was available. One last look, and the 185 was gone!

We relayed the last information to Center as we turned to the Northwest. Both the CHP and Coast Guard reestablished contact with Center. Center was very appreciative and thanked us for our help. Really, we only did radio relay, were glad we could help out, and thankful that there was a successful outcome. We were probably diverted for about an hour and a half â&#x20AC;&#x201C; an inconsequential inconvenience to help out fellow aviators. My wife, Sharon, and I decided we needed a stop short of home. We can report that the bathrooms are clean at Watsonville, the new restaurant, Props, is worth a visit, and the AvGas, at $4.95, a relative bargain. For the AOPA story on Lenoxâ&#x20AC;&#x2122;s experience visit www.aopa.org/aircraft /articles/2012/120913power-loss-overrough-seas.

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AOPA SUMMIT HIGHTLIGHTS AOPA conventions are chalk full of activities, seminars, how-to events, exhibits and more, enough to satisfy any pilot or pilot-to-be. This year’s AOPA Summit is no exception as AOPA members and guests fly-in or drive-in to Palm Springs, Calif. Oct . 11-13. There’s something for everyone and here’s just a smattering of the offerings. For all the details, including registration, lodging, a list of exhibitors and events, go to www.aopa.org and click on Summit. Demystifying Medical Special Issuances: A Dialog of the FAA’s Safety Dilemma: A panel discussion about the current challenges with the FAA Special Issuance process and suggestions for decommissioning some medical conditions that currently require authorizations, which would relieve the burdensome and time-consuming process that is causing extensive delays. Moderators: Jack Hastings, MD, FAA Neurology Consultant, Fred Tilton, MD, FAA Federal Air Surgeon, Warren Silberman, DO, Gary Crump, AOPA Director of Medical Certification Services Meets: Thursday, 1:30 - 2:45 p.m., Convention Center, Mojave Also look for medical and health related round-tables with several professionals on several days throughout the convention. FAR Refresher: Attend this intensive one-hour refresher for pilots on the more important and easily forgotten general operating and flight rules of FAR Part 91, which satisfies the one-hour, ground-training requirements of the flight review. Bring your logbook to be endorsed. Moderator: John Yodice, Yodice Associates Meets: Friday, 10:30 - 11:45 a.m., Convention Center, Smoketree A-E Flying Adventures With Discovery Channel’s Flying Wild Alaska Pilot Doug Stewart: Hear from experts

and pilots who have pushed the boundaries in these inspiring, motivating talks. Exhibit Hall badge required. Moderator/Speaker: Douglas W. Stewart, Discovery Channel’s Flying Wild Alaska Meets: Thursday, 12-1 p.m., Convention Center, East Lawn Free Elvis Tribute Concert, Social Event: Direct from Las Vegas, an “Elvis” tribute artist performs in concert at the “Forever Marilyn” Park on the corner of Tahquitz Canyon Way and N. Palm Canyon Dr. Created for those who arrive early, this special performance on Wednesday evening from 6:30 p.m.-8:30 p.m., with an AOPA VIP section, is a must-see! Wednesday, 6:30-8:30 p.m. What Went Wrong?: Sometimes the cause of an aircraft accident is obvious. Other times, it takes everything from CSI-style forensics to old-fashioned sleuthing to figure out where things went awry. This seminar looks at general aviation accidents through the eyes of the investigator–starting at the scene and working backward to reconnect the shattered links of the accident chain. Kristine Hartzell, Air Safety Institute, Chief Flight Instructor and Director of Flight Training Meets: Friday, 1:30-2:45 p.m., Convention Center, Smoketree A-E, Saturday, 10:30 -11:45 a.m., Convention Center, Pasadena/Sierra/Ventura Also look for How to Save Your Life in an Aircraft Accident on Friday, 10:30 11:45 a.m., Convention Center, Mojave. Fun Things to Do With Your Certificate: Flying to Help Others: Learn why so many thousands of volunteer pilots enjoy flying patients for care, transporting relief workers and supplies, providing introductory rides to young people, relocating animals to rescue centers, and giving our veterans needed flights. Exhibit Hall badge required. Lindy Kirkland, Air Care Alliance,

President, Rol Murrow, Air Care Alliance, Chairman, Alan Dias, Angel Flight West, Director, Rick Durden, Former LightHawk Executive Director, author, and aviation attorney. Thursday, 2:30 - 3:15 p.m., Convention Center, East Lawn Also look for Fun Things to do: Camping with your Aircraft and Fun Thing to do with your Certificate. Advanced iPad: Tips and Tricks for Becoming an Expert: The iPad is a great cockpit tool–if you know how to integrate it into the cockpit properly. Bring your iPad to this interactive seminar that goes beyond the cool factor and digs deep on topics such as proper use during instrument flights. Jeffrey Robert Moss, Flying Like the Pros, 2010 National CFI of the Year, Toréa Rodriguez, Flying Like the Pros Meets: Thursday, 1:30 - 2:45 p.m., Convention Center, Catalina/ Madera, or Saturday, 1:30 - 2:45 p.m., Convention Center, Primrose B-D Don’t miss this “only-in-Palm Springs” AOPA event: Parade of Planes, Social Event: Pilots and their families are never more energized and excited than by a Parade of Planes that can only happen at the AOPA Summit and in Palm Springs. Watch the airplanes taxi on city streets and be a part of the excitement that kicks off three days of fun. Wednesday, 10-12 p.m., From Palm Springs International Airport to the Convention Center. There are also tours for the non-aviation enthusiasts and perhaps the Pinch Hitter course for the family member or friend who loves to join in the flying fun. See all the events in complete detail at www.aopa.org.

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Harrison Ford to Keynote Summit By AOPA ePublishing staff Actor, pilot, and aviation advocate Harrison Ford is coming to AOPA Aviation Summit in Palm Springs, Calif., in October. So channel the Force and make your way to Summit to celebrate general aviation with Ford. He will participate in the Oct. 12 keynote address to discuss the importance of general aviation to the United States. The keynote also will feature FAA Acting Administrator Michael Huerta, who will share his vision for GA's future; AOPA President Craig Fuller, AOPA Editor in Chief Tom Haines, and Flying magazine Editor in Chief Robert Goyer will debate the pros and cons of the presidential candidates, and other issues facing GA. With instrument and fixedwing single- and multiengine ratings and a helicopter certificate, Ford is an experienced pilot who values the utility and joys of aviation. Channeling his passion for the industry, Ford touts its benefits to lawmakers on Capitol Hill. And he’ll share that same passion at Summit. Before his keynote address, Ford, a member of the AOPA Foundation’s Hat in the Ring society, will speak at the foundation’s A Night for Flight charity gala on Oct. 11. The Hollywood powerhouse already is offering lunch and a flight in the foundation’s online auction to raise money to support general aviation; the leading bid as of Sept. 13 was $16,700. If that’s out of your league, you’ll have another chance to spend some quality time with Ford. The foundation is auctioning tickets to dine with Ford and AOPA Pilot Editor in Chief Tom Haines at the event, starting at $2,500 per pair.

Celebrating Twenty-Nine Years of In Flight USA

AOPA AVIATION SUMMIT By Dan Namowtiz, AOPA lying IFR is a dynamic undertaking – and not just because of the weather. Satellite-based navigation is changing the routes IFR pilots can fly and the approaches available at the destination. All those new options and capabilities are changing the appearance and content of the charts IFR pilots rely on –

ONE

HONE YOUR IFR SKILLS

not to mention the profusion of information increasingly available to assess the weather, both now and throughout your flight’s forecast period. Instrument pilots know that the IFR seminars offered at AOPA Aviation Summit offer a matchless opportunity to become familiar with the impact emerging technology is having on IFR, or to get a quick and comprehensive refresher on a

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variety of IFR topics. Make it a point to include the following seminars in your Summit schedule, and then look forward to planning your next instrument flight with enhanced knowledge and renewed confidence. Real-World IFR: Your performance on your instrument-rating checkride delighted your designated examiner, and you always try to stay as current and proficient as a busy schedule will allow. Still, there are weather conditions you would rather not tackle on your own, even though the ticket in your wallet attests to your qualifications to take them on. That sometimes leaves you with questions – especially what to do about it! Take reassurance in knowing that you are not alone dealing with this challenge to your confidence. Many instrument-rated pilots facing a complicated IFR flight wrestle with the “I know I can, but should I?” question. Fortunately, a seminar at AOPA Aviation Summit is specifically designed to help pilots put it all in perspective: The Air Safety Institute’s “Real-World IFR” safety seminar, conducted by AOPA Foundation President Bruce Landsberg on Oct. 11 from 10:30 to 11:45 a.m. in the Palm Springs Convention Center, (Primrose B-D), will take you beyond the realm of basic instrument training and provide an opportunity to hear how pro-

fessional pilots who fly day in and day out, in all kinds of weather, approach their work. There’s nothing like hearing veterans of the instrument-flying environment talk about how to assess a proposed flight, make a go/no-go decision, or suggest things you can do to prevent periods of inactivity from undermining your confidence in your instrument flying skills. Chart Smart: If a picture’s worth a thousand words, which preflight pictures are most valuable to you? Some aeronautical and weather charts are so visually striking that the story they tell emerges at first glance. Radar images are one example. A surface analysis that shows a cold front marching across the landscape, rooted in a deep low-pressure system, is another, telling you instantly in broad terms what kind of weather is afoot. A meticulous pilot follows up that initial impression with more research when a flight promises to be a “weather flight.” What are the best sources of the information for the complete picture you seek? Join AOPA Pilot Editor at Large Tom Horne for the seminar “Chart Smart” as he covers the basics of selected weather charts–including surface analysis, constant-pressure, Rapid Update Cycle, and other sources of Continued on Page 39

SUMMIT EXHIBITORS DISPLAY NEW PRODUCTS, SERVICES By Dan Namowitz, AOPA hether you are looking to inspect cutting-edge aircraft design, or explore the latest in aviation software, the vendor or information source for you may be just steps away in the AOPA Aviation Summit exhibit hall Oct.11 to 13. Familiar names in aviation supplies, training materials, and information services on hand include Aviation Supplies and Academics (ASA, Booth 616), and Jeppesen (Booth 720). Pilots who want to add GPS-based moving map applications to mobile devices will find San Jose, Calif.-based Hilton Software, producer of WingX Pro7 for iPads and iPhones, in Booth 506, and ForeFlight at Booth 929. King Schools, the well-known flight training provider at all levels of certifica-

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tion will welcome you at Booth 421. Flight instructors should check out a new offering of an online flight instructor refresher course. Avionics leader Garmin USA will be at Booth 501 where you can see the latest in panel-mount, remote, and portable systems for a wide range of aircraft on display. Cutting-edge aircraft development in the form of an all-composite singleengine turboprop will be on display from Kestrel Aircraft Co. of Superior, Wis., in Booth 903. The 10,000-plus member American Bonanza Society will be located in Booth 906 and will be present at Airportfest. The society will be holding its convention in conjunction with AOPA Aviation Summit 2012. For a complete list of exhibitors, visit www.aopa.org.

October 2012

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Celebrating Twenty-Nine Years of In Flight USA

October 2012

Business Aviation News

BOEING BUSINESS JETS PROVES RANGE CAPABILITY RECORD-SETTING TRANS-PACIFIC FLIGHT Boeing Business Jets set a new world record for “Speed Over a Recognized Course” when a BBJ flew non-stop from Los Angeles to Auckland, New Zealand for installation of its VIP interiors. The BBJ, a 737-700 modified for VIP use, made the 5,658 nautical mile (10,479 km) trip in 13 hours, 7 minutes and 54 seconds. The record-setting trip was monitored by the National Aeronautic Association based in Washington, D.C. BBJ president captain Steve Taylor said

FLEXJET

AND

Flexjet, the first fractional jet ownership company to offer shares on the allnew Learjet 85 aircraft, and business aircraft manufacturer Bombardier, was in Chicago last month as part of an 11-city U.S. tour offering the opportunity to experience firsthand the aircraft that is poised to revolutionize the industry. Event partner Rolls-Royce and distinguished winemakers from Cardinale, Freemark Abbey and Etude were onsite offering interactive experiences and expert tasting sessions for an unforgettable evening of style, luxury and performance. Attendees are invited to take an exclusive tour of the Learjet 85 aircraft the first FAR Part 25 certified business jet built primarily from composite materials – and see first-hand the latest advances in aerodynamics, structures and efficiency that are ushering in a new benchmark in performance. Rolls-Royce’s Phantom

the trip demonstrates the incredible range capability of the BBJ. “When we left Los Angeles with full fuel, we were 21,000 pounds below our Maximum Takeoff Weight. This means that the customer can add a full VIP interior, fill all the seats and still carry full fuel and have remarkable range – something our competitor with the same class business jet simply cannot do non-stop,” said Taylor. The airplane had 7,800 pounds of fuel remaining when it landed in

Auckland Sunday evening. The BBJ, owned by Samsung Electronics, is equipped with seven auxiliary fuel tanks, giving it the extended range capability. It also features lower cabin altitude, which differentiates it from its competitor. The option provides a 6,500-foot cabin altitude instead of the standard 8,000-foot cabin, allowing passengers to travel in greater comfort. The airplane was flown to New Zealand for the first interior completion of a new BBJ by Altitude Aerospace

WITH

Interiors, an Auckland-based company which was launched in 2008. Boeing delivers the BBJ to the customer “green” (no interior or paint) so it can be customized to suit the specific needs and taste of the customer. The completion center of the customer’s choosing installs the VIP interiors, which typically takes nine months to a year. The BBJ is the best selling model of Boeing’s business jet line with 157 sold to date.

BOMBARDIER UNVEIL NEW LEARJET 85 AIRCRAFT MOCK-UP IN CHICAGO and Ghost automobiles were available for test-drives throughout the evening. “Anticipation for the Learjet 85 has been building since the program launch back in 2007,” said Fred Reid, President, Flexjet. “With delivery scheduled for 2013, we’ ve brought the Learjet 85 aircraft model, and some of our finest partners, to Chicago so our owners can truly experience the world of possibilities that will open up to them with the Learjet 85’s class-leading innovations. Featuring the latest in cabin technologies, and the Bombardier Vision flight deckcockpit,we are relishing the opportunity to brightly shine the spotlight on the Learjet 85.” An industry first, the primarily composite structures of the Learjet 85 aircraft enhance passenger comfort through the use of complex curves in the aircraft cross-section and thinner wall thickness to maximize cabin volume to create the

largest Learjet aircraft ever designed. Responsible for not only improving performance and minimizing drag through smoother aerodynamics, the airframe made mostly of composite material requires less maintenance and is easier to repair for an extended service life. Other innovations include the aircraft’ s stateof-the-art Pratt & Whitney PW307B turbofan engine, the Bombardier Vision flight deck featuring the Rockwell Collins Pro Line Fusion avionics suite – one of the most advanced suites ever offered onboard a midsize aircraft – and an advanced entertainment and wireless Internet system. The Learjet 85 aircraft will feature the company’ s new interior design updates, including the latest in aircraft interior design, newly designed seats, innovative storage solutions, a state-ofthe-art cabin entertainment system and

groundbreaking passenger interfaces. It is capable of accommodating eight passengers in a traditional double-club seating arrangement, with approximately 30 inches (76.2 cm) between each seat for more room than ever when traveling on long distance flights. The aircraft offers a high-speed cruise of Mach 0.82 and a transcontinental range of up to 3,000nm (5,556km)* making the Learjet 85 business jet the fastest and most efficient in its class. The addition of the Learjet 85 aircraft means Flexjet owners will continue to have access to some of the most technologically advanced and youngest business jets in the industry, averaging approximately five years of age. For more information and to learn about pricing options, please call 888503-8854 or visit www.flexjet.com/learjet85tour.

ECLIPSE ANNOUNCES ANTI-SKID BRAKE SYSTEM On Sept. 26, Eclipse Aerospace, Inc. formally announced the addition of an Anti-Skid Braking System (ABS) as a new option for the Eclipse Twin-Engine Jet, the world’ s first and most efficient Very Light Jet. The new Anti-Skid Braking System is available as an option on the new production Eclipse 550 jets and will be offered as a retrofit to the existing fleet. In-aircraft testing is complete with certification and availability expected within six months. ABS allows for maximum braking

energy and skid control without the need for a conventional hydraulic system, which is unique to the Eclipse Jet. “Testing of this system has exceeded our expectations, from normal touchdown speeds to a complete stop in less than 750 feet with aggressive braking”, states Cary Winter, SVP of Eclipse Aerospace Engineering. This innovative and proven technology will add yet another level of safety to the Eclipse Jet’ s robust set of safety features and stellar safety record. The new system will include two brake control

valves installed in each wheel well, two axle mounted wheel speed sensors, a computer, and a software update to our Avio Processing Center software. The total installation weighs approximately 17 pounds. Eclipse Aerospace will also be offering a weight reduction package that will minimize the weight impact of the ABS installation. The Anti-Skid Braking System will be available as an option on all IFMS equipped aircraft. “ABS and the previously announced Auto Throttles are just two of the many

exciting new features and engineering enhancements Eclipse Aerospace will be releasing in the very near future.” stated Winter. The fully certified ABS retrofit installation for the Eclipse Jet will be available in early 2013, with installation on new production Eclipse 550 Jets available at initial deliveries. Based on the performance experienced in testing, Eclipse will seek to adjust the Aircraft Flight Manual performance numbers as appropriate.

October 2012

www.inflightusa.com

AV8RS: NEW TEEN MEMBERSHIP TOPS 950 By Sarah Brown for AOPA What’s it like to look down from the middle of a barrel roll and see eight other airplanes trailing smoke in the world’s largest airshow team? How does one airplane fly through the night on solar energy? The first issue of AOPA’s AV8RS enewsletter, geared toward teens ages 13 to 18, offers answers. The new AV8RS program, which offers free youth memberships to teens, has grown to nearly 1,000 members. Want to share your passion for aviation with a teen? Encourage someone you know to become an AOPA AV8R. Teens can sign up at aopa.org /forms/AV8RS/action/ Young people are the future of aviation, and so AOPA launched the AV8RS membership in July as part of its mission to advance the pilot community. The free membership includes an official AOPA AV8RS member card; opportunities to connect with other AOPA AV8RS through dedicated online communities including Facebook, Twitter, tumblr, and YouTube; access to an AOPA AV8RS

blog written by teens for teens; a free digital subscription to Flight Training magazine; access to the members-only content on AOPA.org; support through the Pilot Information Center toll-free helpline (800/872-2672); chances to win flight training scholarships; and more. The membership also includes the AOPA AV8RS e-newsletter with inspirational stories, relevant news and events, opportunities to test their knowledge, and more. The inaugural issue offers such stories as “Pigs really can fly ... at least in Flugtag,” “16-year-old ties in nation to be youngest pilot to solo in helicopter,” and “NASA’s Curiosity lands on Red Planet.” If you know a teen who might be interested, forward the link (http://www.aopa.org /av8rs/newsletters/1209av8rs.html) and introduce that person to the exciting world of flying. Although free to teens, AOPA AV8RS is supported through member contributions and other donations. To make a contribution, please visit www.aopafoundation.org/donateav8rs.

Hone Your IFR Skills Continued from Page 36 graphic weather data. There will be a look at satellite imagery–and even a peek at the mysterious Skew-T Log-P charts. Stop by the seminar and find out how knowing these sources of information can make your flying safer. “Chart Smart” will be presented Oct. 11 from 10:30 to 11:45 a.m. at the convention center, Pasadena/Sierra/Ventura, and Oct. 13 from 10:30 to 11:45 a.m. at the convention center, Catalina/Madera. Chart Challenges: Approaches: Knowing what’s on an instrument approach procedure chart is one thing; knowing how to apply it in the real world is something else. Will you make the right choices? There’s a lot of information packed into that small space. An approach may have multiple minimum altitudes, depending on whether you fly it straightin or as a circling maneuver. The navigation equipment available to you may determine how to identify a fix, what minimum to apply, or whether you can fly the approach at all. Also, no matter how well you prepare for a flight, sometimes a change of plans becomes necessary, requiring a quick reassessment of your options. Can you manage the workload?

Stop by the “Chart Challenges” seminar on Oct. 11 from 3:15 to 4:30 p.m., or on Oct. 12 from 10:30 to 11:45 a.m. at the convention center, Primrose B-D. Expect some serious immersion in this dynamic subject–and be prepared for a highly interactive discussion! GPS and WAAS-based Approaches: Instrument approaches based on GPS and the Wide Area Augmentation System (WAAS) are becoming the norm as more airports acquire satellite-navigationenabled procedures allowing arrivals under instrument meteorological conditions. But not all instrument pilots have had the opportunity to learn about, or gain operating experience in the IFR environment of the future. Get a needed head start by making it a point to attend the seminar “Practical Tips for Flying GPS- and WAAS-Based Approaches.” Insights for flying GPS and WAAS approaches will be provided by Max Trescott, the 2008 National CFI of the Year, during two presentations of the seminar on Oct. 11 from 1:30 to 2:45 p.m. at the convention center, Smoketree A-E; and Oct. 12 from 10:30 to 11:45 a.m. at the convention center, Pasadena/ Sierra/Ventura. For more information, visit www. aopa.org/summit.

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FAA ESTABLISHES NEW CENTER U.S. Transportation Secretary Ray LaHood announced on Sept. 27 that the Federal Aviation Administration (FAA) has selected a team of universities to lead a new Air Transportation Center of Excellence (COE) for general aviation. The COE will focus research and testing efforts on safety, accessibility and sustainability to enhance the future of general aviation. “The United States has the largest

and most diverse general aviation community in the world, with more than 300,000 aircraft registered to fly through American skies,” said Secretary LaHood. “This innovative partnership with academia and industry will help us take general aviation safety to the next level.” The selected group is called the FAA Center of Excellence Partnership to Enhance General Aviation Safety, Accessibility and Sustainability

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(PEGASAS), and will be led by Purdue University, The Ohio State University and the Georgia Institute of Technology. The core team also will include the Florida Institute of Technology, Iowa State University and Texas A&M University. Affiliate members include: Arizona State University, Florida A&M, Hampton University, Kent State University, North Carolina A&T State University, Oklahoma State University, Southern Illinois University (Carbondale), Tufts University, Western Michigan University and University of Minnesota, Duluth. The FAA’s COE program is a costsharing research partnership between academia, industry and the federal government. Research and development efforts by PEGASAS will cover a broad spectrum of general aviation safety issues, including airport technology, propulsion and structures, airworthiness, flight safety, fire safety, human factors, system safety management and weather. The PEGASAS university members all have nationally recognized collegiate flight education programs, and three of the core members (Purdue, Ohio State and Texas A&M) also own and operate their own airports. Research projects will be performed through a partnership of principal investigators from the different universities. PEGASAS will engage both

graduate-level and undergraduate students in its research activities. “The FAA continues its goal of working to reduce general aviation fatalities by 10 percent over a 10-year period, from 2009 to 2018,” said Acting FAA Administrator Michael Huerta. “The Center of Excellence program is a valuable tool in providing the critical data we need to reduce those accidents.” PEGASAS industry and organizational partners are GE Aviation; Battelle Memorial Institute; NetJets Inc.; Cessna; Gulfstream; Piper; Raytheon; Rockwell Collins; Cirrus; Flight Safety Foundation; Guardian Mobility; Harris Corporation; Jet Aviva; NextGen AeroSciences; Nelson Consulting; Rolls-Royce; The Spectrum Group; Take Flight Solutions; Woolpert; the Flight Deck Display Research Laboratory at NASA Ames; Columbus Regional, South Bend and Fort Wayne Airports; Florida, Georgia, Iowa and Indiana Departments of Transportation; the National Business Aviation Association; the National Intercollegiate Flying Association; and Ohio Aerospace Institute. These non-federal affiliates will provide matching contributions to help offset the FAA’s investment in the COE’s general aviation research initiatives. Continued on Page 50

George Locke- Berlin Airlift Continued from Page 24 tional 116 c-54s be added to build a winter stockpile.][ It was at this time that the Navy became fully involved. Prior to Oct. 22 the Navy had been transporting large quantities of Avgas to Bremerhaven but its planes had not been involved in flying on to Berlin. VR-6, stationed in Guam, and VR-8 based in Honolulu received orders on Oct. 30 to proceed to Moffett Fieldf for winterizing/reconditioning.

Big Impact The two Navy squadrons quickly made themselves known to their Air Force counterparts. In fact, the Navy pilots were even more qualified under instrument conditions. During their first two weeks of flying the air route from Rheim-Main to Templehoff, the two squadrons carried a total of 6,526 tons of cargo. VR-8 was leading all squadrons by December, 1948 in all measurable phases of the operation. By the end of February, 1949 VR-6 was equaling/exceeding VR-8. During April,

1949 the two squadrons few a combined total of 8,244 hours (an aircraft utilization rate of 13.1 hours per plane per day) delivering 23,550 tons of food and coal to Berlin. The four engine RD5 (Navy version of C-54) was big, but nothing like the C-5, Galaxy or similar planes of today. After several months of on again, off again negotiations, the blockade was lifted on May 12, 1949. The two Navy squadrons were released from their duties in mid August, 1949 and returned to the U.S. During the months of the two squadron’s operation (24 aircraft) they flew 45,990 hours carrying 129,989 tons of cargo and averaged 10.1 flight hours per day. Although not involved in the first few month of the airlift, by the end of the operation they had delivered 7.3 percent of the total tonnage flown into the besseiged city by U.S. aircraft. It was a monumental achievement! The U.S. effort: Operational Aircraft (Average Number) 225. Tonnage Delivered: 1.783 million tons by U.S. aircraft, 0.542 million tons by British aircraft, for a grand total of 2.325 million tons!

RENO 2012 AIR RACES

RENO AIR RACES 2012: REMEMBERING A TRAGEDY EXPERIENCING A REBIRTH Editorial By Nicholas A. Veronico he tragedy of 2011’s air races was still fresh in the minds of those in attendance at this year’s Reno National Championship Air Races. Others were visibly angry one year later, directing their hostilities toward the Galloping Ghost’s pilot, the air race organizers, and the sport of air racing in general. However, the majority in attendance sought to remember those that

were lost while at the same time looking forward to years of safe air racing. The Reno Air Racing Association (RARA) held solemn ceremonies in remembrance of the victims and in honor of the first responders. RARA also recognized the relatives of those who lost their lives, enabling these family members to achieve some semblance of closure. The majority of those in attendance at the races gave RARA high marks for how they handled this emotional anniversary.

Economic Factors

Grumman F8F-2 Rare Bear has won the Unlimited Gold race 10 times since 1973. Veteran race pilot Stuart Dawson was at the controls for this year’s race. The sky was clear and racing conditions were typical, with a good breeze from the west. Dawson cut pylon 4 on lap 4 eliminating the Bear from the competition. (Nicholas A. Veronico)

This year was the 49th annual air races and, in many ways, was just like the first competition held in Reno in 1964. The 1964 event demonstrated to the local business community that air racing could attract a crowd of people from outside the area who would fill hotels, dine in restaurants, and wager money in the casinos. The potential draw and economic impact of future air racing events was enough to get backing for the 1965 and subsequent events. For 49 years the air races have been very good to the regional economy. The 2012 air races reinforced what many already knew: In past years, visitors to the air races typically spend more than $85 million during race week, a sum nearly double the city’s other marquee events such as Hot August Nights (classic car event), the balloon festival, and its

Street Vibrations Fall Rally (motorcyclethemed event). It would be interesting to find out the actual economic impact of the 2011 races. The Galloping Ghost crash was on Friday and the races were cancelled that afternoon. How much business was lost when more than 75,000 people either didn’t show up for the weekend’s race or they went home. How many room nights were vacated? How many restaurants had empty seats? How much gasoline went unsold to drivers? The questions go on and on. Through the years the event that brings in the most money has received the least promotion. In the mid-1980s, the town and the casinos began taking the air races for granted. From 1965 to 1985, businesses came to know that the air races would be a busy week and the money would just come to them – all they had to do was open their doors. Once the city realized it was on the gravy train, they, too, stopped putting out any effort to cater to air racing enthusiasts. We lost the aircraft parades and displays on Virginia Street. Gone, too, are the signs around town promoting the event. Up went the hotel room rates, up went the table minimums, and gone are the inexpensive casino meals. Gone are the hotel sponsorships of the racing aircraft as well. Every racing aircraft in every class should have a local Reno/Sparks sponsor. Shame on all of you. In the aftermath of the Galloping

AND

The Strega crew with owner Tiger Destefani kneeling and pilot Steven Hinton, third from right. Hinton flew the eight-lap, 64.34 mile course in 8 minutes, 5.046 seconds at an average speed of 477.523 mph to take the checkered flag. (Nicholas A. Veronico) Ghost crash, RARA was required to reconfigure the racecourse and its insurance premiums went up more than 500 percent from approximately $300,000 to $2 million. RARA put out its hat and collected donations from many area businesses, however they were short some $600,000 in June of this year. Thankfully, the Nevada Commission on Tourism (TravelNevada.com) stepped up to the plate in July by acquiring the naming rights for the event. That was the good news. Unfortunately, the Nevada CommisContinued on Page 42

RENO 2012

Reno Air Races 2012 Continued from Page 41 sion on Tourism announced it’s funding of the event was a one-time-only contribution toward this year’s insurance premium, which means the air races must seek more donations to keep the event alive. To add to the list of problems, the big crowd-drawing Unlimited race class was down in its number of competitors which meant that race pairings were tight and a number of slower aircraft that would typically be eliminated were kept in the competition. In addition, a couple of competitors pulled out at the last minute due to problems surrounding the racing purse. Hopefully this will be straightened out and they’ll return in 2013.

The View from the Stands Those issues aside, the modifications to the racecourse recommended by the National Transportation Safety Board and the Federal Aviation Administration did not change the event from a spectator’s standpoint. The racers still blazed around Pylon 8 heading for the Home Pylon and the reconfiguration of the racecourse was imperceptible to spectators.

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Winner of the Neil A. Armstrong Aviation Heritage Invitational Trophy was Duncan Cameron’s 1944 Stinson OY-1 that saw combat over Iwo Jima. Battle damage is shown in silver patches on the fuselage. Posing with the trophy and the OY-1 are, from left to right: Mark Holmquist (who found the aircraft in a barn in Marietta, Ga.), former Southwest Airlines CEO Herb Kelleher, Amy Cameron, Duncan Cameron, Duncan Cameron III, and restorer Tom Westphal. (Jim Dunn) There were tight races in the Sport, Biplane, T-6/SNJ, and Formula One classes that kept everyone on the edge of their seats, and from a spectators’ standpoint, Reno racing was as good, if not better than past years. Unfortunately, the result of this year’s smaller crowds will be less income, and less income means air race organizers will have to once again seek a benefactor will-

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

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Editor’s Note: Nicholas A. Veronico is the co-author of the Raceplanes Tech book series (Vol. I: Griffon Powered Mustangs and Vol. II: Round Engine Racers – Bearcats and Corsairs). He has attended every National Championship Air Races since 1981.

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ing to shell out big bucks to keep the races going and get RARA back on its feet. That said, air racing enthusiasts can affect the outcome by booking air race tickets and hotel rooms early. Let proprietors know you’re an air race-fan, -enthusiast, -participant, and you’re doing business with them because of the National Championship Air Races. And mark your calendars for next year: Sept 11-15, 2013

The Reno Air Racing Association and its September event have stood the test of time. This event should not have to struggle along, year-to-year, begging for money to stay afloat. For the long term, business leaders whose industries benefit from the economic impact of the races need to develop an endowment to guarantee the future of the National Championship Air Races. In the short term, it means next year’s air races will need an infusion of cash, and in this tough economic climate it is time for the area’s big money businesses to dig deep to perpetuate their income stream that is the National Championship Air Races.

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RENO 2012

T-6 CLASS GETS STRONGER By Alan Smith s the only “one design” class at the National Championship Air Races, high performance in the AT-6 class has, for years, been primarily dependent on pilot skill that minimize wasted distance on the oval race course and puts one airplane into the lead. There are, however, permitted airframe “cleanups” that, when properly done, can significantly increase the top speed of a T-6. For example, the stock T-6 wing skins are riveted in place with domed rivets. For racing, these are replaced with flathead rivets flushed into the wing. Landing lights are removed and the wing fiberglassed back to the main spar. There are many other small things that can be done to reduce drag and increase speed. And, of course, a racing T-6 has been repainted in vivid colors and is highly polished. I have been told, by some racing T-6 owners, that even selecting the right polishing compound can have a positive effect. Weight is a factor too, and most T-6 race pilots only put fuel in the left wing tank (all turns on the course are left turns) and usually just enough to complete the race, plus a small reserve for safety reasons. The back seat may be removed to save a few more pounds. The result of the permitted modifications and very careful preparation has gradually increased race speeds through the years.

The stock AT-6 is rated at a top speed of 208 mph. It began its life on the first of April, 1935, and its primary function was as an advanced trainer for military pilots. It is powered by a 600 hp Pratt & Whitney radial of 1,340 cubic inch displacement. Through the years it has served in the air forces of more than 60 nations, sometimes as an armed combat aircraft or spotter for other combat aircraft and, of course, as a trainer. The advent of the jet age put the AT6 into military retirement, but it is very much alive at Reno every September, and this year saw some new racing speed records. 2012 saw 17 entries including veterans like Greg McNeely in his Undecided, Nick Macy in Six Cat, and Dennis Buehn in his Midnight Miss III. Joey “Gordo” Sanders was there with his #5 Big Red along with other experienced race pilots. Missing of course was the late Al Goss and his Warlock. Al was killed near Bakersfield, Calif. in the crash of Warlock on St. Patrick’s Day in 2010 and he’s still missed by all T-6ers. As qualifying concluded on Wednesday, we thought we would see a duel in the Gold between Dennis Buehn and Nick Macy; they had both qualified less than one mph apart, with Macy at 241.089 mph and Buehn at 240.279 mph. However that was not to happen as we shall see. The Bronze was dominated by Rob Sanders in his Honest Entry. He started

RENO 2012

out in the first heat at a little more than 208 mph, got it up to 221-plus in the second and won the Bronze medal at 221.657 mph. In the first Silver heat, McNeely cut pylon 3 on the first lap and was nailed with a 10 second penalty. He was one of two T-6 cuts with Michael Pfleger cutting pylon 5 on the first lap of the first Bronze heat. (The worst offenders on pylon cuts were the jets with ten pilots cutting including one in the Gold.) The Silver heat races and the medal race were owned by “Gordo” Sanders in his #5 Big Red. He put the medal in his pocket at 228.151 mph. His best time was 232.219 in heat two. As winner of the Silver, he was entitled to surrender that victory and enter the Gold medal race on Sunday and he chose to do that. We looked forward to the coming battle between Dennis Buehn and Nick Macy in the championship Gold medal race. Macy had the pole position with Buehn right next to him. Next came John Lohman in his blue Radial Velocity followed by Lee Oman in Fred Telling’s grey Baby Boomer. Telling had listed Oman as an alternate pilot and had decided to let him have a run at the Gold. Chris Rushing had the number five spot in his Baron’s Revenge and Gordo Sanders in Big Red was number six. We knew that Macy had been the leader throughout the Gold heat races and Buehn had been right there in second spot

Nick Macy on way to Gold race victory. (Victor Archer) behind him. As the lineup headed down for the start, Macy appeared to be pushing up on the pace plane. When the pace pulled up and the dive to the starting line began, Macy looked to already have something of a lead. We were told later that Macy had jumped the start, but cannot say that for sure. In any case no one complained about the start and Macy moved out into the lead and stayed there. Buehn did the best he could but no wingtip to wingtip duel ever materialized and Macy went on to win at the record setting speed of 247.317 mph. Dennis Buehn finished second at 244. 948 mph. The rest followed just as they had been lined up for the start with “Gordo” Sanders in Big Red finishing last at 223.614 mph. All in all, it was a great return to air racing with no serious problems. There were a few maydays and immediate landings and that happens every year. The weather was fine, the airplanes were too, and the sizeable crowd had a good time.

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RENO 2012

CHASING RENO GOLD: DVD FOR THE TRUE FAN UNLIMITED RACING This four-hour feature is packed with information and personality, as director Mark Chiolis interviews every living Unlimited Gold winner of the National Championship Air Races. These remarkable men, aged from the low 20s to their 70s, are among the fastest humans on the planet, and the fastest-ever behind a spinning propeller. They openly share their insights and recollections with us mortals, and it’s surprising how similar their piloting experiences are to those of the rest of ours – and how different! Each of the interviewees is casual and open, happy to talk of the good times, the scary times, and the occasional bad times; their dreams when they started and their ideas today. The Unlimited winners, always an exclusive club, are rarer still in this year’s entry list: Darryl Greenamyer has retired

from Unlimited racing at least until his 4360-powered special – (more on that in the video) gets ready; Mira Slovak retired after winning the first Gold in 1964; Bruce Lockwood has stopped flying altogether; Skip Holm and John Penney aren’t entered in 2012; Steve Hinton flies the pace plane; Ron Hevle and Mike Brown don’t compete any longer; Clay Lacy is running his corporate flying empire; Bill DeStefani has handed Strega over to younger hands; and the Sanders brothers, Dennis and Brian, share turns in Dreadnought. Only they and Steven Hinton (Steve’s son) are Chasing Reno Gold. Of the winning airplanes, only twotime winner Dreadnought, ten-time winner* Rare Bear, nine-time winner Strega, and September Fury are still flying. The breed is getting rarer each year, and attri-

tion and price inflation are culling the available warbirds, fast. That makes this DVD more a treasure; Unlimited Air Racing as we know it is folding in on itself, and its new regulations are keeping a lot of other prospects out – the good times are right now! It’s not just the pilots who contribute, either. The top names in Reno speed – Pete Law, Bill Kerchenfaut, and others give up some of their secrets. History is provided by Bob Hoover, Grand Marshal for some 30 years; and current insights by RARA (Reno Air Racing Association) officials, bring us up to the minute. Any fan of the Reno Championship Air Races, of air racing, or of the heroism and hard work that go into a championship motorsports effort will gain a lot by watching this video. It’s more educa-

tion than entertainment – but so is college, compared to a movie; and which does your soul more good? Available on DVD and high definition Blu Ray. More: www.JustPlane FunVideos.com * Rare Bear, if you count all the #77 wins, has a total of 10 wins; 8 under its current name. Strega has a total of 9.

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October 2012

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The Pylon Place

THE RETURN e expected it to feel different, and it did. We expected it to be more difficult, and it was. But we never expected it to be so cathartic. At least I didn’t. The week started out earlier than usual. Racers were to be on the field by noon on the Saturday before the races. This is by far the earliest we were told to be there. But we were there and we were together. It was good to see some of the new aircraft, new paint jobs, new owners, etc. And, of course, it was good to see all the new rookies and our old friends. Lots of hugs were exchanged and stories were shared about the off-season and how most of us were absolutely certain we wouldn’t be standing there – but we were. Before I review the races, I wanted to share a quote from Tim Cone, rookie Sport Class racer, “What do they call the pilot who places last in the Bronze heat of a Reno Air Race? An Air Racer!” – And he’s right! Congrats to all the racers and especially the rookies.

International Formula 1 The race in IF1 was for second place. Endeavour and Steve Senegal wrapped up the gold with ease qualifying more than 10 mph faster than Vito Wypraechtiger of Switzerland – his closest competitor. Steve flew the best he’s ever flown and had a great week. He had three aircraft competing, including Miss Demeanor in the IF1 silver and his RV8 in the sport class. Brian Reberry raced his new design September Fate in the gold and Tony the Tiger, a stock Cassutt III-M, in the silver – bringing up the rear. September Fate was fast, but has much more potential. We look forward to whatever tweaks the Reberry team decides to bring in the future. Little gremlins plagued many of the other competitors including Stephen Partridge Hicks who had all sorts of problems; Rookie Justin Phillipson had problems but was able to work them out and ended up finishing second in the gold. Kevin Anderson, another fine Rookie, also had gremlins – which prevented him from completing his week. He put up a nice qualifying time and hopefully, we’ll see him again next year. An influx of young blood was honored with Kevin Broughall winning crew chief of the year and Justin Phillipson earning second place in the gold and rookie of the year. Congrats to you both

TO THE

and to all the IF1 racers and crews for making it such a great and safe year.

Biplanes The biplane gold was won from the back row by Tom Aberle flying Phantom. Tom was disqualified in the final heat race for low flying (something that happened quite frequently this year in all the classes) which placed him in the back of the pack for the final gold race. This meant that Tom had to pass everyone to win, and this time he only lapped six of the competitors. Karl Grove in Drag Racer started on pole and was the only biplane not lapped. Tom continues to amaze with his purpose built racer. The biplane silver was won in fine style by Chris Schaich in his second year of racing. I ended up third in the silver – at one point listed as second due to a low flight call for Casey Erickson. This penalty did not withstand the test of time and was somehow overturned, which put me back into third. Still, this was the best I have ever finished and my team is happy with our results. We are hoping for new competitors to join us at PRS in September. If you’re interested in racing, in any of the classes, drop me a line and I’ll help you.

T6 The T6 class was competitive as usual. Nick Macy won the gold with a new record of just more than 247 mph. Dennis Buehn was in second place and John Lohmar came in third. John Zayak toasted his engine (technical aviation term) and was unable to finish out his week. Gordo Sanders won the silver with an amazing race against Gene McNeeley earlier in the week to take the pole position. Gene cut a pylon and Gordo was able to keep his position and was thrilled with the results. This was the first time Gordo has won. Congrats!

RACES

Sport Class

The sport class has had their ups and downs through the years, and I believe they are really hitting their stride. In the beginning, it was Glasairs and Lancairs with a smattering of the Metal Mafia (RV-4, 6, 8, Rockets, etc.). Then, we had the Super Sport which was meant to increase the competition for larger engines and elevated designs. Now we have a mix of both. Jeff LaVelle qualified at 395 mph in his highly modified, incredible Glasair III. If you took a quick glance at it, you’d think it was a perfectly normal Glasair, but alas, you would be wrong. We will cover more information about Jeff in future columns, but let’s just say, that is not your normal Glasair. Jeff qualified first, and ran all four races in the front without a flaw. He had a great week and we’re happy to see him do so well. John Parker in his Thunder Mustang, Blue Thunder II, finished second, but was more than 16 mph behind our leader. Lynn Farnsworth finished out the top

three with Lee Behel in his beautiful GP5 coming in a very respectable fourth place.

Jet Class Rick Vandam owned the jet gold from beginning to end. He qualified fastest and won each heat race and the final gold in American Spirit, the super slick L39. Rick and Phil Fogg were the only aircraft the entire week to put up 500 mph-plus times – and that was only in qualifying. The 250-foot maximum altitude, which I’ve written about in earlier articles, was quite significant in the jet class (and unlimiteds). Several of the racers were called for “high flying” and were disqualified for their sessions. I would say that flying was watched Continued on Page 46

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Celebrating Twenty-Nine Years of In Flight USA

The Pylon Place Continued from Page 45 more carefully this year and the contest committee, the final voice in penalties and disqualifications, were kept busy all week.

Unlimiteds Steven Hinton and Strega provided the fans with a decisive win on Sunday in the unlimited Breitling gold race. After winning in 2009, “Stevo” was named the winner in 2010, the year of the wind, and in 2011 when racing was cancelled due to the tragedy. This year, he wanted to win it in the sky, the way you’re meant to win an air race.

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232 and Dreadnaught battling for second place during final gold race. (Bruce Croft) 232 flown by former astronaut, Hoot Gibson finished second with the Sander’s Dreadnaught coming in third. But, the final finish doesn’t tell even half the story of 2012. The Qualifying Sessions ended with Strega having a slight lead over Rare Bear, being flown by veteran racer, Stewart Dawson. Furias, the beautifully restored Super Sea Fury, qualified a distant third, however, on landing, Matt Jackson had a landing gear issue and Furias ended up in a dust cloud in the desert. Matt was okay and by the time he got back to the pits he was already telling stories about how it all came to be. Sadly, Furias was not okay and is going home on a truck. Our fourth highest qualifier was Precious Metal with Thom Richard as the pilot. Their speed of 463 mph was the fastest that airframe has ever gone. Unfortunately, their gear door disappeared coming down the chute on Sunday and he was the first mayday of the race. Dennis Sanders flying the families Super Sea Fury, Dreadnaught, qualified fifth and, as always, flew perfectly awaiting the series of maydays that were sure to come. Some of the best racing during the week included watching Dennis Sanders in Dreadnaught trying to overtake Thom Richard in Precious Metal. Watching “The Buick” struggle to keep upright while flying closely on Thom’s wing

October 2012

reminded so many of us of watching Czech Mate and other racers struggled to stay behind Dreadnaught. The wake created by Dread really knocks the air around, and this time Dreadnaught was eating some of her own medicine. During the final race, Rare Bear

Precious Metal tossing nasty wake at Dreadnaught. (Bruce Croft) pulled off the course after the penultimate lap, presumably with overheating problems, which plagued them all week. This left the door open for Rare Bear’s little sister 232 to jump into second place. 232 had a dismal qualifying time, but had been nursing early issues during the week. Electrical problems were the rumored cause of their gremlins. Fixed by Wednesday, each day they refined their racer and started to go faster. The second place finish was the best for Hoot and he had a great time working with the 232 Crew. Sawbones, flown by Curt Brown and Miss America, flown by Brent Hisey finished fourth and fifth in the final gold race. Both putting up very respectable times and both flying beautifully all week. This was Strega’s eleventh win, Stevo’s fourth, and this will be their last as

Miss America, Rare Bear and Sawbones in close racing on Sunday. (Bruce Croft) a team. Tiger Destefani, Strega’s owner, has confirmed that he will no longer campaign Strega at the races in the future. What does this mean? Will Strega end up in someone else’s hands and continue to race? Will Strega end up in a museum – or maybe become a flying museum? What does this mean for our young champion? Will he end up racing another aircraft? Will he leave air racing? Continue racing in another venue? The Strega Team worked as a welloiled machine all week. It is sad to see them disperse. But I would like to take this chance to thank Tiger for being Tiger Continued on Page 47

October 2012

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SUN ’N FUN NAMES NEW EVENTS & FACILITY SALES MANAGER Aymee Sutterby Brace has been named the new Events and Facilities Sales Manager at Sun ‘n Fun Fly-In, Inc. Aymee will work to expand awareness of the great array of meeting spaces, convention grounds and outdoor recreational facilities on the Sun ‘n Fun campus. “We welcome Aymee! She was selected from more than 100 applicants and brings with her an unprecedented connection to the Central Florida catering and special event communities,” said Sun ‘n Fun President and CEO John R. “Lites” Leenhouts. “Her youthful energy, talent, experience and enthusiasm will help Sun ‘n Fun fulfill our mission of creating a Brighter Future through Aviation for people of all ages. As a 501(c)3, Sun ‘n Fun’s summer youth education pro-

grams (where students are flying planes in just 4 days) are truly the best kept secret in Polk County. Income from facilities rentals is used as one mechanism to support educational programming on the complex. The grounds, buildings and staff are an underutilized resource to the community and Aymee took very little time to express her personal goal to change that!” A graduate of Hillsborough

Community College in Tampa, Brace was previously an Account Executive with The Knot, a Tampa-based wedding event planning company. For several years Aymee was a Special Event Planner and handled catering sales for Puff ‘n Stuff Catering. She is skilled at vendor relations and has handled accounts in Florida’s West Coast and Pan Handle. Her awards are numerous. In 2006, Amyee received the Conde Nast

Publications’ “Rookie of the Year” and, by 2011, she was nominated for Catering Professional of the Year for the ISES WOW Awards. She is currently the President-Elect of the Tampa Bay Chapter of the National Association of Catering Executives. If you are interested in learning more about our Fly-In & Year-round Facility Rentals please contact Amy at ABrace@sun-n-fun.org.

Pylon Place

Tiger Destefani and Steven Hinton proved to be unbeatable - again. (Bruce Croft) Continued from Page 46 and bringing Strega to the races for our entertainment – and for giving us Stevo Hinton.

Final Thoughts The crowds were not at pre-2011 levels, but the fans came back. The racing wasn’t edge-of-your-seat-action all week, but it was good and it was safe. There was a smattering of maydays, but only a few aircraft unable to fly home. All in all, I believe this was a successful comeback for NCAR. Congrats to all competitors and to RARA for putting on a great event. Next month, we’ll get into more detail about the races and discuss some of the more interesting competitions happening on the course. We will take a closer look at some of the teams and what makes a team work well together. And, we’ll talk about the tragedy, the ceremony, the survivors and the future of the Reno Air Races. Until then…

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Celebrating Twenty-Nine Years of In Flight USA

AIAA BESTOWS 2012 AIRCRAFT DESIGN AWARD DESIGNER MICHIMASA FUJINO HondaJet Designer, Michimasa Fujino, was presented the 2012 American Institute of Aeronautics and Astronautics (AIAA) Aircraft Design Award. Fujino is president and CEO of Honda Aircraft Company, Greensboro, N.C., which pro-

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designers in the world. Fujino received the award on September 18 at a luncheon held as part of the 12th AIAA Aviation Technology, Integration and Operations (ATIO) Conference and the 14th AIAA/ISSMO Multidisciplinary Analysis and Optimization Conference, running Sept. 17-19 at the Hyatt Regency, Indianapolis, Ind. The AIAA Aircraft Design Award honors a design engineer or team for the conception, definition or development of an original concept, or career contributions leading to significant advancement in aircraft design or design technology. According to the AIAA, Fujino is being recognized for “pioneering the unique optimum Over-The-Wing Engine Mount (OTWEM) configuration that reduces wave drag and increases drag divergence Mach number. This unique Over-TheWing Engine Mount configuration significantly increases cruise efficiency and, at the same time, maximizes cabin space without increasing the size of the aircraft.” During development of the HondaJet, Fujino published several technical papers on theoretical design methods and experimental results to prove this unique design concept. He also contributed to AIAA by presenting several lectures on aircraft design and development at universities and industry conferences. Fujino said, “The AIAA aircraft design award is the highest honor, and I am honored by this recognition. I am so glad that HondaJet’s unique Over-The-Wing Engine Mount technology is acknowledged as a significant technological

October 2012

HONDAJET

advancement for aircraft design. On behalf of the entire HondaJet team, I would like to express our appreciation to everyone who supports this HondaJet project as we continue our endeavor to deliver the world’s most advanced light jet.” Past recipients of the award include Joseph Sutter for the Boeing 747, Harry Hillaker for the F-16, Burt Rutan for the Voyager, and Leland Nicolai for AGM129/ACM. Optimum OTWEM configuration reduces wave drag on the wings, while increasing the wing’s drag divergence Mach number, thus increasing the aircraft’s performance and fuel efficiency. Also, by eliminating the engine support structure from the fuselage, it is possible to maximize cabin and luggage space without increasing the size of the aircraft. By employing this unique technology, the HondaJet offers the best performance and comfort in its class. Fujino added, “As a leading mobility company, Honda will continue to invest in future innovations and contribute to the evolution of advanced technologies. Our goal is to be a company that society wants to exist. The development of the HondaJet, and its innovative Over-The-Wing Engine Mount design, has been one of those revolutionary engineering processes at Honda.” With 35,000 members, AIAA is the world’s largest technical society devoted to the progress of engineering and science in aviation, space and defense. For more information visit www/hondajet.com.

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• Robinson Helicopter R22/R44 Safety Course and R44 Scholarship • FlightSafety International Bell 206 Initial Pilot Scholarship • Advanced Mountain Flight Training Scholarship • Aviation Specialties Unlimited Scholarship • Aircraft Ditching Course Scholarships (two offered) • Whirly-Girls Memorial Flight Training Scholarship • Whirly-Girls Helicopter Add-on Fight Training Scholarship For information on Whirly-Girls International or to donate to the scholarship fund, please visit www. whirlygirls.org.

October 2012

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Celebrating Twenty-Nine Years of In Flight USA

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October 2012

FLIGHT FOUNDER KERMIT WEEKS PUBLISHES SECOND CHILDREN’S BOOK, THE SPIRIT OF LINDY

Award-Winning Author Shares Story Featuring Historic Plane To Inspire Youngsters to Reach for Their Dreams Kermit Weeks, founder and owner of The World’s Greatest Aircraft Collection, Fantasy of Flight, has just released his second children’s book entitled The Spirit of Lindy. Weeks’ first book, All of Life is a School, which was published in 2008, won

a Bronze IPPY Award in the 13th Annual Independent Publisher Book Awards. Weeks won the Bronze Award in the category “Children’s Books, Ages 7 and Under,” placing in a field of approximately 50 contenders. A total of 3,380 books were entered in 65 categories in the nation-

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al contest. All of Life is a School has sold more than 6,000 copies online, at air shows, and through the Fantasy of Flight gift store. The author, aviator and attraction owner feels his second book, which has been in the works for two years, has even more potential than his first. “It’s a great story based on the famous flight Charles Lindbergh made from New York to Paris to win the Orteig Prize in 1927,” he explained. “I came up with the concept, wrote the story, and had two incredibly talented Disney-trained artists, Dominic Carola (pencils), and Ryan Feltman (paint), do the artwork.” The Spirit of Lindy introduces two new airplane-based characters, Geoffrey D. H., an enthusiastic DeHavilland 4 Mailplane with a grand idea, and Lindy, based on Lindbergh’s plane, Spirit of St. Louis. The story takes place at Fantasy of Flight where familiar characters from All of Life is a School– Gee Bee Zee, Puff, and all their friends–work together to help Geoffrey pursue his dream and learn a valuable life lesson in the process. As in his first book, The Spirit of Lindy

emphasizes the importance of “going beyond ourselves,” said the author. “Everyone can relate to the metaphor of reaching for the sky and the stars. Within us all, we soar in our imaginations and fly in our dreams.” Weeks, who is a former world aerobatics champion, an avid aircraft designer and a collector of more than 160 rare and vintage aircraft, owns and displays the planes on which the characters in his newest book are based, the DeHavilland 4 Mailplane and a Ryan M-2 single engine monoplane which was adapted by Lindbergh’s team to make the transAtlantic flight. “I got smart this time,” explained Weeks. “While creating ‘The Spirit of Lindy’ I made sure I created characters based on planes I already had in the collection!” Weeks currently owns seven of the 10 characters in All of Life is a School, hopes to acquire two more and build a replica of the third, a Curtiss of which only one exists and is housed in the National Air and Space Museum in Washington, D.C. He intends to use other planes from his extensive private collection as the inspiration for characters in future books. The Spirit of Lindy may be purchased at the Fantasy of Flight gift shop or online for $19.95 plus applicable sales taxes and shipping at www.fantasyoflight.com.

FAA Establishes New Center Continued from Page 40 The FAA established the first Center of Excellence for General Aviation in 2001 through a 10-year agreement to conduct general aviation research in airport and aircraft safety areas. The research topics included pilot training, human factors, weather, Automatic Dependent Surveillance/Broadcast (ADS-B), remote airport lighting systems and other matters. As the first Center of Excellence for General Aviation research concludes, the new team will continue critical research, testing and education efforts. The FAA intends to invest a minimum of $500,000 per year during the first five years of the new, 10-year agreement with PEGASAS. Congress authorized Air Transportation Centers of Excellence under the Federal Aviation Administration Research, Engineering

and Development Authorization Act of 1990. This legislation enables the FAA to work with university partners and industry affiliates to conduct research in airspace and airport planning and design, environment and aviation safety, as well as to engage in other activities to assure a safe and efficient air transportation system. The FAA has established Centers of Excellence in eight other topic areas, focusing on commercial space transportation, airliner cabin environment and intermodal research, aircraft noise and aviation emissions mitigation, computational modeling of aircraft structures, advanced materials, airport pavement and airport technology, operations research and airworthiness assurance. For more information about the FAA Centers of Excellence program, visit the COE webpage at http://www.faa.gov/go/coe.

October 2012

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Green News

FAA, GERMANY The FAA and the German Federal Ministry of Transport, Building and Urban Development (BMVBS) signed a Declaration of Cooperation at a ceremony during the ILA Berlin Air Show in September to work together in facilitating the promotion, development and use of sustainable alternative aviation fuels in the United States and Germany. “Together, we can leverage our research, our knowledge and our greatest resource – our experts – to work toward

COOPERATE

creating new sustainable alternative jet fuels,” said Philip D. Murphy, U.S. Ambassador to the Federal Republic of Germany, who signed the Declaration on behalf of the FAA with Dr. Peter Ramsauer, Federal Minister for Transport Building and Urban Development. “This, and other Declarations of Cooperation with international partners, such as Australia and Brazil, will enable us to better share and exchange technologies and that will benefit aviation on a global level.”

ALTERNATIVE AVIATION FUEL

The goals of the Declaration are to exchange ideas, information, skills and techniques and to collaborate on problems and projects of mutual interest in relation to sustainable alternative aviation fuels development and use. The Declaration identifies specific areas in which the FAA and the BMVBS may cooperate, which include exchanging information about research results, publications, funded research and development activities and the sharing of best

GA AVGAS COALITION APPLAUDS FAA'S CREATION PROGRAM OFFICE By EAA staff n response to a letter from the aviation industry members of the General Aviation Avgas Coalition urging funding for an unleaded avgas program, the Federal Aviation Administration (FAA) announced the formation of a new Fuels Program Office. The office will be responsible for "providing technical expertise and strategic direction in the planning, management, and coordination of activities related to aviation fuels."

This is the next important step in establishing an unleaded avgas transition program that will evaluate the viability of candidate fuels and generate the data needed for fleet wide aircraft certification and development of a commercial fuel specification. The letter went on to describe the organizational steps already underway by the FAA, many of which stemmed from the final recommendations made by the Unleaded Avgas Transition Aviation Rulemaking Committee (UAT ARC).

This includes the hiring of a transition consultant to work with industry to establish a Piston Aviation Fuel Initiative steering group. The general aviation industry members of the GA Avgas Coalition include the Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), General Aviation Manufacturers Association (GAMA), National Air Transportation Association (NATA), and National Business Aviation Association (NBAA).

practices in alternative jet fuel conversion research and development and deployment. The Declaration also enables the FAA and the BMVBS to explore the possibilities for cooperation in other areas, such as researching the lifecycle impact of the use of candidate alternative fuels on atmospheric emissions, and research leading to cost reductions in the production of alternative aviation fuels.

AVGAS FUELS

The heads of these associations issued the following statement: "The FAA’s direct involvement and participation in this process is critical to ensuring a fleet-wide transition to an unleaded avgas that will maintain consumer confidence and ensure the least impact on the existing fleet. The establishment of the new Fuels Program Office will ensure an efficient use of both government and industry resources and will provide a more comprehensive pathway and timeline to an unleaded fuel."

ROBERT ODEGAARD: AUGUST 12, 1946 - SEPTEMBER 7, 2012 Bob Odegaard once told his family that if he ever died in a plane crash, we shouldn’t say it was fitting that he died doing something he loved. According to Bob, “Sure, I love flying, but I’m pretty sure I wouldn’t have loved crashing.” The aviation industry lost one of its finest when Robert Odegaard of Kindred, N. Dak. died while practicing for an airshow in Valley City, N. Dak. on Sept. 7, 2012. Robert James Odegaard was born on August 12, 1946, in Fargo, N. Dak. to Melford and Annette (Erickson) Odegaard. He attended country school near Hickson, N. Dak. and went to high school at the University of Minnesota Boarding School in Crookston, Minn. In 1964-65, he attended Northrop Technical Institute in Los Angeles, Calif. receiving an A&P certificate there. He served in the Army Reserve, attending Brook General Medical School and graduating as an xray technician. He attended North Dakota State University from 1966-71, studying economics, and joining TKE and serving as their president. He has been continuing his education with many noted scholars at

the Kindred “College of Knowledge.” In 1973 he met and married his “Dazzling” Donna Weber, later naming his first rebuilt P-51 Mustang after her. They have always resided in rural Kindred with their three children, Brady, Casey, and Halley, who are all currently involved in the aircraft industry, also living and working in Kindred. Summers were spent at their lake cabin on Pelican Lake in Minnesota, and lately, winters in and around Mesa, Ariz. residing in the Golden Vista RV Resort of Apache Junction. From an early age, Robert was fascinated by airplanes as he watched crop sprayers working around the family farm. He later founded Odegaard Aviation, an aerial spray firm, which he operated for 31 years without an accident. He served as the Kindred airport manager during this time and played a pivotal role in the development of the Kindred Davenport Regional Airport at Hamry Field. Robert was a brilliant airplane mechanic, a successful entrepreneur, an excellent flight instructor and mentor to

young pilots, a storyteller, a musician, and an inventor. He invented the airfoil spray boom, later called the Superboom, which continues to be marketed internationally. Bob also built the first taxi-thru indoor aerial spraying loading facility in North Dakota. He was very involved in the wind industry, inventing and testing his own windmill designs. Bob was one of the producers and also one of the pilots in the full-length feature film, “Thunder over Reno,” which featured the Reno Air Races, where he, himself, raced in 2006-8. He participated in three episodes of the network TV show “Junkyard Wars” with North Dakota ex-governor Ed Schaefer & friend Rolf Sletten. One of his favorite “acting” jobs was flying a Lear jet and being a target for military pilots in U.S. Air Force training programs. In 1989, Bob started rebuilding his first P-51 Mustang. That was the beginning of the Mustang wing business and also the start of his quest to keep WWII history alive around the world. Bob is the rebuilder and former owner of the Super

Corsair, Race 57, a historic aircraft that brought worldwide attention to North Dakota because of its uniqueness and rarity. He passed down his restoration knowledge to his three children and helped them start their own restoration business. Robert was a certified flight instructor, holding single-engine, multi-engine, helicopter, glider, and floatplane licenses with type ratings in more than 10 aircraft including LearJet, Citation, and DC-3. He also held a rare “All Makes and Models” authorization for flying surplus military aircraft. Many young pilots consider him a mentor. He has soloed numerous students, including his two sons. Perhaps his dedication to the future of aviation is best illustrated by Duggy, a DC-3 painted bright yellow with a smiling face. Duggy excites young people at airshows around the country. Robert was active in the formation of the Fargo Air Museum and served as a board member. He volunteered his time and his aircraft to the development, Continued on Page 52

Celebrating Twenty-Nine Years of In Flight USA

October 2012

Robert Odegaard Continued from Page 51 financing, maintenance and success of the museum. He was also a member of the Board of Directors for the North Dakota Aviation Association. As a member of the EAA (Experimental Aircraft Association), he performed in their annual airshow, EAA Airventure Oshkosh, numerous times with several different airplanes. He has been active with the Arizona Wing of the CAF of Mesa, Ariz., where he volunteered during the winters. As a member of the Kindred community, he helped raise funds to build St. Maurice’s Catholic Church and served on the church council. He has supported Kindred High School athletics as a Booster Club member. He was a Kindred volunteer fireman at one time and a member of the local American Legion.

He was also a member of St. George Catholic Church of Apache Junction, Ariz., and St. Mary of the Lakes Catholic Church of rural Detroit Lakes, where he sang with the church choirs. Bob has received numerous awards, including the Henderson Air Racing History Award, which is given to recognize “those who perpetuate air racing history through preservation, replication or historical research.” Other awards include the Aviation Mechanic Safety Award; the 1999 Aviation Heritage Trophy, and the 1999 People’s Choice National Aviation Heritage Invitation. In 2011, he was inducted into the North Dakota Aviation Hall of Fame. Robert has been featured in many aviation magazines and books. He has participated in numerous airshows, per-

forming aerobatics and displaying aircraft. He has coordinated and participated in multiple fly-overs for various activities and celebrations. Just a few weeks ago, he performed with the Texas Flying Legends in a private airshow that was given as a birthday present to former president George H.W. Bush. His main hobby away from aviation, but included within, was his love for playing his 1965 Fender Mustang guitar with his many musical friends. Along with his portable amplifier, he even strummed along while flying with those friends in the CJ and the DC-3. Robert is survived by his wife, Donna; sons, Brady and Casey, and daughter, Halley, all of Kindred; brothers, Tom Odegaard (Bonnie), Kindred, and Marvin Odegaard, Elgin, N. Dak.; sister,

FADOCTM CARRY-ON OXYGEN SYSTEMS AVAILABLE PIPER AND BEECH AIRCRAFT Building on its leadership as No.1 in engineered general aviation oxygen systems, Mountain High Equipment & Supply’s newest technology is the twoperson portable MH EDS O2D2 PulseDemandTM FADOCTM (Full Authority Digital Oxygen ControlTM) Oxygen Delivery System designed for Beech, Mooney and Piper aircraft. It is the only portable, two-place (expandable to four-place) carry-on pulse

demand oxygen system currently available. The MH EDS O2D2, with the patented digital electronic “PulseDemandTM” FADOCTM oxygen delivery system, enables the pilot and passenger/crew to fly at pressure altitudes up to 25,000 feet with safety and comfort. The system reduces oxygen consumption dramatically. Different from standard constant flow systems, the O2D2 PulseDemandTM system does not waste oxy-

FOR

MOONEY,

gen during the breathing cycle. Studies show that 90% of the oxygen supplied by the O2D2 is transferred to the blood. The average user will enjoy a conservative consumption drop of four times compared to constant flow oxygen systems. The system operates, with two people, for up to 100 - 150 hours on three AA alkaline batteries. Easy to use, the two-person O2D2 reduces oxygen system workload to

Learn at the finest soaring facility in the country!

Arizona Soaring, Inc. Estrella Sailport since 1969

www.azsoaring.com P.O. Box 858 Maricopa, AZ 85239 (just south of Phoenix)

(520) 568-2318

Gloria Sheldon (Fuller), Mapleton, N. Dak., sister in law Cheryl Odegaard, West Fargo, N. Dak.; nieces and nephews: Brett Odegaard, Tyler Odegaard, Kara Odegaard, Chad Odegaard, Brian Odegaard, Deanna Opgrand, Clark Sheldon, Annetta Tweten, and several cousins. He was preceded in death by his parents and brother, Gary Odegaard. The funeral was held at St. Maurice’s, on Sept 12. In lieu of flowers, memorials are preferred to the Fargo Air Museum and St. Maurice Catholic Church. Bob shared his wisdom, sense of humor, bright outlook on life and his passion for everything related to air and aircraft with people all over the world. He lived a life of adventure, daring, friendship and love of his family. He will be truly missed.

FAST-TRACK TRAINING is our specialty We train more glider pIlots than anyone! 15 Sailplanes - Racers to unlimited ACRO

almost nil. There are no oxygen flow indicators to watch or manually operated constant flow valves to adjust due to altitude changes. Two push buttons cycle the O2D2 through the various modes that automatically deliver the required supplemental oxygen pulses for various altitudes. The complete system consists of an aluminum oxygen cylinder (buyer has a choice of sizes, with upgrades available to very lightweight composite cylinders), primary reducing regulator, low pressure service line, connection fittings, the MH EDS O2D2 Pulse-DemandTM FADOCTM unit, breathing cannulas, face masks, and a tote bag with adjustable straps for back-of-seat installation. Complete EDS O2D2 PulseDemandTM FADOCTM systems start at $1,189. A variety of options are available to meet specific pilot needs, including lightweight composite cylinders, regulators, adapters, cannulas and masks. For more information: 800-4688185 or www.mhoxygen.com.

October 2012

www.inflightusa.com

AIRCRAFT SPRUCE WEST ANNUAL SUPER SALE AND FLY-IN

Aircraft Spruce West will host its annual Super Sale & Fly-In on Saturday, Oct. 6th from 7am-3pm. Aircraft Spruce West is located at 225 Airport Circle in Corona, close to the Corona Airport (KAJO). Representatives from a number of leading aviation products, including a range of avionics items, will be on hand to demonstrate and discuss the benefits of their products. These representatives will include Garmin, Concorde Battery, Lightspeed, Scheyden, Dynon, Sennheiser, Tempest, Bose, Mid-Continent Instruments, Gill, Skytronics, Pilot USA and more. During this one-day sale, an assortment of popular aviation products will be specially priced to provide additional savings to those who visit the facility. Numerous promotions will be offered to the event attendees including a free Tempest oil filter with the purchase of a case of oil. There will be an hourly raffle with a number of raffle prizes including a Dynon D1, a Sennheiser S1, a Lightspeed Zulu, and much more! EAA Chapter 1 will be selling the raffle tickets to benefit

the Young Eagles Program. A free shuttle service from the Corona airport to Aircraft Spruce will be available for all attendees flying into the airport for the event. As in the past, Aircraft Spruce will provide free hot dogs and beverages to the attendees. For detailed information including promotions and activities/seminars scheduled for this day, please visit www.aircraftspruce.com View Aircraft Spruce’s complete product line at www.aircraftspruce.com. Request your complimentary copy of the company’s free 900 page catalog (in print or on CD). For more information, please contact Aircraft Spruce at 877-477-7823 or 951-372-9555.

FLY SAFELY, REDUCE WORKLOAD, INCREASE YOUR FUEL ECONOMY WITH AURACLE Ultra Electronics, Flightline System has announced the AuRACLE intelligent engine power management system. Certified primary for all Beechcraft, Cessna and Piper single and twin engine piston aircraft; all versions of the AuRACLE feature a glass panel display that improves upon, and is capable of, replacing your analog engine gauges. The design provides intuitive access to all critical engine data including fuel data, exhaust gas temperature and cylinder head temperature. Each unit is configured to the respective airframe and engine combination. Both twin and single engine systems (CRM2100 and CRM2120, respectively) feature Smart-Lean, the highly acclaimed proprietary leaning assist program most recommended by Advanced Pilot Seminars. AuRACLE engine monitor offers a great combination of built in military-level redundancy, CAN aerospace protocol, pilot friendly controls and simple data recovery. All models are capable of storing more than 100 hours of flight time, recorded every two seconds.

AuRACLE’s standard setting design and features are so advanced the CRM2120 was chosen for the panel on Burt Rutan’s “Boomerang.” The CRM2120 offers three bezel configurations; designed to be installed horizontally or vertically for ease of installation. The fully redundant, dual screen design offers a reversionary display of engine data not afforded by other twin-engine monitors. The CRM2100 is a dual box system with remote mounted data collection, a truly redundant monitoring of key data, pilotfriendly controls and all instruments-all the time display. High-end military quality cables and connectors set AuRACLE apart. AuRACLE is sold only through authorized dealers; insuring aircraft owners that the systems’ high quality is maintained through installation. A three-year warranty and Flightline Systems’ more than 40 years of engine instrumentation experience insure AuRACLE owners unparalleled support. Call 480-216-3372 for authorized dealer information; or, go to www.ultra-auracle.com for more information.

American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION

1979 Beechcraft F33A

1977 Cessna 310R

287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$119,950

1864 TTSN, Cessna Avionics plus Narco MK 12D Nav/Coms, Excellent paint and interior, NDH, ................................$99,950

LD O S 1999 Cessna T206H Stationair

1965 Skyhawk Avcon 180 HP

890 TTSN, King IFR, KAP 140 A/P, GPS, Flint AUX L/R Fuel, Like New California Airplane, NDH, .................................SOLD

2069 Since New Engine, 3931 TTSN, C/S prop, show quality paint, new windows, nice interior, King IFR, NDH....................39,950

1992 Grumman Tiger

1980 Cessna 172N Skyhawk

450 SFOH, 2715 TTSN, Digital IFR, A/P, fresh annual, ................................$59,950

0 SMOH, 5600 TTSN, King Digital IFR, DME, Nice Paint/Interior, NDH, Fresh Annual, ...........................................................$49,950

Two Piper Warrior IIs

1979 Piper Warrior II 161 1500 SFOH, 6200 1978 Cessna 152 TTSN, Digital IFR, Century 1 A/P, Nice 1540 SFOH, 6690 TTSN, Nice Recent Paint and Interior, NDH...................$39,950 Paint and Leather Interior, IFR 1976 Piper Warrior II 151 1100 SMOH, 0 .......................................................$29,950 STOH, 3260 TTSN, King IFR, Fresh Annual, NDH..................................$34,950

1967 Piper Cherokee 180 426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$29,950

1979 Piper Archer II 181 1847 SFRMAN, 8184 TTSN, King IFR, A/P, DME Excellent Maintance History, NMDH .......................................................$39,950

1967 Beech Bonanza V35

1978 Cessna 172 Skyhawk Texas Taildragger

1886 TTSN, 1498 SPOH, Century III Auto Pilot, Nice original paint and interior..$54,950

1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$39,950

1972 Grumman AAIA Lynx

1981 Cessna 172RG Cutlass

2752 TTSN, 903 SMOH, 0 STOH, Very Nice Paint/Interior, Fresh Annual,..$19,950

0 SMOH, 7800 TTSN, New Interior, Average Paint, Fresh Annual, One Owner, NDH,..........$49,950

Robert Coutches

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

www.americanaircraft.net

Celebrating Twenty-Nine Years of In Flight USA

October 2012

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

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

Phone: (650) 358-9908

Fax: (650) 358-9254

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4665,@ 4VVUL` 6]H[PVU ;; :46/ HPY /HUNHYLK UPJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 4VVUL` ;; :46/ 0-9 -YLZO HUU\HS SVNZ 5+/ OHUNHYLK ( ]LY` WYPZ[PUL JHSS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 4VVUL` 4 * ;; :46/ .HYTPU ( :3 ISHKL Z[HUKI` ]HJ /HUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 4VVUL` 4 * 4HYR ;; :46/ :5 WYVW K\HS 2? ) UH]JVTZ 235 ) .67: .HYTPU .;? 7LYMVYTHUJL YLSPHIPSP[` HM MVYKHIPSP[` >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !

707,9 :05.3,: 7PWLY >HYYPVY 00 ;;:5 :-6/ KPNP[HS 0-9 *LU[\Y` 0 H W 5PJL 7 0 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY >HYYPVY 00 ;;:5 :46/ :;6/ 2PUN 0-9 -YLZO HUU\HS 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY *OLYVRLL ;;:5 :-94 .HYTPU .7: -SV^U L]LY` :H[\YKH` ZPUJL (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *VTHUJOL :46/ 0-9 H W )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! ;VTHOH^R PU SPJLUZL 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! ;VTHOH^R :46/ 3V^ WYPJL VMMLY )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! >HYYPVY :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! >HYYPVY :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! *VTHUJOL ;; :46/ UV (+ VU WYVW -\LS PU QLJ[LK [HPS :) JVTWSPLK 5+/ 4\Z[ ZLSS )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :HSLZ (JX\PZP[PVUZ 4HUHNLTLU[ 5VY[OLYU *HSPMVYUPH 5L^ 7PWLY :HSLZ .YLH[ PU]LU[VY` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( ! 7PWLY 3HUJL .;6 OW 3V7YLZ[P TVKZ (SS UL^ SLH[OLY ZLH[Z THU` L_[YHZ 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V

www.inflightusa.com (PYWVY[ *( ^^^ 3HY Y`:OHWPYV JVT !

:HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

7PWLY *VTHUJOL ;; :46/ M\LS PUQLJ[LK ;:06 :76/ 24( K\HS 2? UH] JVTZ ^ .: \WKH[LK N`YVZ TVYL 3VNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

(=0(; /<:2@ /\ZR` (TLYPJH Z -H]VYP[L ;HPSKYHN NLY =PZP[ O\ZR` H]PH[HPYJYHM[ JVT JOLJR V\[ [OL ]PKLV HUK JHSS [V ZJOLK\SL `V\Y V^U /\ZR` ,_WLYPLUJL (]PH[ (PYJYHM[ (M[VU >@ !;-5

7PWLY *VTHUJOL ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ TVYL 3VNZ :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !

/\ZR` ( ) ;; 3VHKLK MYLZO HUU\HS <UILSPL]HISL KLHS 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNL TLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HYY`:OHWPYV JVT !

7PWLY *VTHUJOL ;; :46/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ ,Z[H[L ZHSL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! ;\YIV 3HUJL ;; :46/ (PY >((: T\S[PM\UJ[PVU YHKHY HS[PTL[LY -YLZO HUU\HS SVNZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

.96) .YVI ( Z[PJR ^ NYLH[ ]PL^Z HUK \ZLZ HSTVZ[ UV M\LS 9LJLU[ HUU\HS 5LLKZ UL^ V^ULY 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HY Y`:OHWPYV JVT !

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:\WLY *\I ;; ZPUJL YLZ [VYH[PVU >PWSPUL MSVH[Z -SPNO[SP[L ZRPZ ;VUZ VM TVKZ UV L_WLUZL ZWHYLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 7PWLY 4HSPI\ 4PYHNL ;; UL^ .HYTPU WRN (PY +H[H JVTW\[LY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY *OLYVRLL ;; :46/ .7: JV\WSLK ^ HS[ OVSK H W KPNP[HS 0-9 YHKPVZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY ;\YIV (YYV^ 000 ;; :-94 : ;,* LSLJ[YPJHSS` KYP]LU H W ^ HS[ OVSK 3V[Z VM LX\PW TLU[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY (YYV^ 00 ;; :46/ K\HS .7: (\[VJVU[YVS 000) 7PWLY :LY]PJL *LU[LY THPU[HPULK :HTL VWLYH[VY SHZ[ `LHYZ >PZ JVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT ! .YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT

707,9 ;>05: ;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 :46/ 5HYJV *LU [\Y` 000 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 ;; :46/ .HYTPU )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! 7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S [PTH[PJ ? H W [YHKL >PZJVUZPU (]PH[PVU >H[LY[VÛ 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! 7PWLY 5H]HQV 7HU[OLY ;; :46/ :76/ -\SS 7HU[OLY JVU]LY ZPVU [V OW ^ SH[LZ[ .HYTPU H]PVUPJZ >PZJVUZPU (]PH[PVU >H[LY [VÛ 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! 7PWLY (a[LJ - ;; :46/ PJL )LUKP_ 9+9 YHKHY /:0 (S[PTH[PJ ? H W ;HUPZ OLH[LYZ OV[ WSH[L OV[ WYVWZ [YHKL >PZ JVUZPU (]PH[PVU >H[LY[VÛ 4\UPJPWHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT !

*099<: *PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[

9= ( ;;(- ;; LUNPUL .HYTPU ?3 UH] JVT .HYTPU [_W .HYTPU P J +`UVU .SHZZ 7HULS :[LYLV *+ WSH`LY 5+/ -PYZ[ V^ULY 7SLHZL JHSS ! ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5

55 .YLH[ 3HRLZ ; ( ;; :46/ 9LZ[VYLK )LH\[PM\S :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !

(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5 -YVT [YHKL PUZ [V HPYJYHM[ THUHNL TLU[ MPUHUJPUN HUK HWWYHPZHSZ ^L VMMLY H JVTWSL[L ZLY]PJL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 9LHK` [V TV]L \W& 3L[ V\Y `LHYZ VM L_WLYPLUJL [\YU `V\Y WYLZLU[ HPYJYHM[ PU[V JHZO :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! >L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5

7(9;5,9:/07: 6^ULYZOPW )LLJOJYHM[ )VUHUaH OW ;; .HYTPU H]P VUPJZ 7 0 *HSS MVY KL[HPSZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

;LZ[ ;:; 1\UPVY : 3:( UV TLK YLX\PYLK ZPUNSL TPK ^PUN ; [HPSLK HPYJYHM[ 5L^ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

-(( (WWYV]LK -SPNO[ :JOVVS `LHYZ PU :-6 )H` (YLH -S` ^P[O \Z HUK ZH]L )LS (PY 0U[S :HU *HYSVZ *( ^^^ ILSHPYPU[S JVT !

1,;: -V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! 3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

:(0373(5,: :6(905. -HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A .SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT

40:*,33(5,6<: (09*9(-; 4H\SL 4? ;; M\SS .HYTPU WRN 3P[LYHSS` SPRL UL^ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT !

(PYJYHM[ 0UZ\YHUJL /LZ[LY 9VILY[ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[Â»S (PY WVY[ *( *( 6Y (PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?

(09*9(-; -05(5*05.

-30./; 05:;9<*;065

(K]HUJLK >HYIPYK -SPNO[ ;YHPUPUN >>00 :[LHYTHU HUK ;L_HU (; 6SK :JOVVS (]PH[PVU :VUVTH 1L[ *LU[LY :HU[H 9VZH *( *VU[HJ[ +HU =HUJL =HUJL 'HVS JVT

(PYJYHM[ 0UZ\YHUJL >(9505. +VUÂ»[ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\Â»]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5

.L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5

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5VY[O (TLYPJHU (; * ;; :46/ I` *V]PUN[VU 6/ ,_JLSSLU[ THPU[LUHUJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !

(PYJYHM[ 0UZ\YHUJL :WLJPHSPaPUN PU WLY ZVUHS I\ZPULZZ HUK JOHY[LY HPYJYHM[ UL^ L_WLYPLUJLK VY SV^ [PTL WPSV[Z AHUL[[L (PYJYHM[ 0UZ\YHUJL *LU[LY

(09*9(-; -69 9,5;

2P[MV_ (PYJYHM[ 33* ^^^ RP[MV_HPYJYHM[ JVT !

>HYIPYK MSPNO[ [YHPUPUN PU >>00 :[LHY THU HUK ;L_HU (; -\SS` Z[HMMLK MVY HPYJYHM[ ZLY]PJL HUK PUZWLJ[PVU +YHNVU MS` (]PH[PVU

(09*9(-; 05:<9(5*,

3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !

6^ULYZOPW 7VY[LYMPLSK 37 ;; :46/ =-9 .VVK Â»VSL [PTL MS`PUN M\U ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !

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WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !

=PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPY JYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ! :[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A +PZJV]LY` -SPNO[Z )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! <U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN >LZ[ *VHZ[ -(( HWWYV]LK 7HY[ *VTTLYJPHS (PYSPUL (+? (YPJYHM[ +PZ WH[JOLY *V\YZL *HSS MVY ZJOLK\SL (PY SPUL *HYLLY ;YHPUPUN (*; ^^^ HPYSPULJHYLLY[YHPUPUN JVT .YLH[ 7PSV[Z ;YHPU /LYL (SSPHUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN 6WLU KH`Z H T [V W T ;^V SVJH[PVUZ PU *HSPMVYUPH! *OPUV " 9P]LYZPKL " ^^^ HPHMSPNO[JVT -SPNO[ 3LZZVUZ :WLJPHS WHJRHNL VM MLYLK MVY `V\Y MPYZ[ JVTWSL[L SLZZVU :HU -YHUJPZJV )H` (YLH ^^^ THJO H]PH[PVU JVT )LJVTL H WPSV[ UV^ *VU[HJ[ 5VY[O (PYL (]PH[PVU H *LZZUH 7PSV[ *LU[LY WHY[ULYLK ^P[O @H]HWHP *VSSLNL ^^^ UVY[OHPYL JVT VY TPRL' UVY[OHPYL JVT :[HY[ ^P[O H ZPUNSL PU[YV MSPNO[ (SSP HUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN ;^V *HSPMVYUPH SVJH[PVUZ! *OPUV (PYWVY[ 9P]LYZPKL (PYWVY[ ^^^ (0(-SPNO[ JVT

;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW

:WLJPHS MPUHUJPUN H]HPSHISL VU SLHYU [V MS` HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !

(=0650*: .L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,- 7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(: (]PVUPJZ MVY L]LY` TPZZPVU *LY[PMPLK 9L WHPY :[H[PVU 4VZ[ THQVY IYHUKZ (PY[YVU PJZ *HSH]LYHZ *V\U[` (PYWVY[ *( ^^^ HPY[YVUPJZ PUMV *VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ Â· UL^ \ZLK /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J Â· WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !

7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/

(09*9(-; 7(9;: 8\P[ )\ZPULZZ :LSSPUN V\Y WPZ[VU WHY[Z PU]LU[VY` [VVSZ QHJRZ L[J 7HJRHNL WYPJL! >PSS JVUZPKLY [LYTZ *HSS 4VU[LYL` *( ! 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =(

Celebrating Twenty-Nine Years of In Flight USA

56 (PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3 >OLYL WLYMVYTHUJL ILNPUZ¯LUNPULZ WYVWLSSLYZ NV]LYUVYZ :HSLZ :LY]PJL (TLYP[LJO 0UK\Z[YPLZ 9LKKPUN *( ^^^ HTLYP[LJO H]PH[PVU JVT !

-<,3 -\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT :[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT

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`V\ -(( HWWYV]LK YLWHPY Z[H[PVU ,SP[L (PY 0U[LYPVYZ 4H[OLY *( ^^^ LSP[LHPYPULYPVYZ JVT

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RENO 2012 AIR RACES

(Sagar Pathak)

RENO-STEAD AIRPORT SEPTEMBER 12-16, 2012

(Pete Shirk)

(Pete Shirk) (Pete Shirk) (Sagar Pathak) (Sagar Pathak)

(Sagar Pathak)

Celebrating Twenty-Nine Years of In Flight USA

October 2012

AD INDEX Aerial Avionics..........................37

Arizona Type Ratings ..............24

Giottos ......................................10

Rightfooted ..............................14

Aerozona Parts..........................46

Assoc. Sales Tax ......................49

Hartwig......................................20

San Carlos Aviation Supply ....12

Aircraft Insurance Agency ......14

AuRACLE ................................28

HME Watches ..........................32

Schweiss Doors ........................46

Aircraft Magneto Service ........46

Aviation Insur. Resources ........22

Horizontal Rain ........................48

Select AirParts ..........................60

Aircraft Specialties Service......19

Bob’s Aviation Supplies ..........20

Jorgenson Lawrence ................58

Sterling Air................................13

Aircraft Spruce..........................15

Buchanon Aviation ..................43

JT Evans ......................................4

Steve Weaver Aircraft Sales ....27

Airport Shoppe ......................2, 3

Chino Aircraft Sales ................42

Kitfox Aircraft ..........................47

Tiffin Aire..................................47

Airtronics ..................................44

Corona Aircraft Engines ..........31

Loop Net ..................................48

TJ Aircraft Sales ......................23

Alliance Intl. Aviation ........12, 34

Divorce For Men ......................24

Mountain High Oxygen ....33, 34

Travel Aire ................................33

American Aerobatics ................13

Eddie Andreini ..........................36

North Aire ................................40

US Aviation Expo ......................7

American Aircraft Sales ..........53

Fly It....................................21, 59

Old School Aviation ................45

Vista Aviation......................11, 25

AMR&D ..................................16

Flying Tigers Wine ..................16

Pacific Coast Avionics..............10

Wicks Aircraft ..........................39

AOPA ..........................................9

Gavilan College ........................14

QREF Media ............................18

Zanette AC Insurance ................5

Arizona Soaring........................52

Gibson ......................................22

R&M Steele ..............................46

ZD Publishing ..........................50

"Still Specializing In First Time Buyers And Student Pilots Needs" The School Bells are again ringing and Shana Tova!

300 HP 1977 Piper Lance GTO, LoPresti Mods, all-new leather seats & Many More Extras.

1974 Cessna 310 "Q" with an Award Winning Interior and Panel . . . Very Motivated Seller!

Amazing Cessna 421 loaded with everything and priced to sell quickly . . .only the best went in to this one! Fresh Annual!

1971 Cardinal RG, Great Panel, 75% New Interior, recent annual and possible terms! Great Commercial Trainer.

Too Cute For Words, 1956 Cessna 172 with incredibly low times and great looks. Perfect For the "First Time"Buyer" or Student.

Cessna's Best . . 1978 - 182 with a great pedigree. Make an offer, we'll surprise you! Would you believe it went to London and Back?

1994 Grob . . .A Stick, great views and uses almost no fuel . . . recent annual . .needs new owner. Also have a 1996 with terms.

Unbelievable deal . . . 2000 Husky A-1B -"100 TT", yep and it's loaded . . . Fresh Annual

JORGENSON-LAWRENCE AIRCRAFT SALES AND MANAGEMENT HOME OF WHAT’S UP?! AIRSHOW ENTERTAINMENT

Voted Best “After the Sale Customer Service” for the 18th Straight Year

Located at the beautiful Palo Alto Airport (PAO) in the Baylands Recreational Area where aviation, golf, nature and good food live in harmony creating a comfortable and convenient setting to select a new airplane. South of San Francisco along the west side of the bay, north of San Jose.

Larry Shapiro • Larry@LarryShapiro.com • Or Call Us! 650-424-1801 For more information about these planes and others, Please Visit Our Web Site: www.LarryShapiro.com

(760) 603-8200 Toll Free (866) 814-9768

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â&#x20AC;&#x153;Call us, we speak Beechcraft!â&#x20AC;? Intâ&#x20AC;&#x2122;l: 540-564-0010 E-mail: sales@selectairparts.com Fax: 540-432-0193 www.selectairparts.com

0 / "OX s 7EYERS #AVE 6!